WO2016090208A1

WO2016090208A1 - Dedicated machine constrained operation of internal combustion engines

Info

Publication number: WO2016090208A1
Application number: PCT/US2015/063895
Authority: WO
Inventors: Chinedum OFODILE; William A. CHITTICK; Shantilal DAYAMA; Alex PAMA
Original assignee: Cummins Inc.
Priority date: 2014-12-05
Filing date: 2015-12-04
Publication date: 2016-06-09

Abstract

Apparatuses, methods and systems of controlling vehicle systems are disclosed. One exemplary control method includes operating a vehicle controller to repeatedly broadcast a message over a communication network. Each broadcast of the message includes a plurality of packets and a plurality of engine speed and engine torque values divided among the plurality of packets. The exemplary method further includes receiving the message at an engine controller, storing a runtime torque curve in a runtime memory device of the engine controller, and controlling operation of the engine with the engine controller using the runtime torque curve if the that the message is being repeatedly received by the engine controller.

Description

DEDICATED MACHINE CONSTRAINED OPERATION

OF INTERNAL COMBUSTION ENGINES

BACKGROUND

[0001] The present application relates generally to internal combustion engine controls and more particularly, but not exclusively to controls providing dedicated machine constrained operation of internal combustion engines. Internal combustion engines may be utilized to power a number of different dedicated machines. For example, a given engine may be utilized to power a variety of different types of construction equipment as well as other types of off-road and on- road machines, equipment and vehicles. The mission requirements of different machines may vary significantly. For example, certain machines may benefit from a torque rise that is greater than what is provided by the torque curve used for engine certification. Additionally, the desired torque rise may vary for a different machine under different operating conditions. At the same time, the torque curve used for engine certification must not be compromised, encumbered or modified. Furthermore, storing multiple torque curves places a burden on available memory and can carry a significant computational cost. There remains a significant unmet need for the unique apparatuses, controls, methods and systems disclosed herein.

DISCLOSURE OF ILLUSTRATIVE EMBODIMENTS

[0002] For the purposes of clearly, concisely and exactly describing exemplary embodiments of the present disclosure, the manner and process of making and using the same, and to enable the practice, making and use of the same, reference will now be made to certain non-limiting embodiments, including those illustrated in the figures, and specific language will be used to describe the same. It shall nevertheless be understood that no limitation of the scope of the invention is thereby created, and that the invention includes and protects such alterations, modifications, and further applications of the exemplary embodiments as would occur to one skilled in the art.

SUMMARY

[0003] Unique apparatuses, methods and systems of controlling a vehicle system are disclosed. One exemplary control method includes operating a vehicle controller to repeatedly transmit a message over a communication network. Each transmission of the message includes a plurality of packets and a plurality of engine speed and engine torque values divided among the plurality of packets. The exemplary method further includes receiving the message at an engine controller, storing a runtime torque curve in a runtime memory device of the engine controller, and controlling operation of the engine with the engine controller using the runtime torque curve if the message is being repeatedly received by the engine controller. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

BRIEF DESCRIPTION OF THE FIGURES

[0004] Fig. 1 is a schematic diagram illustrating a work machine including a control system.

[0005] Fig. 2 is a schematic diagram illustrating a control process executable by the control system of Fig. 1.

[0006] Figs. 3-6 are schematic diagrams illustrating an exemplary message format.

[0007] Fig. 7 is a schematic diagram illustrating a constructed two dimensional runtime torque curve showing engine speed points in units of RPM and engine torque points in units of Nm.

[0008] Fig. 8 is a graph illustrating a constrained torque limit as a result of a constructed two dimensional runtime torque curve.

[0009] Fig. 9 is a graph illustrating new constrained torque limit being updated with new engine speed points and corresponding engine torque points.

[0010] Fig. 10 is a graph illustrating an updated new constrained torque limit.

[0011] Fig. 11 is a graph illustrating ramping from a previous constrained torque limit to a new constrained torque limit.

