PARAMETER OF AN ENGINE

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims the benefit of priority to United States Patent

Application No. 62/212,302, filed August 31, 2015, the contents of which are incorporated herein by reference in their entirety.

BACKGROUND

[0002] Substantial amounts of fuel may be provided to an engine of a vehicle to ensure enough torque is provided to the vehicle's powertrain to cause the vehicle to transition from a stationary to in-motion state. In some instances, more fuel than that which is needed to propel the vehicle is injected into the engine based on, for example, an accelerator pedal position. The excess fuel injected into the engine may cause the engine to generate a surplus of toque over a short period of time that shocks a driveline of the vehicle, which causes component fatigue and may lead to failure during operation.

SUMMARY

[0003] One embodiment relates to an apparatus. The apparatus includes an engine module and a gear ratio module. The engine module is structured to receive and interpret engine operation data indicative of a speed of an engine, and compare the speed of the engine to an engine speed threshold. The engine speed threshold is an idle speed of the engine. The gear ratio module is structured to receive and interpret transmission data indicative of a speed of an output of a transmission, determine a current gear ratio of the transmission based on the transmission data and the engine operation data, and compare the current gear ratio of the transmission to a gear ratio threshold. The engine module is further structured to apply a limit to at least one operating parameter of the engine in response to the speed of the engine exceeding the engine speed threshold and the current gear ratio exceeding the gear ratio threshold. [0004] Another embodiment relates to a method. The method includes receiving and interpreting engine operation data indicative of a speed of an engine; comparing the speed of the engine to an engine speed threshold; receiving and interpreting at least one of transmission data indicative of a speed of an output of a transmission and brake data indicative of a state of a brake, where the state of the brake includes being engaged or disengaged, and the speed of the engine and the speed of the output are used to determine a current gear ratio of the

transmission; and applying a limit to an operating parameter of the engine in response to the speed of the engine exceeding the engine speed threshold and at least one of the current gear ratio exceeding a gear ratio threshold and the brake being engaged. The operating parameter of the engine includes at least one of a torque ramp rate of the engine, a fueling rate of the engine, a torque output of the engine, and the speed of the engine.

[0005] Still another embodiment relates to a system. The system includes an engine, a transmission, a braking system including a brake, and a controller communicably coupled to at least one of the engine and the braking system. The transmission is structured to be selectively reconfigurable between a plurality of gear ratios and selectively coupled to the engine. The braking system is structured to selectively limit movement of a vehicle. The controller is structured to receive and interpret engine operation data indicative of a speed of the engine; compare the speed of the engine to an engine speed threshold; receive and interpret at least one of transmission data indicative of a current gear ratio of the transmission and brake data indicative of a state of the brake, where the state of the brake includes being engaged or disengaged; and apply a limit to an operating parameter of the engine in response to at least one of the speed of the engine exceeding the engine speed threshold, the current gear ratio exceeding a gear ratio threshold, and the brake being engaged.

[0006] These and other features, together with the organization and manner of operation thereof, will become apparent from the following detailed description when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] FIG. 1 is a schematic diagram of a vehicle having an engine and a controller for limiting an operating parameter of the engine, according to an example embodiment.

[0008] FIG. 2 is a schematic diagram of the controller of the vehicle of FIG. 1, according to an example embodiment.

[0009] FIG. 3 is a graph illustrating an engine speed limit being applied to an engine when a brake is engaged, according to an example embodiment.

[0010] FIG. 4A is a graph illustrating engine torque, accelerator pedal position, and gear ratio during operation of an engine without having an operating parameter limit applied, according to an example embodiment.

[0011] FIG. 4B is a graph illustrating engine torque, accelerator pedal position, and gear ratio during operation of an engine having a torque ramp rate limit applied, according to an example embodiment.

[0012] FIG. 5 is a flow diagram of a method for limiting an operating parameter of an engine, according to an example embodiment.

[0013] FIG. 6 is a flow diagram of a method for limiting an operating parameter of an engine, according to another example embodiment.

DETAILED DESCRIPTION

[0014] Following below are more detailed descriptions of various concepts related to, and implementations of, methods, apparatuses, and systems for limiting an operating parameter of an engine. The various concepts discussed in greater detail herein may be implemented in any number of ways, as the described concepts are not limited to any particular manner of implementation. Examples of specific implementations and applications are provided only for illustrative purposes and are in no way meant to be limiting. [0015] Referring to the Figures generally, the various embodiments disclosed herein relate to apparatuses, systems, and methods relating to limiting an operating parameter of an engine. The operating parameter of the engine may include at least one of a torque ramp rate of the engine, a fueling rate of the engine, a torque output of the engine, and a speed of the engine. During operation, engines may produce substantial amounts of torque (e.g., by injecting substantial amounts of fuel into the combustion chamber, etc.) when transitioning from a stationary position to an in-motion state in order to meet the desired performance requested by an operator (e.g., indicated by a gear selection and/or accelerator pedal position, etc.). In some instances, the substantial amounts of torque produced may inadvertently cause a driveline of a vehicle to fail. According to an example embodiment, a torque ramp rate limit, a fueling limit, and/or an engine speed limit may be implemented to substantially decrease the shock applied to the driveline of the vehicle, thereby decreasing fatigue and potential failures within the powertrain. According to an example embodiment, a speed limit and/or a torque limit may be applied to advantageously prevent overstressing the powertrain of the vehicle when a brake is inadvertently left on when the vehicle transitions from a stationary position to an in-motion state or inadvertently applied while the vehicle is in motion.

[0016] Referring now to FIG. 1, a schematic diagram of a vehicle 100 having an engine 111 and a controller 150 for limiting an operating parameter of the engine is shown according to an example embodiment. The vehicle 100 may be an on-road or an off-road vehicle including, but not limited to, line-haul trucks, mid-range trucks (e.g., pick-up trucks), sedans, coupes, compacts, sport utility vehicles, and any other type of vehicle. Although FIG. 1 depicts the vehicle 100 as including an internal combustion engine 111, the vehicle 100 may be powered by any type of engine system. For example, the vehicle 100 may be a hybrid vehicle, a full electric vehicle, and/or an internal combustion engine powered vehicle as shown.

