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US 4427930 A Abstract A current regulator for a dc electric traction motor propelled vehicle, implemented using a microcomputer, incorporates an accelerator response characteristics of an accelerator in an internal combustion engine powered vehicle. The regulator uses a current feedback loop to regulate motor torque to the value called for by the accelerator. However, of the magnitude of voltage as a percentage of available source voltage required to generate the desired current exceeds the percentage displacement of the accelerator, the applied voltage is limited to the percent accelerator displacement.
Claims(3) 1. In combination with apparatus for regulating the torque developed by a direct current electric traction motor in an electric powered vehicle, the apparatus being of the type wherein power to the motor is controlled by a time-ratio switching regulator alternately conductive and non-conductive to connect and disconnect the motor to a source of direct current power and wherein the switching regulator is controlled by gating signals supplied at varying time intervals to adjust the ratio of conducting to non-conducting time in response to an accelerator position signal produced by an accelerator on the vehicle, the improvement comprising:
(a) means for sensing the actual motor current to provide a signal representative of said actual motor current; (b) means for developing a current reference signal representative of accelerator position; (c) means for developing a voltage limit signal representative of accelerator position; (d) means responsive to said actual motor current signal and said current reference signal for producing an error current signal representative of any difference between the current reference signal and the actual motor current signal; (e) means responsive to the error current signal to produce a command signal representative of the ratio of conducting to non-conducting time of the switching regulator tending to minimize the error current signal; (f) means responsive to the voltage limit signal and the command signal for limiting the command signal to a corresponding time ratio value not exceeding the time ratio value corresponding to the voltage limit signal; and, (g) means for applying the value limited command signal to control the conduction time of the switching regulator. 2. A method for regulating the torque developed by a direct current electric traction motor in an electric powered vehicle, power to the motor being controlled by a time-ratio switching regulator alternately conductive and non-conductive for connecting and disconnecting the motor to a source of direct current power, the regulator being controlled by gating signals supplied by signal processing means at varying time intervals in a manner to adjust the ratio of conducting to non-conducting time in response to an accelerator position signal produced by an accelerator on the vehicle, comprising the steps of:
providing from a current sensing means a signal to the processing means having a value representative of current in the motor; developing a current reference signal having a value representative of accelerator position; developing a voltage limit signal having a value representative of accelerator position; calculating an error current value representative of any difference between the current reference signal and the sensed motor current signal; converting the error current value to a command signal having a value representative of the ratio of conducting to non-conducting time of the switching regulator tending to minimize the error current value; limiting the command signal to a value not exceeding the value of the voltage limit signal; and applying the value limited command signal to control the conduction time of the switching regulator. 3. The method of claim 2 wherein the signal processing means comprises a microprocessor having a central processing unit operable according to a stored program of instructions for directing the central processing unit to cyclically convert the error current value to the command signal value, wherein the step of applying the command signal to the switching regulator comprises the sub-steps of:
computing a conducting time interval for the switching regulator to force current in the motor to a predetermined value; computing a non-conducting time interval such that the ratio of conducting to non-conducting time tends to force the average motor current to value representative of accelerator position; generating a gating signal to cause the switching regulator to become conductive; and, generating a gating signal to cause the switching regulator to become non-conductive at the end of the computed conducting time interval. Description Reference is made to microfiche appendix which sets forth a computer program listing including that which is applicable to the present invention. Included are 1 microfiche containing a total of 39 frames. Cross reference is made to related application Ser. No. 333,928, "Plug Current Regulator", assigned to General Electric Company and filed currently herewith. The present invention is directed to power control systems for electric traction motor propelled vehicles and, more particularly, to an accelerator position responsive control system capable of reacting to each increment of accelerator movement throughout the full range of movement. The response of an internal combustion engine in a vehicle to accelerator movement tends to be substantially linear, i.e., the engine RPM varies, under constant load, for each increment of movement of the accelerator, with maximum torque being developed with maximum accelerator displacement. An operator switching from an internal combustion engine powered vehicle to a direct current traction motor powered vehicle could more easily adjust to the electric vehicle if the accelerator response were similar. However, such is not normally true. In present day electric vehicles, electronic power regulators are used to control the torque, or speed, developed by the electric traction motors. Typically, the regulator comprises a time-ratio or chopper circuit which varies the power developed by the motors by controlling the percentage of