[0012] Fig. 12 is a graph illustrating a constrained torque limit with no limit applied below a low idle speed of 1000 RPM.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

[0013] With reference to Fig. 1 there is illustrated an exemplary work machine 100 including a control system 110 which is illustrated schematically in greater detail in the dashed callout box of Fig. 1. Control system 110 includes an electronic control unit (ECU) 122 and an ECU 132 which are structured to be in operative communication with one another via communication network 127. Communication network 127 may be provided in a number of forms including, for example, a controller area network, a serial bus, a wireless network, or other types of networks over which a message may be transmitted. ECU 122 is structured and operable to control aspects of operation of engine 112. ECU 132 is structured and operable to control aspects of operation of machine 100 including for example, operation of machine systems 133, 135, 137 and/or other systems of machine 100 which may include hydraulic systems, electrical machine systems, other electrical systems, and accessory systems to name several examples. ECU 132 may sometimes be referred to as a machine control unit, a vehicle control unit or an original equipment manufacturer (OEM) control unit. It shall be appreciated that references to vehicle controllers and vehicle control units herein include and encompass controller units for other types of machines and equipment which utilize an engine to perform work.

[0014] As described in further detail herein, control system 110 may be utilized to transmit from ECU 132 via network 127 a message which may be received and used by ECU 122 to create an optimized torque curve to meet the operating profile selected by ECU 132. In certain forms, the message may be a multi-packet message, although a variety of message formats are contemplated. The transmission may include broadcasting over a controller area network (CAN) as well as other types of transmissions. In certain forms, the architecture disclosed herein allows ECU 122 to utilize torque curves which are selected or optimized by a plurality of different types of machines and vehicles and for a plurality of different operating modes without requiring ECU 122 to store information for a plurality of torque curves and without compromising or modifying the torque curve under which the engine is certified to meet emissions requirements. The communication network 127 may be structured according to a variety of types of networks capable of transmitting messages including pairs of engine speed and engine torque values. In one non- limiting preferred embodiment communication network 127 comprises a controller area network (CAN) structured according the SAE J1939 protocol. It shall be appreciated that references to networks herein may include a variety of alternate or additional networks.

[0015] It shall be appreciated that control system 1 10, ECU 122 and ECU 132 are structured to provide electronic special-purpose controls for engine 1 12 and work machine 100 including those described in further detail herein. The controls disclosed herein and their respective functionalities may be reconfigured, redistributed, supplemented, or combined. It shall also be appreciated that the control systems, ECUs and controls disclosed herein may be implemented in various combinations of hardware, firmware and/or executable instructions stored in a non-transitory memory device which may be provided in a single microprocessor based controller or control unit or in a plurality of microprocessor based controllers or control units such as a distributed controller system in which a plurality of controllers communicate over a network such as a CAN.

[0016] With reference to Fig. 2 there is illustrated a flow diagram of an exemplary controls process 200 which may be implemented in and executed by an electronic machine control system such as system 1 10 described above in connection with Fig. 1 or another electronic machine control system. Process 200 begins at operation 210 in which a first control unit transmits via a network a message including a plurality of engine speed and torque points, and a second control unit receives the message via the network. The first control unit preferably comprises a vehicle, machine or OEM control unit such as ECU 132 described and illustrated in connection with Fig. 1. The second control unit preferably comprises an engine control unit such as ECU 122 described and illustrated in connection with Fig. 1. The message may be structured to utilize one or more proprietary parameter group numbers (PGNs) which are defined in the SAE J 1939 specification. It shall be appreciated that the use of a PGN message is but one non- limiting example and that a multiple other data transmission formats and protocols may be utilized for transmitting messages including pairs of engine speed and engine torque values.

[0017] In the illustrated example, the first control unit may use broadcast announce message (BAM) transport protocol and data transfer (DT) transport protocol to transmit a multi- packet PGN. The first control unit may be structured to transmit the PGN message repeatedly, for example, one time per prescribed time (e.g., one time per second), at least once within a prescribed time, or other periodic transmissions including transmissions occurring or recurring at regular intervals and transmissions occurring repeatedly from time to time. If a multi-packet PGN message is not received and acknowledged by the second control unit within a prescribed time (e.g., 5 seconds), the second control unit may be structured to change its operation to utilize a different torque curve stored in a non-volatile memory of the second control unit, such as a derate engine protection torque curve or other fault condition curve, and to ramp down engine operation using the different torque curve.