[0017] As shown in FIG. 1, the vehicle 100 includes a powertrain system 110, vehicle subsystems 120, an operator input/output (I/O) device 130, and sensors 140 that are

communicably coupled to the controller 150. Communication between and among the components of the vehicle 100 may be via any number of wired or wireless connections. For example, a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. In comparison, a wireless connection may include the Internet, Wi-Fi, cellular, radio, etc. In one embodiment, a controller area network (CAN) bus provides the exchange of signals, information, and/or data. The CAN bus includes any number of wired and wireless connections. Because the controller 150 is communicably coupled to the systems and components in the vehicle 100 of FIG. 1, the controller 150 is structured to receive/interpret data from one or more of the components shown in FIG. 1. For example, the data may include vehicle operation data, engine operation data, brake data, clutch data, and/or transmission data received via one or more sensors, such as sensors 140. As described more fully herein, the controller 150 is configured to use such data to control an operating parameter of the engine 111, including but not limited to at least one of a speed, a torque, a torque ramp rate, and a fueling rate of the engine 111.

[0018] As shown in FIG. 1, the powertrain system 110 includes an engine 111, a transmission 112, a drive shaft 113, a differential 114, and a final drive 115. As a brief overview, the engine

111 receives a chemical energy input (e.g., a fuel such as gasoline, diesel, etc.) and combusts the fuel to generate mechanical energy in the form of a rotating crankshaft. The transmission

112 receives the rotating crankshaft and manipulates the speed of the crankshaft (e.g., via multiple gearing ratios, etc.) to affect a desired rotating drive shaft 113 speed. The rotating drive shaft 113 is received by a differential 114, which provides the rotation energy of the drive shaft 113 to the final drive 115. The final drive 115 then propels or moves the vehicle 100.

[0019] The engine 111 may be structured as any engine type: from an internal combustion engine to a full electric motor and combinations/variations in between (e.g., a hybrid drive comprising an internal combustion engine and an electric motor). According to an example embodiment, the engine 111 is structured as an internal combustion engine (e.g., compression- ignition, spark-ignition, etc.) that may be powered by any fuel type (e.g., diesel, ethanol, gasoline, etc.). Similarly, the transmission 112 may be structured as any type of transmission, such as a continuous variable transmission, a manual transmission, an automatic transmission, an automatic-manual transmission, a dual clutch transmission, etc. Accordingly, as transmissions vary from geared to continuous configurations (e.g., continuous variable transmission, etc.), the transmission can include a variety of settings (e.g., gears, for a geared transmission) that affect different output speeds based on the engine speed. Like the engine 111 and the transmission 112, the drive shaft 113, the differential 114, and the final drive 115 may be structured in any configuration dependent on the application (e.g., the final drive 115 is structured as a tractive element such as wheels in an automotive application and a propeller in an boat application, etc.). Further, the drive shaft 113 may be structured as any type of drive shaft including, but not limited to, a one-piece, two-piece, and a slip-in-tube drive shaft based on the application.

[0020] The vehicle 100 is also shown to include vehicle subsystems 120 coupled to the powertrain system 110. The vehicle subsystems 120 may include both electrically-powered engine accessories and engine driven accessories, as well any other type of subsystem of the vehicle 100. For example, the vehicle subsystems 120 may include an exhaust aftertreatment system. The exhaust aftertreatment system may include any component used to reduce exhaust emissions (e.g., diesel exhaust emissions, gas exhaust emissions, etc.), such as a selective catalytic reduction catalyst, a diesel oxidation catalyst, a diesel particulate filter, a diesel exhaust fluid doser with a supply of diesel exhaust fluid, and a plurality of sensors for monitoring the aftertreatment system (e.g., a NOx sensor, etc.). Various accessories may include, but are not limited to, air compressors (for pneumatic devices), air conditioning systems, power steering pumps, engine coolant pumps, fans, and the like.

[0021] As shown in FIG. 1, the vehicle 100 includes a brake system 122 and a clutch system 124. The brake system 122 may be structured as any type of brake system included with the vehicle 100 to decelerate or selectively limit movement of the vehicle 100. The brake system 122 may include one or more disc brakes, drum brakes, air brakes, and/or any other type of brake used in vehicular applications. The brakes of the vehicle 100 may also include a parking brake, a service brake, a trailer brake, an anti-lock braking system (ABS), a trailer ABS, other types of vehicle brakes, or any combination thereof. The clutch system 124 may be structured as any type of clutch system included with the vehicle 100 to selectively couple the transmission 112 to the engine 111. The clutch system 124 may be structured as a manual clutch system or an automatic clutch system for coupling and decoupling the engine 111 to and from one or more components of the powertrain system 110 (e.g., the transmission 112, the drive shaft 113, the differential 114, the final drive 115, etc.). The clutch system 124 may include a positive clutch, a friction clutch (e.g., a cone clutch, a single-plate clutch, a multi- plate clutch, a diaphragm clutch, etc.), a hydraulic clutch (e.g., a hydraulic torque converter, etc.), other types of clutches, or any combination thereof. The clutch(es) of the clutch system 124 may be spring engaged, centrifugally engaged, electro-magnetically engaged, hydraulically engaged, or otherwise engaged. The brake system 122 may be a mechanical brake system (e.g., in some instances operated manually, for example, by pulling a lever) or a hydraulic brake system. In some embodiments, the brake system 122 may be a hybrid brake system (e.g., including components of both a mechanical and hydraulic brake system).

[0022] The operator I/O device 130 may be structured to enable an operator of the vehicle 100 (or a passenger) to communicate with the vehicle 100 and the controller 150. For example, the operator I/O device 130 may include, but is not limited to, an interactive display, a touchscreen device, one or more buttons and switches, voice command receivers, etc. The operator I/O device 130 may be structured solely as an output device, where signals, values, messages, information, etc. may only be provided to an operator or passenger of the vehicle; solely as an input device, where an operator or passenger may provide information, signals, messages, etc. to the controller 150; or a combination thereof. The operator I/O device 130 may further include an accelerator pedal, a brake pedal, a clutch pedal, a gear selector, a brake actuation button/lever, and/or the like. The user may input via the operator I/O device 130 a desired operating characteristic including, but not limited to: shifting the transmission 112, engaging the brake system 122, disengaging the brake system 122, engaging the clutch system 124, disengaging the clutch system 124, accelerating the vehicle 100 (e.g., from a stationary position, from one speed to another, etc.), decelerating/stopping the vehicle 100, and/or the like. The user may also input various preferences or thresholds via the operator I/O device 130 for the vehicle 100 and/or the engine 111 including, but not limited to: an engine speed threshold, a vehicle speed threshold, an engine torque threshold, a fueling rate, and/or a torque ramp rate. The controller 150 may selectively adjust one or more operating characteristics of the engine 111 (e.g., engine torque, engine speed, engine fueling rate, etc.) to accommodate the inputted preference based on the preferences, thresholds, and/or rates, while maintaining the integrity of the powertrain system 110.