time that the motors are connected directly to a power source. For maximum mobility, the power source is a battery, which limits the available power to the motors. The regulator also includes apparatus responsive to accelerator position for varying the mark-space ratio of the chopper circuit. In some systems the accelerator position is translated directly into mark-space ratio, i.e., mid-position corresponds to 50 percent conduction of the chopper circuit and full displacement corresponds to 100 percent conduction. However, at very low speeds, such a system produces very high torques with small accelerator displacement since the counter electromotive force of the motor is speed dependent. In practice, such systems result in available torque control at low speed being confined to the first 30 percent of accelerator movement tending to make the accelerator very sensitive. In some other electric vehicle systems motor current is made directly proportional to accelerator position. This latter type of system has good performance at low speeds; however, at higher speeds where the application of full voltage to the motor results in a low value of current due to the large counter EMF, the maximum value of current may be obtained with as little as one-sixth of the total pedal displacement. It is an object of the present invention to provide an improved torque/speed regulator for an electric motor. It is another object of the present invention to provide an improved torque/speed regulator for an electric motor powered vehicle which regulator is responsive to incremental accelerator movement over the full accelerator displacement range. A current regulating system is incorporated in a microcomputer control for a switching regulator connected for controlling the application of power to a DC electric traction motor. In an electric vehicle application, a vehicle mounted accelerator provides a desired motor torque command in the form of a desired current signal. The microcomputer control system monitors actual motor current and responds to the desired motor current signal to regulate the actual motor current to the desired value so long as the actual current does not require that the percent conduction time of the switching regulator exceed the percent displacement of the accelerator. If the required conduction time exceeds the accelerator displacement, the percent conduction time is limited to the percent accelerator displacement. The control system thereafter supplies gating signals to the switching regulator for implementing the conducting and non-conducting time intervals. In one arrangement the microcomputer incorporates an initialization sequence upon actuation which inhibits the energization of the switching regulator for a predetermined time interval to assure closing of power switching contacts coupling a power source to the control system and motor. Preferably the actual motor current signal is obtained by reading motor current at a fixed time interval in each cycle of operation, the time interval occurring a predetermined time before termination of each conducting time interval. The novel features which are believed to be characteristic of the invention are set forth in the appended claims. The invention itself, however, both as to its advantages and objects thereof may best be understood by reference to the following description taken in conjunction with the accompanying drawing in which: FIG. 1 is a simplified schematic diagram of DC electric motor power circuit; FIG. 2 is a graphical representation of the torque/speed characteristics of a DC motor with constant voltage excitation; FIG. 3 is a graphical representation of the torque/speed characteristics of a DC motor with constant current excitation; FIG. 4 is a functional block diagram of a DC motor control system in accordance with the concepts of the present invention; FIG. 5 is a graphical representation of the torque/speed characteristics of a DC motor controlled in accordance with the present invention; FIG. 6 is a simplified block diagram of a microcomputer implemented control system in accordance with the present invention. FIG. 7 is an expanded block diagram of the microcomputer system of FIG. 6; FIGS. 8-15 represent flow diagrams for software implementation of the control system of FIG. 7. FIG. 9 is a graphical representation of the operation of the disclosed system in a plugging mode. The principal elements in a power circuit of a battery powered direct current series motor control system are shown in FIG. 1. A battery 10 is connected to a positive power bus through contactor tips 12. A time ratio control power modulating circuit (chopper) 14 connects bus 11 to a field winding 16 and an armature 18 of a series motor. A flyback diode 17 connected across the series combination of field 16 and armature 18 provides a motor current path when chopper 14 is non-conductive. In operation the main line contactor tips 12 are closed and the power supplied to the series motor is regulated by the time ratio or mark-space ratio of the electronic chopper 14. In an electric vehicle application, the operator must control the time ratio output of the chopper 14 through position of an accelerator pedal (not shown) and rely upon the relationship between the accelerator pedal position and mark space ratio to control vehicle torque or speed. The characteristic curves for a typical traction motor are illustrated in FIG. 2 where the abscissa is torque and the ordinate is speed. The curves 20, 22, 24 and 26 represent the torque/speed relationship of a series traction motor with varying levels of applied voltage. Curve 26 represents the characteristic for high value of applied voltage and curve 20 represents the characteristic for a lower level of applied voltage. In a typical traction motor application, such as a battery powered forklift truck which operates at speeds so low that wind is a negligible factor, the torque required to move the truck at any velocity is independent of velocity and based only upon the rolling friction coefficient, the tires, the gross weight of the vehicle and the gear ratio. Characteristic curve 28 is typical of the load characteristic required to drive such a vehicle at various speeds. Since for a given value of battery