[0018] Further details of an exemplary multi-packet PGN message structured in accordance with the SAE J 1939-21 data layer standard are illustrated in Figs. 3-6. It shall again be appreciated that the illustrated embodiments provide one non-limiting example. Other embodiments contemplate the use of a number of alternate message protocols, formats and techniques. As illustrated in Figs. 3-6, the multi-packet PGN message preferably comprises a plurality of engine speed points in units of RPM and corresponding engine torque points as a percentage of an engine reference torque value. The engine reference torque value may be defined as per the SAE J 1939-71 specification. The last corresponding engine torque point is defined to be 0 Nm. Each engine speed point is defined by the following characteristics. The data length of each engine speed point is one byte. The resolution of each point is 25 RPM per bit. The data range and operational range of each point is from 0 RPM to 6250 RPM. Each engine torque point is defined by the following characteristics. The data length of each engine torque point is one byte. The resolution of each point is 1% per bit with a -125% offset. The data range of each point is from -125% to 125%. The operational range of each point is from 0% to 125%.

[0019] The sequence of transmissions from the first control unit which are received by the second control unit is as follows. First, a broadcast announce message (BAM) of the form illustrated in Fig. 3 is sent which indicates the total message size in number of bytes (21 in the illustrated embodiment), number of message packets (3 in the illustrated embodiment) and PGN number of multi-packet message (which may be any of multiple proprietary PGN numbers ). Second, a data transfer message of the format illustrated in Fig. 4 is used to send a first packet including first, second, third and fourth engine speed point values, and first, second and third engine torque point values. Third, a data transfer message of the format illustrated in Fig. 5 is used to send a second packet including fifth, sixth and seventh engine speed point values, and fourth, fifth, sixth and seventh engine torque point values. Fourth, a data transfer message of the format illustrated in Fig. 6 is used to send a third packet including eighth, ninth, tenth and eleventh engine speed point values and eighth, ninth, and tenth engine torque point values with the eleventh engine torque point values defined to be zero. It shall be appreciated that this distribution of values among packets is but one non-limiting example.

[0020] From operation 210 process 200 proceeds to operation 212 in which second control unit has received the PGN including the plurality of engine speed and torque points. The second control unit creates a runtime torque curve (RTC) based upon the received PGN and stores the RTC in a volatile memory device of the second control unit. In the illustrated embodiment, once the second control unit has received the PGN, the second control unit can process the message information as follows. First, the second control unit converts or decodes the engine speed and engine torque points received to revolutions per minute [RPM] and percentage [%] values respectively in accordance with equation (1) and equation (2) below. Second, using the engine torque points in [%] and the engine reference torque value, the second control unit calculates all of the engine torque points in Newton meters [Nm]. The engine reference torque values may be determined in accordance with equation (3) below. Third, using the engine speed points in [RPM] and the engine torque points in [Nm], the ECU will construct and store in a volatile memory device (which may include one or more physical memory devices) a two-dimensional runtime torque curve which represents the constrained torque limit curve for the machine which was transmitted by the first control unit. The X-axis of the runtime torque curve comprises the engine speed points and the Y-axis comprises the engine torque points. Fig. 7 illustrates an example of a two-dimensional constructed run time torque curve. Fourth, the ECU will use the two-dimensional constructed runtime torque curve to apply torque limits dynamically by interpolating the torque limit values between defined operating points based on current engine speed.

(1) Engine Speed Points[RPM] = (Engine Speed Points) x 2Srpm per bit

(2) Engine Torque Points[%] = ((Engine Torque Points) x 1% per bit)— 125% offset

(3) Engine Torque Poits [Nm] = ^{En9ine Tor}^ ^Points-^ _χ £_Ugi_ne Reference Torque Value

[0021] From operation 212 process 200 proceeds to operation 214 in which the second control unit utilizes the runtime torque curve to dynamically apply torque limits to the engine based on current engine speed information. The second control unit may also be structured with internal hard limits so that the first control unit cannot dictate operation outside the rated torque curve of the engine. After operation 214, process 200 may return to operation 210 or may end and may be optionally called or executed again at a later time, for example, as described below.

[0022] It shall be appreciated that in the control systems and processes disclosed herein the second control unit need not and preferably does not at any point save the constructed two dimensional runtime torque curve to a non-volatile memory of the second control unit. It shall be further appreciated the control systems and processes disclosed herein may be utilized to provide the ability to customize any rating within a not-to-exceed zone for a plurality of different machines without requiring development and use of unique fuel ratings or unique emissions ratings for different machines, while also mitigation or eliminating potential interactions between other devices on a communication network using alternative message formats to control the engine, such as the as the torque speed control 1 (TSC1) format.