[0023] The vehicle 100 may include various sensors 140. The various sensors 140 may be strategically disposed throughout the vehicle 100 (e.g., throughout the powertrain system 110, etc.) and may be in communication with the controller 150 to monitor operating conditions of the vehicle 100. In some embodiments, the sensors 140 include an engine sensor and/or a vehicle sensor structured to acquire engine operation data indicative of a speed of the engine 111 and vehicle operation data indicative of a speed of the vehicle 100, respectively. In one embodiment, the sensors 140 include a shaft speed sensor structured to acquire transmission data indicative of a speed of an output (e.g., an output shaft, the drive shaft 113, etc.) of the transmission 112. A current gear ratio of the transmission 112 may be determined based on the speed of the output and the speed of the engine 111 (e.g., indicated by the engine operation data, for a manual transmission, etc.). In some embodiments, the sensors 140 include a transmission sensor. The transmission sensor may be structured to acquire the transmission data indicative of the current gear ratio of the transmission 112 (e.g., for a transmission 112 that is at least partially controlled by the controller 150, an automatic transmission, a dual-clutch transmission, etc.). In some embodiments, the sensors 140 include a clutch sensor structured to acquire clutch data indicative of a state of the clutch of the clutch system 124. The state of the clutch includes the clutch being engaged or disengaged. In some embodiments, the sensors 140 include a brake sensor structured to acquire brake data indicative of a state of the brake of the brake system 122. The state of the brake includes the brake being engaged or disengaged.

[0024] In some embodiments, the controller 150 may be structured as an electronic control module (ECM). The ECM may include a transmission control unit and any other type of vehicle control unit (e.g., an exhaust aftertreatment control unit, a powertrain control module, an engine control module, etc.). The function and structure of the controller 150 is illustrated and described in greater detail with respect to FIG. 2. [0025] Referring now to FIG. 2, a schematic diagram of the controller 150 of the vehicle 100 of FIG. 1 is shown according to an example embodiment. The controller 150 includes a processing circuit 151 including a processor 152 and a memory 154. The processor 152 may be implemented as a general-purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a digital signal processor (DSP), a group of processing components, or other suitable electronic processing components. The memory 154 (e.g., RAM, ROM, Flash Memory, hard disk storage, etc.) may store data and/or computer code for facilitating the various processes described herein. Thus, the memory 154 may be communicably connected to the processor 152 and provide computer code or instructions to the processor 152 for executing the processes described in regard to the controller 150 herein. The memory 154 may be or include tangible, non-transient volatile memory or non-volatile memory. The memory 154 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.

[0026] The memory 154 is shown to include various modules structured to perform the activities described herein. More particularly, the memory 154 includes a brake module 155, a clutch module 156, a gear ratio module 157, and an engine module 158. The engine module 158 includes a torque module 159, a speed module 160, and a fueling module 161. The modules 155, 156, 157, 158, 159, 160, 161 of the memory 154 are structured to control at least one of a speed, a torque, a torque rate, and a fueling rate of the engine 111. While various modules with particular functionality are shown in FIG. 2, it should be understood that the controller 150 and memory 154 may include any number of modules structured to perform the functions described herein. For example, the activities of multiple modules may be performed by a single module or by multiple modules. In some embodiments, additional modules with additional functionality may be included in addition to the modules 155, 156, 157, 158, 159, 160, 161. In some embodiments, the controller 150 may be structured to control other vehicle activity beyond the scope of the present disclosure. [0027] Certain operations of the controller 150 described herein include operations to interpret and/or to determine one or more parameters. Interpreting or determining, as utilized herein, includes receiving values by any method known in the art, including at least receiving values from a datalink or network communication, receiving an electronic signal (e.g. a voltage, frequency, current, or PWM signal) indicative of the value, receiving a computer generated parameter indicative of the value, reading the value from a memory location on a non-transient computer readable storage medium, receiving the value as a run-time parameter by any means known in the art, and/or by receiving a value by which the interpreted parameter can be calculated, and/or by referencing a default value that is interpreted to be the parameter value.

[0028] The brake module 155 is structured to determine the state of the brake(s) of the brake system 122. The brake module 155 may be communicably coupled to one or more, such as the sensors 140 (e.g., a brake sensor, etc.), structured to acquire brake data 170 indicative of a state of the brake(s) of the brake system 122. The brake module 155 may include communication circuitry (e.g., relays, wiring, network interfaces, circuits, etc.) that facilitate the exchange of information, data, values, non-transient signals, etc. between and among the brake module 155 and the one or more sensors 140. The state of the brake(s) may include the brake(s) being engaged (e.g., the vehicle 100 is slowing down via braking or stopped, the brake(s) are selectively limiting movement of the vehicle 100, etc.) or disengaged (e.g., the movement of the vehicle 100 is not being limited or hindered by the brake(s), etc.). In some embodiments, the brake module 155 may include or be communicably coupled to the brake system 122 as a means for controlling operation of the brake system 122. The brake module 155 may be structured to control the engagement and disengagement of one or more brakes of the brake system 122.

[0029] The clutch module 156 is structured to determine the state of the clutch of the clutch system 124. The clutch module 156 may be communicably coupled to one or more sensors, such as the sensors 140 (e.g., a clutch sensor, etc.), structured to acquire clutch data 172 indicative of a state of the clutch of the clutch system 124. The clutch module 156 may include communication circuitry (e.g., relays, wiring, network interfaces, circuits, etc.) structured to facilitate the exchange of information, data, values, non-transient signals, etc. between and among the clutch module 156 and the one or more sensors 140. The state of the clutch may include the clutch being engaged (e.g., when the vehicle 100 is moving due to being propelled by the engine 111, a clutch pedal is not pressed, etc.) or disengaged (e.g., the vehicle 100 is parked, a clutch pedal is pressed, etc.). In some embodiments, the clutch module 156 may include or be communicably coupled to the clutch system 124 and structured to control operation of the clutch system 124. The clutch module 156 may be structured to control the engagement and disengagement of the clutch of the clutch system 124 (e.g., when the transmission 112 is an automatic transmission, a dual-clutch transmission, a non-manual transmission, etc.).