potential, the voltage applied to the motor is simply a product of the percent conduction time of chopper 14 and battery potential, then characteristic curves 20, 22, 24, and 26 could also be available as direct functions of the chopper mark-space ratio. In the usual electric vehicle application, the accelerator pedal position is translated directly into mark-space ratio, i.e., 100 percent pedal would correspond to 100 percent conduction time, 50 percent pedal would correspond to 50 percent conduction time and 10 percent depression of the accelerator pedal would correspond to 10 percent conduction time. Thus, the balancing speed, which is represented by the intersection of the load curve 28 and percent on-time speed torque characteristics 20, 22, 24 and 26 each corresponding to a particular pedal depression, determines the speed of the motor. With full pedal depression, the motor accelerates up to the maximum speed determined by the intersection of curves 26 and 28. With a lesser pedal depression corresponding to characteristic curves 24, 22 or 20, the speed is correspondingly less. It is therefore possible to regulate the speed of the vehicle. However, note at very, very low speed one obtains very high torque for a very small pedal depression. For example, in characteristic curve 24, which possibly corresponds to only 30 or 40 percent pedal depression, one obtains a torque far in excess of that required to move a vehicle. In addition, in practice the electronic chopper 14 is limited in maximum current by a current protection system and, in a typical system, 30 percent battery voltage supplied to the motor is sufficient to reach the maximum current level capability of the electronic chopper. Thus at close to zero speed, all of the torque control would be confined to the first 30 percent of accelerator pedal depression thereby tending to make the pedal very sensitive over that range and unresponsive over 70 percent of its range. Other systems for controlling the torque in an electric vehicle make motor current rather than voltage, directly proportional to accelerator pedal position. The characteristics one would obtain from such a control are illustrated in FIG. 3 where the ordinate is speed and the abscissa again is torque. The outer envelope 26 is the motor torque/speed curve with maximum applied voltage. Characteristic curves 30, 32, 34, 36 and 38 are the torque speed curves at five different levels of constant motor current. Considering, for example, the operation on characteristic curve number 30, which might correspond to a 20 percent depression of the accelerator pedal, the system would provide 20 percent of the maximum capability of the chopper 14 at a very low voltage. As the motor speed increases, it would continue to operate on this same curve moving vertically away from the torque axis with the motor terminal voltage increasing as speed increases to counterbalance the effect of the motor generated EMF and maintain the voltage difference necessary to keep that level of current flowing through the armature and field resistances. Eventually, as the speed increased, it would reach a point where full battery voltage must be applied to the motor in order to maintain that desired level of current. This point corresponds to the intersection of the characteristic curve 30 on the outer envelope 26. The curve designated 48 represents the characteristic load curve for a heavy traction type vehicle where windage is not a factor. It will be appreciated that the current regulated type of control system has very good performance at low speed since any increase in pedal depression from 0 to 100 percent transitions along the torque axis through characteristic curves 30, 32, 34, 36 and 38, where 38 corresponds to the maximum current capability of the electronic chopper 14. Thus, the full current, i.e., torque, capability of chopper 14 corresponds to full pedal depression of the accelerator. However, since the load characteristic curve 48 is parallel to the pedal characteristic curves 30, 32, 34, 36 and 38, for a given weight of vehicle there is no one given pedal position which will maintain any fixed speed but rather there will be one pedal position which exactly balances the tractive effort necessary to maintain a constant speed of the vehicle. For example, if balancing torque occurs at 75 percent pedal depression when the vehicle is traveling at 5 miles per hour, 75 percent pedal depression will also maintain vehicle speed at 10 miles per hour. Thus, in the upper speed region, accelerator pedal sensitivity is similar to that in the voltage control system at lower speeds providing poor operator "feel". Referring now to FIG. 4 there is shown a functional block diagram of a regulator system according to the present invention. An accelerator 50 provides a current reference signal on line 52 and a voltage reference signal on line 68. The signal on line 52 is a current reference which is directly proportional to accelerator depression, i.e., 100 percent accelerator depression provides 100 percent output in current reference which corresponds to the maximum capability of the power source. The signal on line 52 is coupled to an input terminal of a current limit circuit 54 which may reduce the current reference signal in the event of an over-temperature or other monitored condition. The signal output of current limit circuit 54 is coupled via line 56 to a control acceleration circuit 58 which limits the rate of increase of the current reference signal from a present value to a new value. The signal output from the control acceleration circuit 58 is coupled via line 60 to an input terminal of a summing junction 64. The signal on line 60 is compared to the measured motor current in summing junction 64. A filter circuit 66 has an input terminal connected to an output terminal of junction 64. Filter circuit 66 limits the rate of increase of the signal from junction 64. Connected to the filter circuit 66 is a limit circuit 70 which is designed to restrict the signal output of the filter circuit 66 on a percentage basis to be equal to or less than the percent pedal depression corresponding to the voltage reference signal on line 68. In other words the signal output from filter circuit 66 cannot