Abstract: An evaporative emissions (EVAP) control system for a vehicle includes a purge pump configured to pump fuel vapor to an engine of the vehicle via a vapor line and a purge valve. The system includes a hydrocarbon (HC) sensor disposed in the vapor line and configured to measure an amount of HC in the fuel vapor pumped by the purge pump to the engine via the vapor line. A controller is configured to: detect an imminent cold start of the engine and, in response to the detecting, perform the cold start of the engine by controlling at least one of the purge pump and the purge valve, based on the measured amount of HC, to deliver a desired amount of fuel vapor to the engine, which decreases HC emissions by the engine.

Abstract: An evaporative emissions (EVAP) control system for a vehicle includes a purge pump configured to pump fuel vapor trapped in a vapor canister to an engine of the vehicle via a vapor line when engine vacuum is less than an appropriate level for delivering fuel vapor to the engine, the fuel vapor resulting from evaporation of a liquid fuel stored in a fuel tank of the engine. The EVAP control system includes a hydrocarbon (HC) sensor disposed in the vapor line and configured to measure an amount of HC in the fuel vapor pumped by the purge pump to the engine via the vapor line. The EVAP control system also includes a controller configured to, based on the measured amount of MC, control at least one of the purge pump and a purge valve to deliver a desired amount of fuel vapor to the engine.

Abstract: An evaporative emissions (EVAP) control system for a vehicle includes a purge pump configured to pump fuel vapor trapped in a vapor canister to an engine of the vehicle via a vapor line when engine vacuum is less than an appropriate level for delivering fuel vapor to the engine, the fuel vapor resulting from evaporation of a liquid fuel stored in a fuel tank of the engine. The EVAP control system includes a hydrocarbon (HC) sensor disposed in the vapor line and configured to measure an amount of HC in the fuel vapor pumped by the purge pump to the engine via the vapor line. The EVAP control system also includes a controller configured to, based on the measured amount of HC, control at least one of the purge pump and a purge valve to deliver a desired amount of fuel vapor to the engine.

Abstract: An evaporative emissions (EVAP) control system for a vehicle includes a purge pump configured to pump fuel vapor to an engine of the vehicle via a vapor line and a purge valve. The system includes a hydrocarbon (HC) sensor disposed in the vapor line and configured to measure an amount of HC in the fuel vapor pumped by the purge pump to the engine via the vapor line. A controller is configured to: detect an imminent cold start of the engine and, in response to the detecting, perform the cold start of the engine by controlling at least one of the purge pump and the purge valve, based on the measured amount of HC, to deliver a desired amount of fuel vapor to the engine, which decreases HC emissions by the engine.

Abstract: A diagnostic system and method for diagnosing the performance of a particulate matter (PM) filter of an exhaust system each involve receiving, by a controller from at least one sensor, a gas component measurement of exhaust gas flowing through the exhaust system and the PM filter. The controller calculates a conversion efficiency of the gas component by the PM filter and compares the calculated conversion efficiency to a predetermined conversion efficiency threshold indicative of an expected conversion efficiency of a flow-through catalyst. The controller then determines whether the PM filter is cracked or damaged based on the comparison between the calculated conversion efficiency and the predetermined conversion efficiency threshold.

Abstract: A diagnostic system and method for diagnosing the performance of a particulate matter (PM) filter of an exhaust system each involve receiving, by a controller from at least one sensor, a gas component measurement of exhaust gas flowing through the exhaust system and the PM filter. The controller calculates a conversion efficiency of the gas component by the PM filter and compares the calculated conversion efficiency to a predetermined conversion efficiency threshold indicative of an expected conversion efficiency of a flow-through catalyst. The controller then determines whether the PM filter is cracked or damaged based on the comparison between the calculated conversion efficiency and the predetermined conversion efficiency threshold.

