Abstract: A lift apparatus having a support assembly that supports a slide panel assembly and an actuator that selectively adjusts the height or vertical position of the support assembly to thereby adjust the vertical position of the slide panel assembly. The support assembly is movably coupled to a bed of a vehicle (e.g., a truck). Vehicles including the lift apparatus and a slide assembly are also disclosed.

Abstract: A biasing member assembled with a bearing and a crankshaft wherein the bearing is configured to receive the crankshaft. The crankshaft is assembled with an internal combustion engine. The biasing member biases the bearing in an axial direction relative to the crankshaft to reduce an endplay of the crankshaft while the engine is operable in a normal operating condition. The biasing member provides a resilient biasing force for biasing the bearing into engagement with a cylinder block when the crankshaft is operational to thereby eliminate or reduce the crankshaft endplay and improve the sealing performance of a crankshaft axial seal.

Abstract: The present disclosure generally relates to a multiple receptacle fuel filling and storage system in a vehicle and/or powertrain, and a method of using the same.

Abstract: Methods for extending a range of a vehicle are disclosed and include receiving a first data, the first data being indicative of a distance of the vehicle from a target destination, receiving a second data, the second data being indicative of a level of potential energy of an energy source for a power plant of the vehicle, receiving an operating parameter indicative of estimated future energy usage of the power plant, estimating, by a processor, an expected range of the vehicle based on the second data and the estimated future energy usage of the power plant, and adjusting a performance parameter of the power plant to extend an actual range of the vehicle when the estimated expected range is less than the distance of the vehicle from the target destination are disclosed. Systems for extending the range of the vehicle are also disclosed.

Abstract: Methods for extending a range of a vehicle are disclosed and include receiving a first data, the first data being indicative of a distance of the vehicle from a target destination, receiving a second data, the second data being indicative of a level of potential energy of an energy source for a power plant of the vehicle, receiving an operating parameter indicative of estimated future energy usage of the power plant, estimating, by a processor, an expected range of the vehicle based on the second data and the estimated future energy usage of the power plant, and adjusting a performance parameter of the power plant to extend an actual range of the vehicle when the estimated expected range is less than the distance of the vehicle from the target destination are disclosed. Systems for extending the range of the vehicle are also disclosed.

Abstract: Methods and systems, using a controller (20), for performing de-rate operation of an engine (12) is disclosed. Controller (20) includes a de-rate condition detection unit (204), an operational parameter adjustment unit (206), and a de-rate condition monitoring unit (208). De-rate condition detection unit (204) detects a low fuel condition based on a current delivery pressure level of the engine (12) detected at least one of: in a fuel tank (24) and along an inlet fuel rail (38) connecting the fuel tank (24) to the engine (12). Operational parameter adjustment unit (206) performs the de-rate operation on the engine (12) by adjusting one or more operational parameters related to an engine (12) load based on the detected low fuel condition. De-rate condition monitoring unit (208) monitors the detected low fuel condition for a predetermined time period in response to the operational parameter adjustment performed by operational parameter adjustment unit (206).

Abstract: A fuel system controller obtains fuel burn data from an engine control module (ECM). The fuel system controller also obtains location data from a telematics control module, such as GPS location data identifying the location of a vehicle. The fuel system controller determines the vehicle's base location based on the location data, and determines how far the vehicle can travel based on the fuel burn data. The fuel system controller determines how many fueling stations are with a threshold distance of the determined distance to empty. The fuel system controller can use that data to identify which, and how many, fueling stations are within a threshold distance of the determined distance to empty. The fuel system controller can provide a fueling warning indication based on the number of fueling stations that are within the determined distance to empty.

Abstract: A fuel system controller obtains fuel burn data from an engine control module (ECM). The fuel system controller also obtains location data from a telematics control module, such as GPS location data identifying the location of a vehicle. The fuel system controller determines the vehicle's base location based on the location data, and determines how far the vehicle can travel based on the fuel burn data. The fuel system controller determines how many fueling stations are with a threshold distance of the determined distance to empty. The fuel system controller can use that data to identify which, and how many, fueling stations are within a threshold distance of the determined distance to empty. The fuel system controller can provide a fueling warning indication based on the number of fueling stations that are within the determined distance to empty.

Abstract: Methods and systems, using a controller (20), for performing de-rate operation of an engine (12) is disclosed. Controller (20) includes a de-rate condition detection unit (204), an operational parameter adjustment unit (206), and a de-rate condition monitoring unit (208). De-rate condition detection unit (204) detects a low fuel condition based on a current delivery pressure level of the engine (12) detected at least one of: in a fuel tank (24) and along an inlet fuel rail (38) connecting the fuel tank (24) to the engine (12). Operational parameter adjustment unit (206) performs the de-rate operation on the engine (12) by adjusting one or more operational parameters related to an engine (12) load based on the detected low fuel condition. De-rate condition monitoring unit (208) monitors the detected low fuel condition for a predetermined time period in response to the operational parameter adjustment performed by operational parameter adjustment unit (206).

Abstract: Methods for extending a range of a vehicle are disclosed and include receiving a first data, the first data being indicative of a distance of the vehicle from a target destination, receiving a second data, the second data being indicative of a level of potential energy of an energy source for a power plant of the vehicle, receiving an operating parameter indicative of estimated future energy usage of the power plant, estimating, by a processor, an expected range of the vehicle based on the second data and the estimated future energy usage of the power plant, and adjusting a performance parameter of the power plant to extend an actual range of the vehicle when the estimated expected range is less than the distance of the vehicle from the target destination are disclosed. Systems for extending the range of the vehicle are also disclosed.

