Abstract: The Method and Apparatus of Predicting MAF Sensor Information includes training multiple candidate Artificial Neural Network (ANN) architectures using training data, and then selecting an ANN architecture from the candidates using an automated ANN architecture selection algorithm and testing data. An intelligent engine intake MAF prediction or estimation system using the selected ANN architecture then provides an engine intake Mass Air Flow (MAF) output variable, which is used along with the output of a hot-wire type engine intake MAF sensor. The system is deployed into the engine controller. The training and testing sets of data include input variables from engine sensors and/or actuators that relate to engine intake MAF, and may be acquired by testing a target engine. Selecting the optimal ANN architecture may be based on Root Mean Squared Error (RMSE) analysis using the automated ANN architecture algorithm and the training set of data.

Abstract: The Method and Apparatus of Predicting MAF Sensor Information includes training multiple candidate Artificial Neural Network (ANN) architectures using training data, and then selecting an ANN architecture from the candidates using an automated ANN architecture selection algorithm and testing data. An intelligent engine intake MAF prediction or estimation system using the selected ANN architecture then provides an engine intake Mass Air Flow (MAF) output variable, which is used along with the output of a hot-wire type engine intake MAF sensor. The system is deployed into the engine controller. The training and testing sets of data include input variables from engine sensors and/or actuators that relate to engine intake MAF, and may be acquired by testing a target engine. Selecting the optimal ANN architecture may be based on Root Mean Squared Error (RMSE) analysis using the automated ANN architecture algorithm and the training set of data.

Abstract: A system for conducting a rationality check of a transmission grade sensor includes a controller configured to calculate a change in elevation over time based on a change in barometric pressure. The controller calculates another change in elevation based on an average grade determined from a transmission grade sensor. The controller compares the second change in elevation to the first change in elevation and, if there is a significant discrepancy between them, calculates a grade correction factor. The controller then modifies the shift logic and/or shift schedule of the transmission based on the average grade from the transmission grade sensor and on the grade correction factor.

Abstract: A motor vehicle including a chassis, drive wheels connected to the chassis, steered wheels connected to the chassis, and an internal combustion engine. The internal combustion engine connected to the chassis. The internal combustion engine connected to the drive wheels. The internal combustion engine has a first predetermined range of operational capability. The engine being suitably designed for operating across the first predetermined range of operational capability throughout the life of the engine. The internal combustion engine has a second predetermined range of operational capability. The second range of operational capability is greater than the first range of operational capability. The internal combustion engine operates at the second range of operational capability for a predetermined time period when an additional fee is paid. When the predetermined time period ends, the internal combustion engine returns to the first predetermined range of operational capability.

Abstract: A system for conducting a rationality check of a transmission grade sensor includes a controller configured to calculate a change in elevation over time based on a change in barometric pressure. The controller calculates another change in elevation based on an average grade determined from a transmission grade sensor. The controller compares the second change in elevation to the first change in elevation and, if there is a significant discrepancy between them, calculates a grade correction factor. The controller then modifies the shift logic and/or shift schedule of the transmission based on the average grade from the transmission grade sensor and on the grade correction factor.

Abstract: Increased rated output power of a motor vehicle's engine can be temporarily rented by the user of the vehicle from the engine manufacturer.

Abstract: A system for operating a vehicle equipped with an automatic transmission and a vehicle road speed limiter (RSL) which is programmable to limit the maximum vehicle speed for a given transmission gear includes at least on controller. The at least one controller is operable, when the speed limiter (RSL) is active, to determine if the vehicle is operating in a shuttle shifting range based on the current status of preselected operating parameters. When the vehicle is operating in a shuttle shifting range, the at least one controller is operable to control transmission operation to prevent shifting under conditions where shifting would otherwise normally occur.

Abstract: Increased rated output power of a motor vehicle's engine can be temporarily rented by the user of the vehicle from the engine manufacturer.

Abstract: A system for operating a vehicle equipped with an automatic transmission and a vehicle road speed limiter (RSL) which is programmable to limit the maximum vehicle speed for a given transmission gear includes at least on controller. The at least one controller is operable, when the speed limiter (RSL) is active, to determine if the vehicle is operating in a shuttle shifting range based on the current status of preselected operating parameters. When the vehicle is operating in a shuttle shifting range, the at least one controller is operable to control transmission operation to prevent shifting under conditions where shifting would otherwise normally occur.

Abstract: The present technology provides one or more methods of operating an engine in a motor vehicle. In at least one embodiment, the existence of an engine idle condition is determined. The method may also include determining whether an operator is present in the vehicle. In some embodiments, the engine operates at a performance idle speed when an engine idle condition exists and an operator is present in the vehicle. In further embodiments, the engine operates at a fuel economy idle speed when an idle condition exists and no operator is present in the vehicle. In still further embodiments, the fuel economy idle speed will be lower than the performance idle speed. The present technology anticipates engine workload and controls engine idle speeds. Based on the anticipated workloads, the present technology can reduce engine stalling while also reducing emissions and increasing fuel economy.

Abstract: The present technology provides one or more methods of operating an engine in a motor vehicle. In at least one embodiment, the existence of an engine idle condition is determined. The method may also include determining whether an operator is present in the vehicle. In some embodiments, the engine operates at a performance idle speed when an engine idle condition exists and an operator is present in the vehicle. In further embodiments, the engine operates at a fuel economy idle speed when an idle condition exists and no operator is present in the vehicle. In still further embodiments, the fuel economy idle speed will be lower than the performance idle speed. The present technology anticipates engine workload and controls engine idle speeds. Based on the anticipated workloads, the present technology can reduce engine stalling while also reducing emissions and increasing fuel economy.