exceed the percent of its range represented by the percent of accelerator pedal depression, i.e., if the accelerator pedal is depressed 50 percent, then the signal from filter circuit 66 cannot exceed 50 percent of its maximum value. The limit circuit 70 is controlled by the voltage reference signal on line 68 from accelerator 50. The signal from circuit 70 is provided via line 71 to an oscillator 72 whose mark-space ratio corresponds to the percent on-time represented by the signal on line 71 i.e., when the signal on line 71 attains 50 percent of its maximum value, the oscillator 72 provides a 50 percent mark-space ratio output signal. The signal from oscillator 72 is coupled to a power amplifier 74 which regulates current in motor 76. Motor current is sensed and a signal representative thereof is coupled via line 62 to summing junction 64. The regulator system outlined in FIG. 4 is thus comprised of a reference generating section including accelerator 50, current limit circuit 54 and control acceleration circuit 58 which generates a current reference signal on line 60 proportional to pedal depression with maximum current limits subject to the power and temperature limits of the power unit. The rate at which the current reference can be increased is constrained by the control acceleration circuit 58 to a constant rate and since the torque of a dc traction motor is proportional to current, the rate of torque increase is a constant. This tends to provide a better responsiveness independent of speed. The pedal depression also generates a motor voltage limit reference signal which is proportional to pedal depression to limit the maximum motor voltage to a value proportional to pedal depression. A current regulating loop comprised of filter circuit 66 which responds to the difference between the current reference signal on line 60 and the measured motor current signal on line 62 for adjusting the oscillator 72, and power amplifier 74 regulate current in motor 76. The effect of voltage limit circuit 70 is to shift the control mode from current to voltage regulation to improve the speed control at higher speeds. The operation of the regulator of FIG. 4 may be better evaluated by reference to FIG. 5 where speed is once again the ordinate and torque the abscissa. The transition line 98 delineates the division of the torque-speed plane between voltage and current regulation. The vertical lines 82, 84, 86, and 88 represent the constant current outputs at 100, 75, 50 and 25 percent pedal depression, respectively. The characteristic lines 80, 90, 92 and 94 represent the constant voltage torque/speed curves at 100, 75, 50 and 25 percent of battery voltage respectively. The vertical dashed line 96 is the required load torque representing the tractive effort necessary to overcome the rolling friction for a given vehicle weight. If the vehicle was initially assumed to be at rest, and speed assumed to be equal to zero and the pedal depressed 25 percent, corresponding to the current line 88, the vehicle would not move since the developed torque would be less than the load torque. Should the pedal be depressed to 50 percent corresponding to the current line 86, the developed torque would exceed the load torque and the vehicle would begin to move. As the speed increases, the motor terminal voltage will also increase to the value necessary to maintain 50 percent current. When a speed is reached which corresponds to the intersection of characteristic line 86 with characteristic line 98, the motor terminal voltage will reach 50 percent battery voltage corresponding to a mark-space ratio of 50 percent. The voltage limit circuit 70 will then limit the mark-space ratio to 50 percent forcing continued acceleration to follow the constant motor voltage line 92 to the intersection with load torque line 96. The intersection point is referred to as the balancing speed point since the developed torque exactly balances the load torque. If the accelerator pedal is then depressed completely, the torque will increase along the line 100, with the rate of torque increase dictated by the control acceleration circuit 58, until the mark-space ratio reaches 100 percent or full battery voltage is applied to the motor terminals. The vehicle will accelerate at a rate proportional to the difference between the lines 80 and 96 until the near balancing speed represented by the intersection between lines 80 and 96 is reached. If the accelerator pedal is then relaxed and again completely depressed, the motor torque will first be reduced to zero and thereafter increased to the value corresponding to the intersection of lines 80 and 96 with the rate of increase determined by the control acceleration circuit 58. Although the functional block diagram of FIG. 4 is believed sufficient to enable those skilled in the art to make and use the present invention, reference is now made to FIG. 6 wherein there is illustrated a preferred implementation of the invention using a microprocessor based arrangement. The basic power circuit for the DC motor comprising armature 18 and field winding 16 includes a variable mark-space ratio chopper circuit 14 and a key switch 12 which serve to connect the motor across the battery 10. Preferably chopper circuit 14 comprises a silicon controlled rectifier (SCR) chopper circuit including a controllable commutation circuit and associated commutating capacitor. A typical chopper is shown in U.S. Pat. No. 3,826,959 issued July 30, 1974 and assigned to General Electric Company. The free-wheeling diode 17 provides a path for inductive current when chopper circuit 14 switches to a non-conductive state. A plugging diode 102 connected in reverse parallel with armature 18 provides a reverse current path to prevent self-excitation during electrical braking. The field winding 16 is arranged to be connected in either a forward or reverse direction in series with armature 18, where forward and reverse refer to the direction of rotation of the motor armature 18, by means of contacts F1, F2 and R1, R2. The contacts F1, F2, R1 and R2 are shown in their normal de-energized state. Control of contacts F1 and F2 is through a contactor actuating coil 104 while contacts R1 and R2 are controlled by a contactor actuating coil 106. The