[0023] During engine operation, the first control unit can choose to update the message to include a new set of engine speed points and engine torque points. The second control unit will process the message as follows. First, the second control unit will wait to receive all the updated combination of messages. The second control unit will convert the updated engine speed and engine torque points received to the [RPM] and [%] values using the technique described above. Using the updated engine torque points and the engine reference torque value, the ECU will calculate all of the engine torque points in [Nm] using the technique described above. Second, using the updated engine speed points and engine torque points, the second control unit will update the two-dimensional runtime torque curve which will represent the new constrained torque curve of the machine. The X-axis of the runtime torque curve will be the updated received engine speed points while the Y-axis will be the updated received engine torque points. Third, the second control unit will ramp from the previous constrained torque limit curve to the new constrained torque limit curve of the machine. Fourth, the second control unit will use the new constructed two-dimensional runtime torque curve to apply torque limits dynamically by interpolating the torque limit values based on current engine speed of the machine.

[0024] One example of a message update process is illustrated in Figs. 8-11. Fig. 8 illustrates a rated engine torque curve 700 and a constrained torque curve 800 including eleven points. Torque curve 700 is preferably a torque curve with which the engine has been certified and is stored in a non-volatile memory device of an engine control unit. Torque curve 700 may also serve as a fault condition torque curve or a derate engine protection torque curve. Alternatively a separate fault condition torque curve or a derate engine protection torque curve may be utilized. Torque curve 800 has been established from a multi-packet transmission from a first control unit to a second control unit using the techniques described herein and is utilized by the engine controller to control engine operation subject to satisfaction of the described control conditions. Fig. 9 further illustrates a new constrained torque 900 which is being constructed during an update operation. While the points of torque curve 900 are being updated the second control unit may continue to utilize the current constrained torque curve 800. In Fig. 10 the new constrained torque 900 has been constructed and stored in a runtime memory of the second control unit. In Fig. 11 the second control unit has ramped or transitioned control to use the torque curve 900 as indicated by arrow 930.

[0025] In certain preferred embodiments the second control unit will not apply any torque limit values when the engine speed is less than a low idle speed specified for the engine. During the period of time when engine speed is less than the low idle speed, the engine curve limit will be used. This prevents the first control unit from inhibiting engine start. Fig. 12 illustrates a graph showing one example of a constrained torque limit which is not applied below 1000 RPM. As illustrated therein by arrow 940 below 1000 RPM the second control unit no longer applies the limits of constrained torque curve 800 and transitions control operation to use torque curve 700.

[0026] The control systems and processes disclosed herein may utilize a number of fault handling techniques. In a preferred form, fault handling utilizes the following fault set conditions, fault clear conditions and fault diagnostic actions. The fault set conditions are as follows. The second control unit will set a diagnostic trouble code to active which will turn ON the machine's check engine lamp. This will indicate to the operator that the multi-packet proprietary message has not been received by the second control unit within the required period of time. The second control unit may also set a second diagnostic trouble code to indicate to the operator that the engine speed points in the multi-packet proprietary PGN were not sent by first control unit in ascending order. Ascending order means that first engine speed point is less than second engine speed point which is less than third engine speed point and so forth.

[0027] The fault clear conditions are as follows. The second control unit will set the diagnostic trouble code to inactive which will turn off the machine's check engine lamp in order to indicate to the operator that the multi-packet proprietary message has been received by the ECU within the required period of time. The ECU will set the second diagnostic trouble code to inactive in order to indicate to the operator that the engine speed points in the multi-packet proprietary PGN are sent by the first control unit in an ascending order.

[0028] The fault diagnostic actions are as follows. If the first diagnostic trouble code is true or on, the second control unit will begin ramping the torque limit to a pre-determined value set by the first control unit. If the second diagnostic trouble code is true or on, the second control unit will begin reducing the available engine speed range of the machine to a pre-determined engine speed range set by the first control unit. When all of the fault clear conditions, the ECU will begin ramping the torque limit from the pre-determined value set by the first control unit to the constructed two-dimensional constrained torque curve described above. When all of the fault clear conditions mentioned in are inactive, the second control unit will begin increasing the engine speed range from the pre-determined engine speed range to the rated engine speed range.