[0030] The gear ratio module 157 is structured to determine a current gear ratio of the transmission 112. In one embodiment, the gear ratio module 157 may be communicably coupled to one or more sensors, such as the sensors 140 (e.g., a shaft speed sensor, etc.), structured to acquire transmission data 174 indicative of a speed of an output of the

transmission 112 (e.g., a speed of an output shaft of the transmission 112, a speed of the drive shaft 113 coupled to the transmission 112, if the powertrain system 110 includes a manual transmission 112, etc.). The gear ratio module 157 may include communication circuitry (e.g., relays, wiring, network interfaces, circuits, etc.) that facilitate the exchange of information, data, values, non-transient signals, etc. between and among the gear ratio module 157 and the one or more sensors 140.

[0031] The engine module 158 is structured to determine a speed of the engine 111. The engine module 158 may be communicably coupled to one or more sensors, such as the sensors 140 (e.g., an engine speed sensor, etc.), structured to acquire engine operation data 176 indicative of a speed of the engine 111. The engine module 158 may be structured to transmit the speed of the engine 111 determined from the engine operation data 176 to the gear ratio module 157. The engine module 158 may include communication circuitry (e.g., relays, wiring, network interfaces, circuits, etc.) that facilitate the exchange of information, data, values, non-transient signals, etc. between and among the engine module 158, the gear ratio module 157, and the one or more sensors 140.

[0032] The gear ratio module 157 may be structured to receive the speed of the engine 111 from the engine module 158. The gear ratio module 157 may determine the current gear ratio of the transmission 112 based on the transmission data 174 and the engine operation data 176 as shown in Equation (1):

Gear ratio =

[0033] where ω _ίη is the input rotational speed to the transmission 112 from the engine 111 (e.g., the engine speed as determined by the engine module 158 from the engine operation data 176, etc.), and a> _out is the output rotational speed from the transmission 112 (e.g., the output speed as determined by the gear ratio module 157 from the transmission data 174, etc.) provided to the output of the transmission 112 (e.g., an output shaft of the transmission 112, the drive shaft 113, the differential 114, etc.). In some embodiments, the gear ratio module 157 is structured to apply filtering to the current gear ratio (e.g., to account for noise, not an instantaneous calculation of gear ratio, etc.).

[0034] In some embodiments, the gear ratio module 157 may be communicably coupled to one or more sensors, such as the sensors 140 (e.g., a transmission sensor, etc.), structured to acquire transmission data 174 indicative of the current gear ratio of the transmission 112 (e.g., when the powertrain system 110 includes a non-manual transmission 112, etc.) and/or a current gear the transmission 112 is in (e.g., reverse, first, second, third, fourth, etc.). In some embodiments, the gear ratio module 157 may include or be communicably coupled to the transmission 112 and structured to at least partially control operation of the transmission 112 (e.g., an automatic transmission, a dual-clutch transmission, a non-manual transmission, etc.). The gear ratio module 157 may be structured to at least partially control the shifting of the transmission 112 (e.g., based on engine speed, vehicle speed, vehicle acceleration, an input from an operator with a gear selector/shifter, etc.). [0035] The gear ratio module 157 may be further structured to compare the current gear ratio to a gear ratio threshold and determine whether the current gear ratio is greater than or less than the gear ratio threshold. In one embodiment, the gear ratio threshold is predetermined and stored within the gear ratio module 157. In some embodiments, the gear ratio threshold is defined by the user of the vehicle 100 via the operator I/O device 130. In some embodiments, the engine module 158 includes the gear ratio module 157 and/or performs the functions and processes described herein with reference to the gear ratio module 157. In some embodiments, the gear ratio module 157 is separate from the engine module 158.

[0036] The engine module 158 is further structured to receive data indicative of the determinations made by the brake module 155 (e.g., whether the brake(s) of the brake system 122 is(are) engaged or disengaged, etc.), the clutch module 156 (e.g., whether the clutch of the clutch system 124 is engaged or disengaged, etc.), and/or the gear ratio module 157 (e.g., whether the current gear ratio of the transmission 112 is greater than or less than the gear ratio threshold, etc.). The engine module 158 may include communication circuitry (e.g., relays, wiring, network interfaces, circuits, etc.) that facilitate the exchange of information, data, values, non-transient signals, etc. between and among the engine module 158, the gear ratio module 157, the clutch module 156, and/or the brake module 155. In some embodiments, the engine module 158 may be communicably coupled to one or more sensors, such as the sensors 140 (e.g., a vehicle speed sensor, etc.), structured to acquire vehicle operation data 178 indicative of a speed of the vehicle 100.

[0037] In some embodiments, the engine module 158 may include or be communicably coupled to the engine 111 and structured to control operation of the engine 111. As such, the engine module 158 may be structured to control (e.g., apply a limit to, etc.) at least one operating parameter of the engine 111 based on at least one of the brake data 170, the clutch data 172, the transmission data 174, the engine operation data 176, and the vehicle operation data 178 to protect the powertrain system 110 during instances where the brake system 122 may be engaged, the vehicle 100 is transitioning from stationary to in-motion, and/or the speed of the vehicle 100 is increasing. The at least one operating parameter of the engine 111 may include a torque ramp rate of the engine 111, a fueling rate of the engine 111, a torque output of the engine 111, and/or a speed of the engine 111.

[0038] According to an example embodiment, the engine module 158 is structured to compare the speed of the engine 111 (e.g., indicated by the engine operation data 176, etc.) to an engine speed threshold. In one embodiment, the engine speed threshold is preset within the engine module 158. According to an example embodiment, the engine speed threshold is an idle speed of the engine 111. In some embodiments, the engine speed threshold is selectively set by a user of the vehicle 100 (e.g., via the operator I/O device 130, etc.). The engine module 158 is further structured to apply the limit to the operating parameter of the engine 111 in response to the at least one of the engine speed exceeding the engine speed threshold (e.g., as caused by a user pressing on the accelerator pedal, etc.), the current gear ratio of the

transmission 112 exceeding the gear ratio threshold (e.g., as determined by the gear ratio module 157, etc.), and the brake of the brake system 122 being engaged (e.g., as determined by the brake module 155, etc.).