coils 104 and 106 are connected across the battery 10 by means of respective contactor driver circuits 108 and 110. The driver circuits 108 and 110 may be in the form illustrated in co-pending application Ser. No. 299,047 filed Sept. 1, 1981 and assigned to the General Electric Company. The control functions are implemented in a central processing unit (CPU) 112 which includes the necessary hardware such as counters, registers, memory units and microprocessors for performing those functions described in FIG. 4. The CPU 112 is connected to perform selected safety checks by monitoring the status of a seat switch 114, a brake switch 116 and forward and reverse direction switches 118 and 120. The accelerator 50 also provides an input signal indicative of the percent accelerator pedal depression to the CPU 112. Motor armature current sensing is provided by a sensor 122 connected in series with armature 18. Referring now to FIG. 7, the CPU 112 is shown in more detail. A microcomputer 124 is coupled via an address bus 126 and a data bus 128 to a plurality of input/output interfaces. The microcomputer 124 preferably comprises a type 6502 microprocessor available from Rockwell International Corp., a type 74LSI38 addess decoder available from Texas Instruments, Inc., and addressable random access memory (RAM) and read only memory (ROM) sufficient for program storage and storage of intermediate and computed or monitored variables. Intel Corp. types 2114 and 2716 are suitable for RAM and ROM, respectively. A first signal conditioning circuit 130 is connected to receive the armature current signal from sensor 122. The signal conditioning circuit 130 adjusts the amplitude of input signals to a level compatible with the apparatus connected to its output terminals, in this instance an analog to digital (A/D) converter 132. A/D converter 132 may be, for example, a type ADC0816 available from National Semiconductors, Inc. The digitized output signals from A/D converter 132 are coupled onto the address and data busses 126 and 128 under control of the microcomputer 124. In addition to the armature current signal, the accelerator pedal position signal and various current limit signals are also coupled to the microcomputer 124 through signal conditioning circuit 130 and A/D converter 132. A second signal conditioning circuit 134 provides an interface between microcomputer 124 and those system signals which are of a binary nature, i.e., those signals representative of switches being open or closed or of the system being in a propulsion or braking mode of operation. An input/output (I/O) interface circuit 136 couples the signals from signal conditioning circuit 134 to the address and data busses 126 and 128. The I/O circuit may be, for example, a type 6522 available from Rockwell International Corp. As illustrated, the signal conditioning circuit 134 monitors the status of seat switch 114, brake switch 116, forward direction switch 118 and reverse direction switch 120. A plug signal developed by a comparator 138 is also monitored by circuit 134. The plug signal is provided during electrical braking and switches between a first state when motor armature current is greater than the desired magnitude of plug current and a second state when motor armature is less than the desired magnitude of plug current. Command signals developed by the microcomputer 124 are coupled through an I/O interface 140 and signal conditioner 142 to the control devices, e.g., the forward/reverse contactor driver circuits 108 and 110 and the switching devices within chopper circuit 14. The I/O interface 140 may also be a Rockwell International type 6522 device. The signal conditioning circuit 142 is a driver amplifier and level shifting circuit of a type well known in the art. Also connected to the address and data busses 126 and 128 is a digital to analog (D/A) converter circuit 144 whose function is to provide an analog output signal representative of the desired magnitude of braking current during electrical braking or "plugging." The D/A circuit 144 may be a type AD558 available from Analog Devices, Inc. The signal from D/A circuit 144 is coupled to an input terminal of comparator 138 for comparison to the actual motor current signal. It will be noted that the motor current signal is conditioned or scaled in signal conditioning circuit 130 before being coupled via line 146 to an input terminal of comparator 138. Functionally, the microcomputer implemented regulator circuit of FIGS. 6 and 7 operates substantially as shown in the functional block diagram of FIG. 4. Appendix A represents the software program for implementing the functions described in the functional block diagrams. Referring now to FIG. 8 et seq., there is shown a more precise flow diagram of the current regulator function. In the motoring mode the regulator routine is entered at REGLN. Whenever a contactor, such as the forward or reverse contactors, is energized, it is desirable to inhibit the regulator function in order to avoid oscillations which might be caused by contact tip bouncing. The regulator routine includes a provision for setting a tip bounce timer during the first pass through the routine. During the inhibit interval, typically about twenty milliseconds, only current update functions are permitted, i.e., no gating pulses to the chopper 14 are generated. During each pass, the routine checks the status of a tip bounce flag to determine if the timer has timed out. If the tip bounce flag is set indicating that the timer has not timed out, the routine goes into a secondary loop at REGL13 to be described infra. If the tip bounce flag is not set the routine checks to determine if the drive motor is currently energized, i.e., if chopper circuit 14 has been operating, by checking the status of a flag (initial turn on flag) which is set when gating signals are supplied to chopper circuit 14. If the motor has not been energized, the routine branches into a zero set mode and sets the current reference to zero or an initialized condition and then returns to the main routine. Since the normal current limit function is distinct from the plug current limit function, the routine checks whether the system is in an electrical braking, i.e., plug, mode or a propulsion