[0029] A number of additional exemplary embodiments shall now be described. One embodiment is a method of controlling operation of an internal combustion engine comprising transmitting via multiple packets from a vehicle controller a parameter group number including a plurality of engine speed and engine torque points; receiving the parameter group number at an engine controller; creating with the engine controller a runtime torque curve based upon the parameter group number; and controlling the engine with the engine controller utilizing the runtime torque curve.

[0030] Another embodiment is a system for controlling operation of an internal combustion engine comprising: a first control unit structured to transmit via multiple packets a parameter group including a plurality of engine speed and engine torque points; and a second control unit structured to receive the parameter group, create a runtime torque curve based upon the parameter group number, and control operation of the engine utilizing the runtime torque curve.

[0031] A further embodiment is an apparatus for controlling operation of an internal combustion engine comprising: a machine control unit structured to transmit a plurality of engine speed and engine torque points via a packet switched network; and an engine control unit structured to receive the plurality of engine speed and engine torque points, create a torque curve based upon the plurality of engine speed and engine torque points, and control operation of the engine utilizing the runtime torque curve. [0032] Another embodiment is a method comprising: providing a vehicle system including a communication network, a vehicle controller in operative communication with the communication network, an internal combustion engine, and an engine controller in operative communication with the communication network and structured to control operation of the engine; operating the vehicle controller to repeatedly transmit a message over the communication network, the message including a plurality of pairs of engine speed and engine torque values; receiving the message with the engine controller; constructing with the engine controller a runtime torque curve using the plurality of pairs of engine speed and engine torque values;

storing the runtime torque curve in a runtime memory device of the engine controller; evaluating whether the message is being repeatedly received by the engine controller; controlling operation of the engine with the engine controller using the runtime torque curve if the message is being repeatedly received by the engine controller; and controlling operation of the engine with the engine controller using an engine de-rate control strategy if the message is not being repeatedly received by the engine controller.

[0033] In certain forms the method includes: operating the vehicle controller to modify one or more of the plurality of pairs of engine speed and engine torque values of the message transmitted over the communication network; receiving the modified message with the engine controller; operating the engine controller to modify the runtime torque curve using the modified one or more of the plurality of pairs of engine speed and engine torque values; and controlling operation of the engine with the engine controller using the modified runtime torque curve if the engine controller evaluates that the message is being repeatedly received. In certain forms the act of evaluating whether the message is being repeatedly received comprises evaluating whether an expected number of the plurality of pairs of engine speed and engine torque values have been received within a predetermined time. In certain forms the runtime torque curve is never stored in a non-volatile memory device of the engine controller. Certain forms comprise checking with the engine controller whether the pairs of values of the message were received and stored in accordance with an order rule. In certain forms the order rule requires each engine speed value after a first engine speed value to be greater than a preceding engine speed value. In certain forms the message is structured as a multi-packet message.

[0034] A further embodiment is a vehicle system comprising: an engine; a vehicle-based communication network; a vehicle controller in operative communication with the communication network, the vehicle controller structured to repeatedly transmit a message over the communication network, the message including a plurality of engine speed and engine torque values; and an engine controller in operative communication with the communication network and structured to control operation of the engine, the engine controller being structured to receive the message, determine a runtime torque curve using the plurality of engine speed and engine torque values, store the runtime torque curve in a memory device of the engine controller, and evaluate whether the message is being repeatedly received; wherein the engine controller is structured to control operation of the engine using the runtime torque curve if the message is being repeatedly received, and to control operation of the engine using an engine protection control strategy curve if the message is not being repeatedly received.

[0035] In certain forms the vehicle controller is structured to selectably modify one or more of the plurality of engine speed and engine torque values of the message being transmitted over the communication network, and the engine controller is structured to receive the modified message with the engine controller, operate the engine controller to modify the runtime torque curve using the modified one or more of the plurality of engine speed and engine torque values, and control operation of the engine with the engine controller using the modified runtime torque curve. In certain forms the engine controller is structured to evaluate whether the message is being repeatedly received by determining whether a complete message is received within a predetermined time. In certain forms storage of the runtime torque curve in any memory device of the engine controller is limited to a volatile memory device of the engine controller. In certain forms the engine controller is structured to evaluate whether the plurality of values of the message were received and stored in accordance with a predetermined criterion. In certain forms the predetermined criterion requires the engine speed values to sequentially increase. In certain forms the engine protection control strategy utilizes at least one of an engine protection torque curve and an engine protection speed curve. In certain forms the message is a multi-packet message and each transmission of the message includes a plurality of packets.