Abstract: A method (10) and system (200, 400, or 500) of call reverse can include initiating (12) a call by an originating party (204) to a terminating party (208), comparing (14) rate plans, and automatically reversing (26) the call if a rate plan for the terminating party is currently more economical than a rate plan for the originating party. The method can compare (22) rate plans at a server (206) having rate plan information for the parties. Alternatively, the method can send (16) rate plan information for the originating to the terminating party and compare rate plans at the terminating party. The method can pre-store (20) rate plan information for the originating party at a memory at the terminating party. The method can also use (24) Caller ID to detect a call from the originating party and compare pre-stored rate plan information for the originating party stored at the terminating party.

Abstract: A method (10) and system (200, 400, or 500) of call reverse can include initiating (12) a call by an originating party (204) to a terminating party (208), comparing (14) rate plans, and automatically reversing (26) the call if a rate plan for the terminating party is currently more economical than a rate plan for the originating party. The method can compare (22) rate plans at a server (206) having rate plan information for the parties. Alternatively, the method can send (16) rate plan information for the originating to the terminating party and compare rate plans at the terminating party. The method can pre-store (20) rate plan information for the originating party at a memory at the terminating party. The method can also use (24) Caller ID to detect a call from the originating party and compare pre-stored rate plan information for the originating party stored at the terminating party.

Abstract: The invention concerns a method (200) and system (100) for controlling communication replies. The method can include the steps of selecting (210) one or more recipients of a call at an originating communication unit (110), placing (212) the call to the selected recipients and sending (214) along with the placed call a no reply indicator to the recipients of the call that will automatically block a reply call from the recipients. This block may prevent the recipients from having an opportunity to place the reply call. The method may also include the step of receiving (216) an acknowledgement from one or more of the recipients that indicates that the recipients received the placed call. As an example, the call can be a dispatch call, and the recipients can be members of a predetermined dispatch group.

Abstract: A method (200) for communicating messages (170, 175). A priority level can be associated with a message, and a time in which to communicate the message can be automatically selected based on the associated priority level and a communication rate plan (165). The message can be automatically communicated at the selected time. A subscriber communication rate plan can be queried to determine when there is a discounted communication rate or when free communications are available. The message can be communicated immediately if the priority that is associated with the message is high. The present invention also relates to a method (500) for processing calls. An inbound call (405) can be received and a priority level can be associated with the call. The call can be automatically sent to voice mail if the priority level is low or a call session can be established if the priority level is high.

Abstract: A method (40) and system (10, 20 or 30) of message handling can include tagging a message with an expiration period that is designated for delivery to a recipient (108) via a server (106), deleting (58) the message from the server after the expiration period if no third party recipient is designated or if the message is a lower priority message, and delivering (52) the message after the expiration period to a third party if a third party recipient (110) is designated. The method can further include sending (46) a notification to a sender that the expiration period has been reached if the message has not been sent and optionally offering an option to the sender to either delete the message from the server or to resend it with a new or no expiration period. Note, the message can be a text message, voice mail or calendar event message.

Abstract: A method and corresponding system for optimizing performance of an internal combustion engine. The present invention senses gases emitted from engine combustion chambers via a first gas sensor and senses gases emitted from said engine combustion chambers subsequent to said gases passing through an engine catalytic converter via a second gas sensor. The temperatures of said first and second gas sensors are then sensed through data output from first and second gas sensors and temperature sensors. The first and second gas sensors are linearized in response to the sensed temperatures of the first and second gas sensors. The fuel level input into the engine combustion chambers is adjusted in response to linearizing of the first and second gas sensors.

Abstract: A system is provided for controlling the ratio of fuel to air in an internal combustion engine to protect the catalyst substrate of a catalytic convertor from thermal damage. The system comprises detecting a misfire rate and adjusting the amount of fuel within the system accordingly. More particularly, the detected misfire rate is compared to at least one predetermined misfire rate within the engine control unit. If the detected misfire rate is not equal to the predetermined rate, the ratio of fuel to air is changed a calibrated amount. Accordingly, when the misfire rate exceeds a predetermined rate, additional fuel is added to the system. By increasing the ratio of fuel to air, the oxidation reaction is reduced and the exothermic activity within the catalytic converter is lowered.