mode. If the plug flag is set, the routine branches into a plug regulation mode (PREG) to be described infra. In the propulsion mode, motor current is read at the same time during each chopping cycle of chopper circuit 14. A flag (MTR. CUR. READ) is set during that time to inhibit regulator operation for a time period, approximately 100 microseconds, sufficient to allow the reading to be taken and settle before it is sample. The flag is cleared at the end of each reading cycle. When the routine detects that the flag has been cleared, thus indicating that a new reading is available, the routine sets the READ flag for the next cycle. If the READ flag is set when this point in the routine is reached, the routine is exited (REGXIT) for the present cycle. MOTOR CURRENT<0 is intended to eliminate amplifier drifts at or near zero motor current. Since motor current should always be a positive value, this step checks that value and, if it is positive, saves the value for future use. If negative, motor current is set to zero and saved. Beginning at FIG. 9 a motor current reference value (TOTAL REF.) equal to the sum of the accelerator pedal reading plus a creep reference is compared against a maximum current limit. The pedal reading may be limited, as previously described, by the controlled acceleration or current limit functions. The creep reference is a small offset reference value intended to keep strain on gearing in the vehicle without any pedal depression so as to minimize gear slap at start-up. If the motor current reference value is greater than the maximum permitted value, e.g., 800 amperes, the reference is set to 800 and the routine continues. If the reference value is less than 800 amperes, the routine proceeds using the actual value. Several comparisons next occur for determining whether the desired motor current, i.e., the reference value, exceeds various current limit functions. One step compares the reference value against a commutation limit reference (CLREF) which varies as a function of percent on time of chopper circuit 14. Another step compares the reference value against a predetermined maximum current limit (CL) value. The smaller of the CLREF or CL determines the magnitude of error signal in the event that the reference value exceeds either or both of them. If the reference value is less than CLREF or CL, the error signal is computed to be the difference between the controlled acceleration value (CAREF) and the motor current reading. The next step is essentially a dead band check, i.e., if the error value is less than a predetermined minimum, e.g., plus or minus 10 amperes, a jump is made to a later point in the routine. The jump avoids a filter circuit and prevents oscillations for small errors. If the error is outside the dead band, a determination of error polarity is necessary. The polarity check (ERROR FLAG NEGATIVE) directs a complement of negative errors (the actual value is in two's complement form) in order to compute a new motor current reference value equal to the old value minus the error. Positive errors are added directly to the old value to obtain the new value. A digital filter smooths the computed new motor current reference value to prevent step-function changes. ERROR FLAG NEGATIVE is used again for the purpose of determining the polarity of the error value in order to determine whether to increment or decrement the old reference value. For a positive error, if the new reference value is less than or equal to the old reference value, the old value is incremented and saved as the new value. If the new reference value is greater than the old value, the new value is substituted for the old value. For a negative error, the old value is decrement if the new reference value is equal or greater than the old value. Otherwise, the new reference value is substituted for and becomes the old value. Before applying the new reference motor current value to control the chopper circuit 14, this value is compared with the voltage limit value established by the accelerator pedal position. Referring to FIG. 11 if the new current reference value exceeds the accelerator position value, the new value is set at the accelerator position value. Otherwise, the new value is applied directly to compute the off-time and the on-time of chopper circuit 14. The computed off-times and on-times are then used to generate gating signals for the switching devices in the chopper circuit 14. Once the off-time and on-time have been computed, their ratio is then used to calculate CLREF, i.e., the commutation limit reference described supra. Note that the regulator routine is also entered at this point if the error value computed earlier had been less than the predetermined value, i.e., the exit at REGLIO enters the routine after calculation of on-time and off-time. It will be apparent that for small errors, e.g., less than two amperes, the previously used on and off-times are again suitable for controlling chopper circuit 14. After computation of the times for energizing the circuit 14, the routine checks to determine if this is the first time that the circuit 14 has been energized. If an initial turn-on flag is set, the routine exits (REGXIT) to the executive program to perform other functions. Otherwise, the routine continues by setting the tip bounce flag. Referring to FIG. 12, if the tip bounce timer has timed out, the contact tips are detected to be closed and the tip bounce timer set flag is set, then the routine proceeds to clear the tip bounce and tip bounce timer set flags and to set the chopper 14 initialize flags. The chopper 14 is then initialized, in FIG. 13, by gating the switches to provide an initial commutating charge on the commutating capacitor. Charging of the capacitor is verified before providing signals to gate the main SCR switch in the chopper into conduction for the previously calculated on-time to thereby supply power to the motor. If the flag is set in any of the above checks in FIG. 12 so as to indicate that the monitored condition is negative, the routine exits back to the executive program momentarily rather than wait for the monitored condition to clear. The routine clears the tip bounce timer set flag before exiting if the tips are closed and the timer