[0036] Another embodiment is a method of controlling operation of a vehicle system including a communication network, a vehicle controller in operative communication with the communication network, an internal combustion engine, and an engine controller in operative communication with the communication network and structured to control operation of the engine, the method comprising: operating the vehicle controller to repeatedly transmit a message over the communication network, a plurality of engine speed and engine torque values being distributed among the plurality of packets; receiving the message with the engine controller; storing a first torque curve in a memory device of the engine controller, the first torque curve being based upon the plurality of engine speed and engine torque values; controlling operation of the engine with the engine controller using the first torque curve only if the that the message is being repeatedly received by the engine controller.

[0037] Certain forms include controlling operation of the engine with the engine controller without using the first torque curve if the engine controller evaluates that the message is not being repeatedly received. In certain forms the act of controlling operation of the engine with the engine controller without using the first torque curve utilizes a second torque curve structured to de-rate the engine relative to the first torque curve. Certain forms include operating the vehicle controller to modify one or more of the plurality of engine speed and engine torque values of the message transmitted over the communication network; operating the engine controller to modify the first torque curve using the modified one or more of the plurality of engine speed and engine torque values; and controlling operation of the engine with the engine controller using the modified first torque curve if the engine controller evaluates that the message is being repeatedly received. Certain forms include evaluating with the engine controller whether the message is being repeatedly received by evaluating whether an expected number of the plurality of engine speed and engine torque values are being received within a predetermined time. In certain forms the plurality of engine speed and engine torque values are processed prior to determine new values which are stored as the first torque curve. Certain forms include checking with the engine controller whether the engine speed values sequentially increase. In certain forms the first torque curve is stored in a memory device of the engine controller as a two dimensional table. In certain forms the message comprises multiple packets.

[0038] While the invention has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only certain exemplary embodiments have been shown and described and that all changes and modifications that come within the spirit of the inventions are desired to be protected. It should be understood that while the use of words such as preferable, preferably, preferred or more preferred utilized in the description above indicate that the feature so described may be more desirable, it nonetheless may not be necessary and embodiments lacking the same may be contemplated as within the scope of the invention, the scope being defined by the claims that follow. In reading the claims, it is intended that when words such as "a," "an," "at least one," or "at least one portion" are used there is no intention to limit the claim to only one item unless specifically stated to the contrary in the claim. When the language "at least a portion" and/or "a portion" is used the item can include a portion and/or the entire item unless specifically stated to the contrary.

Claims

1. A method comprising:

providing a vehicle system including a communication network, a vehicle controller in operative communication with the communication network, an internal combustion engine, and an engine controller in operative communication with the communication network and structured to control operation of the engine;

operating the vehicle controller to repeatedly transmit a message over the communication network, the message including a plurality of pairs of engine speed and engine torque values; receiving the message with the engine controller;

constructing with the engine controller a runtime torque curve using the plurality of pairs of engine speed and engine torque values;

storing the runtime torque curve in a runtime memory device of the engine controller; evaluating whether the message is being repeatedly received by the engine controller; controlling operation of the engine with the engine controller using the runtime torque curve if the message is being repeatedly received by the engine controller; and

controlling operation of the engine with the engine controller using an engine de-rate control strategy if the message is not being repeatedly received by the engine controller.

2. The method of claim 1 comprising:

operating the vehicle controller to modify one or more of the plurality of pairs of engine speed and engine torque values of the message transmitted over the communication network; receiving the modified message with the engine controller;

operating the engine controller to modify the runtime torque curve using the modified one or more of the plurality of pairs of engine speed and engine torque values; and

controlling operation of the engine with the engine controller using the modified runtime torque curve if the engine controller evaluates that the message is being repeatedly received.