[0039] The torque module 159 is structured to apply the limit to at least one of the torque ramp rate and the torque output of the engine 111. The torque ramp rate limit refers to a maximum rate at which torque may be provided by the engine 111. In one embodiment, the torque ramp rate limit is predetermined and stored within the torque module 159 based on the respective powertrain system 110 (e.g., the engine 111, the transmission 112, the drive shaft 113, etc.). In some embodiments, the torque ramp rate limit is further based on the rear axle ratio (e.g., the ratio of the differential 114, etc.) of the vehicle 100. In some embodiments, the torque ramp rate limit is defined by the user of the vehicle 100 via the operator I/O device 130. According to an example embodiment, the torque ramp rate limit is between 500 Newton- meters-per-second (N-m/s) and 1200 N-m/s. In other embodiments, the torque ramp rate limit is greater than 1200 N-m/s or less than 500 N-m/s (e.g., based on the respective powertrain system 110, etc.). In some instances, if a torque ramp rate limit is not applied, the torque ramp rate may reach levels that may fatigue or otherwise cause damage to a drivetrain (e.g., ramp rates may reach or exceed 6000 N-m/s in some applications). [0040] The torque output limit refers to a maximum torque output that the engine 111 may provide (e.g., the engine 111 is limited to that output or a lesser output, etc.). In one embodiment, the torque output limit is stored in the torque module 159 and is predetermined based on the powertrain system 110 (e.g., the engine 111, the transmission 112, the drive shaft 113, the differential 114, etc.) of the vehicle 100. In some embodiments, the torque output limit is defined by the user of the vehicle 100 via the operator I/O device 130. According to an example embodiment, a maximum torque output of the engine 111 without a torque output limit applied is 2780 N-m while the torque output limit is 1800 Newton-meters (N-m). In another embodiment, the torque output limit is greater than or less than 1800 N-m (e.g., 1000 N-m, 2000 N-m, based on the powertrain system 110 of the vehicle 100.

[0041] The speed module 160 is structured to apply the limit to the speed of the engine 111. The engine speed limit refers to a maximum engine speed that the engine 111 may provide to the drivetrain. In one embodiment, the engine speed limit is stored in the speed module 160 and is predetermined based on the powertrain system 110 (e.g., the engine 111, the

transmission 112, the drive shaft 113, the differential 114, etc.) of the vehicle 100. In some embodiments, the engine speed limit is defined by the user of the vehicle 100 via the operator I/O device 130. According to an example embodiment, a maximum engine speed of the engine 111 without an engine speed limit applied is 2250 revolutions-per-minute (RPM) while the engine speed limit is 1200 RPM. In another embodiment, the engine speed limit is greater than or less than 1200 RPM (e.g., 1000 RPM, 1400 RPM, etc.).

[0042] The fueling module 161 is structured to apply the limit to the fueling rate of the engine 111. The fueling rate limit refers to a maximum rate at which fuel may be injected into a combustion chamber of the engine 111 during operation. For example, in one embodiment, a maximum fueling rate of the engine 111 during idle may be 4.76 lb/hr and a maximum fueling rate of the engine 111 may be equal to or greater than the maximum fueling rate during idle. In one embodiment, the fueling rate limit is stored within the fueling module 161 and is predetermined based on the powertrain system 110 (e.g., the engine 111, the transmission 112, the drive shaft 113, the differential 114, etc.) of the vehicle 100. In some embodiments, the fueling rate limit is defined by the user of the vehicle 100 via the operator I/O device 130. According to an example embodiment, limiting the rate at which fuel is provided to the engine 111 may provide the capability to control torque output, torque ramp rate, and/or the speed of the engine 111.

[0043] In some embodiments, the engine module 158 is structured to prevent the limit from being applied to the at least one operating parameter of the engine 111 based on the clutch of the clutch system 124 being disengaged (e.g., as determined by the clutch module 156, etc.). In some embodiments, the engine module 158 is structured to remove the limit applied to the at least one operating parameter of the engine 111 in response to the clutch transitioning from being engaged to disengaged.

[0044] The engine module 158 may be further structured to compare the speed of the vehicle (e.g., indicated by the vehicle operation data 178, etc.) to a vehicle speed threshold. In one embodiment, the vehicle speed threshold is predetermined and stored within the engine module 158. In some embodiments, the vehicle speed threshold is defined by the user of the vehicle 100 via the operator I/O device 130. In some embodiments, the engine module 158 is structured to prevent the limit from being applied to the at least one operating parameter of the engine 111 based on the speed of the vehicle 100 being greater than the vehicle speed threshold. In some embodiments, the engine module 158 is structured to remove the limit applied to the at least one operating parameter of the engine 111 in response to the speed of the vehicle 100 increasing to exceed the vehicle speed threshold after a limit has already been applied. According to an example embodiment, the vehicle speed threshold is ten miles-per- hour (mph). In some embodiments, the vehicle speed threshold is another speed (e.g., 5 mph, 20 mph, etc.). The vehicle speed threshold may be used as a safeguard if a brake sensor reading the brake data 170 is faulty. For example, limiting an operating parameter of the engine 111 may cause undesirable effects (e.g., engine stall, etc.) if the vehicle 100 is traveling at a high rate of speed (e.g., a rate of speed over the vehicle speed threshold, etc.) when the brake data 170 indicates that the brake is engaged. Therefore, when the vehicle 100 is traveling at a speed above the vehicle speed threshold, the engine module 158 may either remove or prevent the limit from being applied to the operating parameter(s) of the engine 111.