flag is set. If the tips are not closed, the tip bounce timer set flag and tip bounce timer flag are set before exiting. A try-again function is provided in the event that the commutating capacitor doesn't indicate a charge after first initialization. Referring briefly to FIG. 8, it will be recalled that the regulator routine early checks to determine whether the system is in a propulsion or an electrical braking, i.e., plugging, mode of operation. The regulator routine exit at PREG causes a jump to a plugging regulator sub-routine whose flow diagram is illustrated in FIG. 14. The plugging function is implemented by sensing that the direction switches 118 and 120 have been cycled. The logic function is established in the CPM 112 such that once the percent on-time for chopper circuit 14 has exceeded a predetermined value, e.g., twelve percent, CPU 112 remembers which direction the vehicle is being propelled, i.e., which contactor 104 or 106 is energized. If the direction switch is then moved to energize the other contactor, a plug flag is set. A set-up time for plugging is provided by de-energizing the CPU 112 clock oscillator when the direction switch passes through neutral. The regulator function is, to a certain extent, interrupt driven. The routine is serviced on a time basis from the executive program but has selected flag conditions, such as have been described above, which inhibit regulator operation. In the plug mode one such interrupt is the output signal from comparator 138 (see FIG. 7). If the relationship between the relative value of current called for by accelerator 50 and the actual sensed armature current has not changed since the last regulator cycle, the present cycle is inhibited. In addition, if the comparator 138 switches before a predetermined minimum time has elapsed since the last gating pulse to chopper 14, the interrupt from comparator 138 is ignored. This last feature prevents double pulsing, i.e., a situation wherein the first current pulse through chopper 14 forces motor current to just below the desired level and the second pulse forces a large overshoot current causing a cogging or jerking effect in electrical braking. Although plugging current can be regulated in the same manner as motoring current, i.e., by varying both the conducting time and non-conducting time of the chopper 14, the relatively low percent on-times required to maintain a desired braking effort permit simplification of the control of chopper 14. In the illustrated embodiment, the on-time of chopper 14 has been chosen to be a fixed value of 500 microseconds. Motor plugging current is then regulated by varying the off-time. However, as stated previously, a minimum off-time, e.g., three milliseconds, is provided before another on-time is permitted. These relative values establish a minimum percent on-time of about fourteen percent. Preferrably, plugging is cancelled before the minimum percent on-time is reached. In actual measurements, the onset of plugging at a relatively high speed might yield a percent on-time as low as one-half percent. By the time the vehicle slows to about fifteen percent speed, the percent on-time will have increased to only about three to four percent. However, between fifteen percent speed and zero, the plugging current must increase dramatically to maintain braking torque. It, therefore, becomes desirable to terminate plugging when the percent on-time reaches about twelve percent and to thereafter relay on mechanical brakes for stopping. The detail plugging routine is given in Appendix A. The flow diagram of FIG. 14 and FIG. 15 illustrate the process described supra. If the initialization flag is set when the routine is entered, a jump is made to the calculation steps (PREG1) for establishing and computing current values. Otherwise the initializing values are loaded into the respective timers and associated latches. The 500 microsecond on-time is loaded followed by loading of a 65 millisecond timer. This latter timer provides a plug cancel function by keeping track of the total off-time. For the present system, it is assumed that plug should be cancelled if the minimum plug current limit is not reached within this time period. The D/A convertor 144 is also initialized at zero amps. After initialization, the plug current limit is calculated as a function of PLPR (plug limit pot reference) and acceleration position. The calculated limit is then compared to the last calculated limit value to determine if there has been a change, i.e., if the accelerated has been moved to call for more or less braking effort. If the values are the same, the plugging exits to REGL20 in the regulator routine (FIG. 11). If the limit values are different, the reference is either increased by a fixed amount or decreased by a fixed amount. The D/A convertor 144 is then loaded with the new value and the subroutine exited to the normal regulator routine for generation of gating signals and calculation of off-times. Increasing or decreasing the current limit values by fixed amounts tends to smooth the braking effort to minimize cogging. Exemplary values have been chosen to be a five ampere increase and a fifteen ampere decrease. After a decrease, the routine checks to assure that negative currents are not computed and sets the convertor 144 to zero if negative values are detected. The flow diagram of FIGS. 8-15 in conjunction with Appendix A is believed to provide a complete disclosure of a presently preferred form of current regulator in accordance with the present invention. It will be apparent that various modifications of the microcomputer implemented version of the invention are possible without departing from the true spirit and scope of the invention. It is therefore intended that the appended claims not be limited to the detailed implementation but cover all such modifications as fall within the spirit and scope of the invention. Non-Patent Citations
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Fredrick Knott's play "Wait Until Dark" has inspired multiple Broadway productions and a 1967 film starring Audrey Hepburn. Subscribers can now purchase tickets for 50% off to this world-premiere adaptation, which stars Alison Pill from HBO's "The Newsroom," at Geffen Playhouse.