3. The method of claim 1 wherein the act of evaluating whether the message is being repeatedly received comprises evaluating whether an expected number of the plurality of pairs of engine speed and engine torque values have been received within a predetermined time.

4. The method of claim 1 wherein the runtime torque curve is never stored in a nonvolatile memory device of the engine controller.

5. The method of claim 1 comprising checking with the engine controller whether the pairs of values of the message were received and stored in accordance with an order rule.

6. The method of claim 5 wherein the order rule requires each engine speed value after a first engine speed value to be greater than a preceding engine speed value.

7. The method of claim 1 wherein the message is structured as a multi-packet message.

8. A vehicle system comprising:

an engine;

a vehicle-based communication network;

a vehicle controller in operative communication with the communication network, the vehicle controller structured to repeatedly transmit a message over the communication network, the message including a plurality of engine speed and engine torque values; and

an engine controller in operative communication with the communication network and structured to control operation of the engine, the engine controller being structured to receive the message, determine a runtime torque curve using the plurality of engine speed and engine torque values, store the runtime torque curve in a memory device of the engine controller, and evaluate whether the message is being repeatedly received;

wherein the engine controller is structured to control operation of the engine using the runtime torque curve if the message is being repeatedly received, and to control operation of the engine using an engine protection control strategy curve if the message is not being repeatedly received.

9. The system of claim 8 wherein the vehicle controller is structured to selectably modify one or more of the plurality of engine speed and engine torque values of the message being transmitted over the communication network, and the engine controller is structured to receive the modified message with the engine controller, operate the engine controller to modify the runtime torque curve using the modified one or more of the plurality of engine speed and engine torque values, and control operation of the engine with the engine controller using the modified runtime torque curve.

10. The system of claim 8 wherein the engine controller is structured to evaluate whether the message is being repeatedly received by determining whether a complete message is received within a predetermined time.

11. The system of claim 8 wherein storage of the runtime torque curve in any memory device of the engine controller is limited to a volatile memory device of the engine controller.

12. The system of claim 8 wherein the engine controller is structured to evaluate whether the plurality of values of the message were received and stored in accordance with a predetermined criterion.

13. The system of claim 12 wherein the predetermined criterion requires the engine speed values to sequentially increase.

14. The system of claim 8 wherein the engine protection control strategy utilizes at least one of an engine protection torque curve and an engine protection speed curve.

15. The system of claim 8 wherein the message is a multi-packet message and each transmission of the message includes a plurality of packets.

16. A method of controlling operation of a vehicle system including a communication network, a vehicle controller in operative communication with the communication network, an internal combustion engine, and an engine controller in operative communication with the communication network and structured to control operation of the engine, the method comprising: operating the vehicle controller to repeatedly transmit a message over the communication network, a plurality of engine speed and engine torque values being distributed among the plurality of packets;

receiving the message with the engine controller;

storing a first torque curve in a memory device of the engine controller, the first torque curve being based upon the plurality of engine speed and engine torque values;

controlling operation of the engine with the engine controller using the first torque curve only if the that the message is being repeatedly received by the engine controller.

17. The method of claim 13 comprising controlling operation of the engine with the engine controller without using the first torque curve if the engine controller evaluates that the message is not being repeatedly received.

18. The method of claim 17 wherein the act of controlling operation of the engine with the engine controller without using the first torque curve utilizes a second torque curve structured to de-rate the engine relative to the first torque curve.

19. The method of claim 13 comprising:

operating the vehicle controller to modify one or more of the plurality of engine speed and engine torque values of the message transmitted over the communication network;

operating the engine controller to modify the first torque curve using the modified one or more of the plurality of engine speed and engine torque values; and

controlling operation of the engine with the engine controller using the modified first torque curve if the engine controller evaluates that the message is being repeatedly received.

20. The method of claim 13 comprising: evaluating with the engine controller whether the message is being repeatedly received by evaluating whether an expected number of the plurality of engine speed and engine torque values are being received within a predetermined time.

21. The method of claim 13 wherein the plurality of engine speed and engine torque values are processed prior to determine new values which are stored as the first torque curve.

22. The method of claim 13 comprising checking with the engine controller whether the engine speed values sequentially increase.

23. The method of claim 13 wherein the first torque curve is stored in a memory device of the engine controller as a two dimensional table.

The method of claim 13 wherein the message comprises multiple packets.