[0045] Referring now to FIG. 3, a graph 300 illustrating an engine speed limit 340 being applied to an engine when a brake is engaged is shown according to an example embodiment. As shown in FIG. 3, the engine speed limit 340 is approximately 1200 RPM. In some embodiments, the engine speed limit 340 is another speed (e.g., 1400 RPM, 1000 RPM, etc.). For example, the engine speed limit 340 may be based on the engine 111 and/or other components of the powertrain system 110. As shown in FIG. 3, the graph 300 includes a brake engagement curve 310, an accelerator position curve 320, a clutch engagement curve 330, the engine speed limit 340, and an engine speed curve 350. The brake engagement curve 310 indicates when a brake of the brake system 122 is engaged (e.g., the brake engagement curve 310 has a value of 1) or disengaged (e.g., the brake engagement curve 310 has a value of 0). The accelerator position curve 320 indicates a position of an accelerator pedal of the vehicle 100. For example, a value of one may represent that the accelerator pedal is fully engaged while a value of zero may represent that the accelerator pedal is not engaged, etc. The clutch engagement curve 330 indicates when a clutch of the clutch system 124 is engaged (e.g., the clutch engagement curve 330 has a value of 0, a clutch pedal is not pressed, etc.) or disengaged (e.g., the clutch engagement curve 330 has a value of 1, a clutch pedal is pressed, etc.). The engine speed curve 350 indicates the speed of the engine 111 over time.

[0046] As shown in FIG. 3, when the brake is engaged (e.g., the brake engagement curve 310 has a value of 1, etc.) the engine speed limit 340 is activated. As a user commands the vehicle 100 to move (e.g., by pressing the accelerator pedal with the clutch engaged, etc.), the speed of the engine 111 begins to increase as shown by engine speed curve 350. The speed of the engine 111 may continue to increase as long as the user keeps pressing the accelerator pedal (or the vehicle is rolling downhill or otherwise propelled). As shown in FIG. 3, when the speed of the engine 111 reaches the engine speed limit 340 (e.g., as indicated by the engine speed curve 350, etc.) and the brake is engaged (e.g., as indicated by the brake engagement curve 310, etc.), the controller 150 is structured to apply a limit to the engine 111 such that the engine 111 operates at a maximum speed defined by the engine speed limit 340. According to an exemplary embodiment, if the brake is disengaged, the controller 150 is structured to remove the engine speed limit 340 and the engine 111 may operate according to the engine's regular control scheme and/or performance capabilities. In some embodiments, the concepts presented in FIG. 3 can also be applied to limit a torque output of the engine 111 (e.g., by applying a limit when the torque exceeds a torque limit when the brake is engaged, etc.). The speed limit and/or torque limit may advantageously prevent overstressing the powertrain system 110 when a brake is inadvertently left on (i.e., engaged) when the vehicle 100 transitions from stationary to in- motion or when a brake is inadvertently applied by a user while driving.

[0047] Referring now to FIGS. 4A-4B, graphs 400, 450 illustrating an engine torque, accelerator pedal position, and gear ratio of an engine with and without having an operating parameter limit applied are shown according to example embodiments. Referring specifically to FIG. 4A, the graph 400 illustrates an engine torque output, accelerator pedal position, and a gear ratio during operation of the engine 111 without having an operating parameter applied according to an example embodiment. The graph 400 includes a torque curve 410, an accelerator position curve 420, and a gear ratio curve 430. The torque curve 410 indicates the torque output of the engine 111 over time (e.g., based on the accelerator pedal position, current gear, etc.). The accelerator position curve 420 indicates a position of an accelerator pedal of the vehicle 100. For example, a value of one may represent that the accelerator pedal is fully engaged while a value of zero may represent that the accelerator pedal is not engaged, etc. The gear ratio curve 430 indicates a current gear ratio at which the transmission 112 is operating at.

[0048] Referring specifically to FIG. 4B, the graph 450 illustrates an engine toque output, accelerator pedal position, and gear ratio during operation of the engine 111 having a torque ramp rate limit applied according to an example embodiment. The graph 450 includes a torque curve 460, an accelerator position curve 470, a gear ratio curve 480, and a gear ratio threshold 482. The torque curve 460 indicates the torque output of the engine 111 over time (e.g., based on the accelerator pedal position, current gear, torque ramp rate limit, etc.). The accelerator position curve 470 indicates a position of an accelerator pedal of the vehicle 100. For example, a value of one may represent that the accelerator pedal is fully engaged while a value of zero may represent that the accelerator pedal is not engaged, etc. The gear ratio curve 480 indicates a current gear ratio at which the transmission 112 is operating at. The gear ratio threshold 482 indicates a threshold at which the torque output of the engine 111 is limited when the current gear ratio of the transmission 112 is greater than the gear ratio threshold 482. According to the example embodiment shown in FIG. 4B, the gear ratio threshold 482 is seven (which may correspond with a gearing higher than third gear in some embodiments). In some

embodiments, the gear ratio threshold 482 varies based on the transmission 112, the engine 111, components of the powertrain system 110, and so on.

[0049] According to the example embodiment shown in FIGS. 4A-4B, a gear ratio of 16 corresponds with the transmission 112 operating in neutral 490, a gear ratio of 14 corresponds with the transmission 112 operating in first gear 492, a gear ratio of 12 corresponds with the transmission 112 operating in second gear 494, a gear ratio of 8-9 corresponds with the transmission 112 operating in third gear 496, and a gear ratio of less than 8-9 corresponds with the transmission operating in a gear higher than third gear. In some embodiments, the gear ratios for neutral 490, first gear 492, second gear 494, third gear 496, etc. have different values (e.g., based on the transmission 112 coupled to the engine 111, etc.).

[0050] As shown in FIG. 4A, the toque output of the engine 111 (e.g., as indicated by the torque curve 410, etc.) is not limited (e.g., not restricted, the limiting feature is off, etc.) by the controller 150 such that the torque output of the engine 111 is provided based on the selected gear of the transmission 112 (e.g., as indicated by the gear ratio curve 430, etc.) and the accelerator pedal position (e.g., as indicated by the accelerator position curve 470, etc.). If no limit is applied to the output of the engine 111, the torque ramp rate (i.e., the rate at which the torque output increases) may be substantially vertical (e.g., almost instantaneous, etc.).

According to an example embodiment, a non-limited torque ramp rate may be as high as 6000 N-m/s until a torque limit is reached (e.g., 2200 N-m, etc.). The near instantaneous application of torque (e.g., a duration of 1/3 of a second, etc.) during lower gears of the transmission 112 (e.g., first, second, third, reverse, etc.) may cause components of the powertrain system 110 (e.g., the drive shaft 113, etc.) to progressively fatigue until a failure occurs. Thus, applying a torque ramp rate limit when the current gear ratio of the transmission 112 is above a gear ratio threshold (e.g., the gear ratio threshold 482, during reverse, first gear, second gear, third gear, etc.) may advantageously increase the life of a powertrain of a vehicle by preventing an instantaneous application of torque to the driveline of the vehicle (e.g., a rapid shock/spike of torque to the system, etc.).