Abstract: The fuel delivery control system monitors engine speed and load parameters to develop a wall wetting history that is indicative of the physical state of the fuel within the intake port or intake manifold. The wall wetting history is used along with engine speed, temperature and pressure measurements to determine the pulse width of the fuel injector signal. Fuel to air ratio is thereby optimized. Transient conditions due to changes in engine load or due to acceleration and deceleration are used to generate a pulse width correction signal to optimize performance on a cycle by cycle basis. Each engine cylinder injector may be independently controlled.

Abstract: A method of controlling idle speed of an internal combustion engine in an automotive vehicle is provided. The method includes the steps of calculating an acceleration error of the engine and determining whether the calculated acceleration error is greater than a predetermined deadband. The method also includes the steps of opening or closing an Automatic Idle Speed (AIS) stepper motor if the acceleration error is greater than the predetermined deadband and increasing or decreasing a spark advance if the acceleration error is not greater than the predetermined deadband.

Abstract: A method of feedback control for an electronic fuel injection system in an internal combustion engine includes the steps of calculating a front O.sub.2 sensor switching voltage threshold based on a signal from a front O.sub.2 sensor upstream of a catalyst in an exhaust system for the engine and from a rear O.sub.2 sensor downstream of the catalyst, comparing a voltage output of the front O.sub.2 sensor to the calculated front O.sub.2 sensor switching voltage threshold to determine if a fuel/air ratio of the engine is rich or lean, and decreasing or increasing an amount of fuel to the engine by fuel injectors of the electronic fuel injection system if the fuel/air ratio is determined rich or lean, respectively.

Abstract: A method of catalyst purging (run-time) fuel lean-out for an internal combustion engine including the steps of determining whether the engine is in a throttle deceleration condition or a MAP deceleration condition, sensing a speed of the engine, determining whether the current sensed engine speed is above a predetermined speed if the engine is in a throttle or MAP deceleration condition, determining a magnitude of a run-time lean-out multiplier (RTLEAN) value if the current sensed engine speed is above the predetermined speed, and applying the determined RTLEAN value to a fuel pulsewidth value of fuel injectors for the engine and reducing the amount of fuel injected into the engine by the fuel injectors.

Abstract: A method of proportional deceleration fuel lean-out for an internal combustion engine includes the steps of sensing a throttle position of a throttle for the engine with a throttle position sensor, calculating a throttle proportional deceleration fuel lean-out multiplier (LOTHR) value based on the sensed throttle position, sensing a manifold absolute pressure (MAP) of an intake manifold for the engine with a MAP sensor, calculating a MAP proportional deceleration fuel learn-out multiplier (LOMAP) value based on the sensed MAP, combining the LOTHR and LOMAP values and calculating an overall proportional deceleration fuel lean-out multiplier (LOMULT) value, and applying the calculated LOMULT value to a fuel pulsewidth value of fuel injectors for the engine and reducing the amount of fuel injected into the engine by the fuel injectors.

Abstract: In an idle speed control system for an engine of an automotive vehicle, a method of controlling the idle speed within an engine speed envelope of acceptable values by inversely varying the spark advance setting with respect to the closed loop fuel control system modulations.

Abstract: An internal combustion engine is provided having a luminosity detector and an arrangement for measuring certain parameters and running conditions of the engine such as air/fuel ratio in response to sensed combustion conditions within the combustion chamber based on particular gain independent parameters of the luminosity signal and selected engine parameters such as speed. The gain independent luminosity parameters can also be used in an engine control loop to ajust the various parameters of the engine like air/fuel ratio so as to obtain the desired luminosity characteristics and to obtain better running of the engine.