Abstract: A fuel system controller obtains fuel burn data from an engine control module (ECM). The fuel system controller also obtains location data from a telematics control module, such as GPS location data identifying the location of a vehicle. The fuel system controller determines the vehicle's base location based on the location data, and determines how far the vehicle can travel based on the fuel burn data. The fuel system controller determines how many fueling stations are with a threshold distance of the determined distance to empty. The fuel system controller can use that data to identify which, and how many, fueling stations are within a threshold distance of the determined distance to empty. The fuel system controller can provide a fueling warning indication based on the number of fueling stations that are within the determined distance to empty.

Abstract: A proxy server causes an authentication authority to authenticate a client in response to a first Session Initiation Protocol (SIP) request of the client on a connection. It does not cause the client to be authenticated in response subsequent requests on the connection as long as the underlying connection is not broken, the subsequent requests are on behalf of the same client, the client has not been removed from the system, the client's password has not changed, a “safety net” timer has not expired, or any other policy that the server chooses to enforce. This eliminates the overhead of constant re-authentication in response to each SIP request.

Abstract: A proxy server causes an authentication authority to authenticate a client in response to a first Session Initiation Protocol (SIP) request of the client on a connection. It does not cause the client to be authenticated in response subsequent requests on the connection as long as the underlying connection is not broken, the subsequent requests are on behalf of the same client, the client has not been removed from the system, the client's password has not changed, a “safety net” timer has not expired, or any other policy that the server chooses to enforce. This eliminates the overhead of constant re-authentication in response to each SIP request.

Abstract: A solution for matching RADIUS request packets with corresponding RADIUS response packets when the number of simultaneous outstanding requests is greater than 256 involves using a sixteen-octet authenticator field in each packet. For each response packet that arrives, the identifier of the packet is compared in turn with the identifier of each outstanding request packet. If the identifiers match, the authenticators are then compared. If the results of the comparison indicate a match, the packet is accepted and no further processing of the outstanding requests is required. Otherwise, a search of the outstanding request packets is continued. This solution allows for more than 256 simultaneous outstanding RADIUS requests and only encounters a mismatch or ambiguous match with a probability of one in 3.4×1038 packets.

Abstract: Command authorization may be accomplished using the RADIUS protocol by providing a user profile on the server for each user. This user profile may be transferred to a network device, such as a NAS, when the user initiates a NAS session. It may be stored in a local cache and accessed each time the user attempts to execute a command. The user profile may contain a command set defined by regular expressions which can then be used to determine whether or not the command should be authorized. The command may then be authorized or rejected based on the results of this determination. After the session is completed, the user profile may be purged from the cache. The present invention allows for a dramatic savings in the traffic associated with command authorization and allows command authorization to be accomplished using the RADIUS protocol, which increases flexibility and NAS security.

Abstract: A solution for matching RADIUS request packets with corresponding RADIUS response packets when the number of simultaneous outstanding requests is greater than 256 involves using a sixteen-octet authenticator field in each packet. For each response packet that arrives, the identifier of the packet is compared in turn with the identifier of each outstanding request packet. If the identifiers match, the authenticators are then compared. If the results of the comparison indicate a match, the packet is accepted and no further processing of the outstanding requests is required. Otherwise, a search of the outstanding request packets is continued. This solution allows for more than 256 simultaneous outstanding RADIUS requests and only encounters a mismatch or ambiguous match with a probability of one in 3.4×1038 packets.

Abstract: An apparatus for sensing engine speed and engine angular position. A tone wheel with a plurality of reference indicators and a position indicator is mounted to a camshaft gear. The reference and position indicators rotate past a Hall Effect sensor which generates a sensor signal suitable for use by a controller for determination of engine speed and engine angular position. Other embodiments do not include a controller.

Abstract: An apparatus for sensing engine speed and engine angular position. A tone wheel with a plurality of reference indicators and a position indicator is mounted to a camshaft gear. The reference and position indicators rotate past a Hall effect sensor which generates a sensor signal suitable for use by a controller for determination of engine speed and engine angular position.

Abstract: A methodology of computing a learned combustion stability value and applying the learned combustion stability value to control engine operation is provided. Engine speed is sensed for each expected firing of individual cylinders ofthe engine. An expected acceleration value is determined using a band-pass-filtered engine speed difference. The difference between successive expected acceleration values is computed. A learned combustion related value is determined as a function of the difference in the successive learned acceleration values and is an indication of engine combustion quality. The operation of the engine is controlled as a function of the learned combustion related value. The learned combustion stability value is advantageously employed so as to modify the fuel injection to an internal combustion engine, especially following a cold engine start so as to reduce hydrocarbon emissions.

Abstract: A system for controlling fuel flow in an internal combustion engine receives a command specifying a desired fuel flow rate from an electronic control module. The system generates a feedforward estimate of actuator current required to produce the desired flow rate. This estimate is combined with a fueling current offset value generated using a proportional-integral feedback controller. A differential pressure between the fuel rail and cylinder gas is converted, by surface interpolation based on a lookup table, to an estimate of actual fuel flow rate. The difference between this actual fuel flow rate and the desired flow rate is provided to the feedback controller as an error signal. The feedback controller preferably uses different gain values depending on an operating mode of the engine (speed control and torque control modes).