[0051] As shown in FIG. 4B, the toque output of the engine 111 (e.g., as indicated by the torque curve 460, etc.) is limited (e.g., restricted, the limiting feature is on, etc.) by the controller 150 such that the torque output of the engine 111 is provided based on a torque ramp rate limit, shown as torque ramp rate limits 462, 464, and 466, further based on the selected gear of the transmission 112 (e.g., as indicated by the gear ratio curve 480, first gear 492, second gear 494, third gear 496, etc.) being greater than the gear ratio threshold 482, and further based on the accelerator pedal position (e.g., as indicated by the accelerator position curve 470, etc.). As such, the torque ramp rate limits 462, 464, 466 limit the rate at which the engine 111 provides torque to the other components of the powertrain system 110. As shown in FIG. 4B, when the current gear ratio (e.g., as indicated by the gear ratio curve 480, etc.) is greater than the gear ratio threshold 482, the torque ramp rate limits 462, 464, 466 extend the duration of time it take the torque to reach a maximum torque output. For example, the torque ramp rate limits 462, 464, 466 may increase the time from substantially instantaneous (as shown in FIG. 4A during non-limited operation) to a relatively longer time (e.g., between 3-10 seconds, etc.). In some embodiments, the torque ramp rate limits 462, 464, 466 range between 500 N-m/s to 1200 N-m/s. In some embodiments, the torque ramp rate limits 462, 464, 466 are dynamically applied such that each limit may differ and be determined based on the accelerator pedal position and for each selected gear. The torque ramp rate limits 462, 464, 466 may substantially decrease the shock applied to the driveline of a vehicle, decreasing fatigue and potential failures within the powertrain system 110. In some embodiments, the concepts presented in FIG. 4B can also be applied to limit a fueling rate and/or a speed of the engine 111. [0052] Referring now to FIG. 5, a flow diagram of a method 500 for limiting an operating parameter of an engine is shown according to an example embodiment. Method 500 corresponds with the controller 150 interpreting at least one of the brake data 170, the transmission data 174, and the engine operation data 176. In one example embodiment, method 500 may be implemented with the controller 150 of FIGS. 1-2. Accordingly, method 500 may be described in regard to FIGS. 1-2.

[0053] At process 502, the controller 150 is structured to receive and interpret engine operation data (e.g., the engine operation data 176, etc.) indicative of a speed of an engine (e.g., the engine 111, etc.). At process 504, the controller 150 is structured to compare the speed of the engine to an engine speed threshold. In one embodiment, the engine speed threshold is an idle speed of the engine. If the speed of the engine is less than or equal to the engine speed threshold, the controller 150 is structured to not limit an operating parameter of the engine (process 506) and restart method 500. According to an exemplary embodiment, the operating parameter of the engine includes at least one of a torque ramp rate of the engine, a fueling rate of the engine, a torque output of the engine, and a speed of the engine.

[0054] If the speed of the engine is greater than the engine speed threshold (e.g., an accelerator pedal is pressed, the engine is operating above an idle speed, a vehicle is transitioning from stationary to in-motion, etc.), the controller 150 is structured to receive and interpret at least one of (i) transmission data (e.g., the transmission data 174, from a shaft speed sensor, etc.) indicative of a speed of an output of a transmission (e.g., the transmission 112, etc.) (process 510), and (ii) brake data (e.g., the brake data 170, from a brake sensor, etc.) indicative of a state of a brake of a brake system (e.g., the brake system 122, etc.) (process 520).

[0055] At process 512, the controller 150 receives the transmission data. At process 512, the controller 150 is structured to determine a current gear ratio of the transmission based on a ratio of the speed of the engine and the speed of the output of the transmission (e.g., in an

embodiment with a manual transmission, etc.). In some embodiments, the controller 150 is structured to receive the current gear ratio from a transmission sensor (e.g., in an embodiment with a non-manual transmission, from the transmission 112 directly, etc.). At process 514, the controller 150 is structured to compare the current gear ratio to a gear ratio threshold. If the current gear ratio is less than the gear ratio threshold, the controller 150 performs process 506 and restarts method 500. If the current gear ratio is greater than the gear ratio threshold, the controller 150 is structured to apply a limit to the operating parameter of the engine (process 530).

[0056] At process 522, the controller 150 receives the brake data 170. At process 522, the controller 150 is structured to determine whether the brake is engaged or disengaged based on the state of the brake. If the brake is disengaged, the controller 150 performs process 506 and restarts method 500. If the brake is engaged, the controller 150 is structured to apply the limit to the operating parameter of the engine (process 530). According to an example embodiment, the limit to the operating parameter varies based on whether the brake is engaged, the current gear ratio is greater than the gear ratio threshold, or a combination thereof. Following process 530, the controller 150 may repeat method 500, either maintaining/updating the limit (e.g., in response to the current gear ratio becoming or remaining greater than the gear ration threshold, the brake being or remaining engaged, etc.) or removing the limit (e.g., the brake being disengaged and/or the current gear ratio becoming less than the gear ratio, etc.).

[0057] Referring now to FIG. 6, a flow diagram of a method 600 for limiting an operating parameter of an engine is shown according to an example embodiment. Method 600 corresponds with the controller 150 interpreting at least one of the brake data 170, the clutch data 172, and the vehicle operation data 178. In one example embodiment, method 600 may be implemented with the controller 150 of FIGS. 1-2. Accordingly, method 600 may be described in regard to FIGS. 1-2. In some embodiments, method 600 is used in place of process 520 and process 522 of method 500.

[0058] At process 602, the controller 150 is structured to receive and interpret brake data (e.g., the brake data 170, from a brake sensor, etc.) indicative of a state of a brake of a brake system (e.g., the brake system 122, etc.). At process 604, the controller 150 is structured to determine whether the brake is engaged or disengaged based on the state of the brake. If the brake is disengaged, the controller 150 restarts method 600. In some embodiments, if the brake is engaged, the controller 150 is structured to receive and interpret clutch data (e.g., the clutch data 172, from a clutch sensor, etc.) indicative of a state of a clutch of a clutch system (e.g., the clutch system 124, etc.) (process 606). At process 608, the controller 150 is structured to determine whether the clutch is engaged or disengaged based on the state of the clutch and whether the brake is still engaged. If the clutch is disengaged and the brake is engaged, the controller 150 is structured to return to process 606 (process 610). If the brake is disengaged (and the clutch is either disengaged or engaged), the controller is structured to return to process 602 (process 612). In some embodiments, processes 606-612 are omitted from method 600. For example, in some embodiments, the controller 150 is structured to bypass processes 606- 612 and proceed to process 614 based on the brake being engaged at process 604.

[0059] In some embodiments, at process 614, the controller 150 is structured to receive and interpret vehicle operation data (e.g., the vehicle operation data 178, etc.) indicative of a speed of a vehicle (e.g., the vehicle 100, etc.) if the brake is engaged (e.g., determined at process 604, etc.) or the brake and the clutch are engaged (e.g., determined at process 608, etc.). At process 616, the controller 150 is structured to compare the speed of the vehicle to a vehicle speed threshold. If the speed of the vehicle is less than the vehicle speed threshold, the controller 150 is structured to apply a limit to an operating parameter of an engine (e.g., the engine 111, etc.) (process 618). According to an example embodiment, the operating parameter of the engine includes at least one of a torque ramp rate of the engine, a fueling rate of the engine, a torque output of the engine, and a speed of the engine. If the speed of the vehicle is greater than the vehicle speed threshold, the controller 150 is structured to prevent the limit from being applied to the operating parameter of the engine (process 624). At process 620, the controller 150 is structured to receive updated brake data 170 and updated clutch data. At process 622, the controller 150 is structured to determine whether the clutch and brake are still engaged. If the clutch and brake are still engaged, the controller 150 is structured to return to process 614. If the clutch, the brake, or both are disengaged, the controller 150 is structured to remove the limit from the operating parameter of the engine (process 624). In some embodiments, the limit to the operating parameter of the engine is still applied if the brake is engaged and the clutch is disengaged.

[0060] It should be noted that the term "example" as used herein to describe various embodiments is intended to indicate that such embodiments are possible examples,

representations, and/or illustrations of possible embodiments (and such term is not intended to connote that such embodiments are necessarily extraordinary or superlative examples).

[0061] Example and non-limiting module implementation elements include sensors (e.g., sensors 140) providing any value determined herein, sensors providing any value that is a precursor to a value determined herein, datalink and/or network hardware including

communication chips, oscillating crystals, communication links, cables, twisted pair wiring, coaxial wiring, shielded wiring, transmitters, receivers, and/or transceivers, logic circuits, hardwired logic circuits, reconfigurable logic circuits in a particular non-transient state configured according to the module specification, any actuator including at least an electrical, hydraulic, or pneumatic actuator, a solenoid, an op-amp, analog control elements (springs, filters, integrators, adders, dividers, gain elements), and/or digital control elements.

[0062] The schematic flow chart diagrams and method schematic diagrams described above are generally set forth as logical flow chart diagrams. As such, the depicted order and labeled steps are indicative of representative embodiments. Other steps, orderings, and methods may be conceived that are equivalent in function, logic, or effect to one or more steps, or portions thereof, of the methods illustrated in the schematic diagrams.

[0063] The format and symbols employed are provided to explain the logical steps of the schematic diagrams and are understood not to limit the scope of the methods illustrated by the diagrams. Although various arrow types and line types may be employed in the schematic diagrams, they are understood not to limit the scope of the corresponding methods. Some arrows or other connectors may indicate only the logical flow of a method. For instance, an arrow may indicate a waiting or monitoring period of unspecified duration between enumerated steps of a depicted method. Additionally, the order in which a particular method occurs may or may not strictly adhere to the order of the corresponding steps shown. It will also be noted that each block of the block diagrams and/or flowchart diagrams, and combinations of blocks in the block diagrams and/or flowchart diagrams, can be implemented by special purpose hardware- based systems that perform the specified functions or acts, or combinations of special purpose hardware and program code.

[0064] Many of the functional units described in this specification have been labeled as modules to emphasize their implementation independence. For example, a module may be implemented as a hardware circuit comprising custom VLSI circuits or gate arrays, off-the- shelf semiconductors such as logic chips, transistors, or other discrete components. A module may also be implemented in programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like.

[0065] Modules may also be implemented in machine-readable medium for execution by various types of processors. An identified module of executable code may, for instance, comprise one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified module need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the module and achieve the stated purpose for the module.

[0066] A module of computer readable program code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices. Similarly, operational data may be identified and illustrated herein within modules, and may be embodied in any suitable form and organized within any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network. Where a module or portions of a module are implemented in machine-readable medium (or computer- readable medium), the computer readable program code may be stored and/or propagated on in one or more computer readable medium(s). [0067] The computer readable medium may be a tangible computer readable storage medium storing the computer readable program code. The computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing.

[0068] More specific examples of the computer readable medium may include but are not limited to a portable computer diskette, a hard disk, a random access memory (RAM), a readonly memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), an optical storage device, a magnetic storage device, a holographic storage medium, a micromechanical storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, and/or store computer readable program code for use by and/or in connection with an instruction execution system, apparatus, or device.

[0069] The computer readable medium may also be a computer readable signal medium. A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electrical, electro-magnetic, magnetic, optical, or any suitable combination thereof. A computer readable signal medium may be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport computer readable program code for use by or in connection with an instruction execution system, apparatus, or device.

Computer readable program code embodied on a computer readable signal medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, Radio Frequency (RF), or the like, or any suitable combination of the foregoing

[0070] In one embodiment, the computer readable medium may comprise a combination of one or more computer readable storage mediums and one or more computer readable signal mediums. For example, computer readable program code may be both propagated as an electro-magnetic signal through a fiber optic cable for execution by a processor and stored on RAM storage device for execution by the processor.

[0071] Computer readable program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone computer-readable package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0072] The program code may also be stored in a computer readable medium that can direct a computer, other programmable data processing apparatus, or other devices to function in a particular manner, such that the instructions stored in the computer readable medium produce an article of manufacture including instructions which implement the function/act specified in the schematic flowchart diagrams and/or schematic block diagrams block or blocks.

[0073] The present disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the disclosure is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.