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Join Date: Oct 2007
Location: Marietta, GA
Posts: 258
Has anybody used a booking site?
DH and I are looking at a last minute trip for May and I'm looking to book a room only reservation (we've been given tickets) I've only ever booked directly through Disney, but DH went to one of the more popular hotel booking sites (sorry I don't know if I can list it by name) and found the same hotel for quite a bit less. Here's the particulars:
May 5-7, 2013 at the All-Star Sports, Disney's quote is $246.34 and the booking site for $198.72. Has anyone used a non-Disney site before and been happy with the results, we would have to pay in full upfront, is that the norm? I know it's only $50, but this isn't a planned trip and any was we can save a couple of dollars... Any help or advice would be appreciated, this is unchartered territory for me
ME DH 4 Legged DD
January 29 - February 4, 2012 with more free dining September 20 - 25 2009 at ASMU with free dining again! September 13-19, 2008 at POP with FREE DINING and MNSSHP September 2005 @ Paradise Pier (1st trip to DL) September 2004 @ POP "DISNEY"MOON March 1997 Honeymoon Suite at WL Too many trips as a kid to count |
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Follow Chloe the Jumbo Jet and her pals through this exciting holiday journey. Christmas is in danger of being cancelled forever; that is, until Chloe, Ludwig, Kofi, Keenan, and Ana step in to help save Christmas...
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Mr. Jansen's best friend from childhood, "Spaghetti" Max, is coming for a visit. Cam Jansen, her best friend Eric, and Mr. Jansen go to the airport to meet Max. While...
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Ever since their father's sudden death eight years ago, Chuck and Lori's mom has spent most of her time on the road as a motivational speaker, leaving them and their younger...
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Captain Teggs and his faithful crew are off on another amazing adventure in their spaceship, the DSS Sauropod. This time Teggs is taking some desperate dinosaurs and their precious eggs to...


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Pushycat - 11:39 pm on Aug 17, 2002 (gmt 0)
Welcome snark. There is no file per se like .htaccess but if you have access to the server you can ban people by IP via the IIS manager. Alternately you can try asking your host to use my browscap.ini file and then you can follow the example code on my website - the URL is in my profile - to ban them.


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Nice looking products!! I wish I would've known about your company before I bought a SKLZ mini-hoop. Oh well, I'll order from JustinTyme next time. (Original 6/20/10)
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5 Star UpholsteryLocated near Galveston, TX, 5 Star Upholstery had a steady stream of work in both the hot rod and custom car interior markets, but were looking to expand into the marine market as well. They landed a few local boat dealers for wholesale work, and needed a website to show off their skills to potential clients. |
Southern Speed and Off RoadSouthern Speed and Off Road, located in Shrewsbury, PA, wanted to create an online shopping cart to support his local speed shop clients after hours. The website features a fully custom template design, logo design and a custom set of icons and buttons. |
David Auto SalesDavid Auto was looking for a way to showcase their vehicles for sale, while still showing customers some of the skilled paint & body repair services they offer. Roberts Web Design set out to create an easy to update website for the owner's son to maintain using the Joomla CMS. |
British PartsBritish Parts is the wholesale division of Motorcars LTD, which sells parts and services Jaguar and Land Rover vehicles. Roberts Web Design created a custom website template to match the look and feel of the Motorcars site, but in a different color scheme. The template was coded in XHTML and featured a CSS dropdown menu system for faster loading pages and better SEO. |
Motorcars - Jaguar and Land Rover PartsMotorcars LTD approached Roberts Web Design back in 2007 to improve their online E-Commerce website to reach more customers searching for Jaguar and Land Rover Parts. We designed a custom website template that boosted their google search results to page 1 for the keyword phrases "Jaguar Parts" and "Land Rover Parts" in a matter of a few weeks! |
Driveline Dude Performance DirectoryDriveline Dude Performance Directory started as a personel project to test out the Joomla Content Management System and SOBI2 directory component. It was set up to show off products for the performance autumotive parts industry. Funny how pet projects never seem to garner the attention they deserve! |
Powertrain DevelopmentPower Demon Performance Transmission was a great springboard as our first website design back in 2002. The site was built using static HTML pages, and a lot of blood, sweat and tears. Through ongoing maintenance and search engine optimization, we were able to produce a very successful web presence that grew this business to over double their gross sales in just a single year! |


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True Blood Preview: Hitting The Ground
By Kelly West 2010-07-29 18:52:07 comments
If youre eager to see whats coming up for True Blood this Sunday night, we have a couple of clips from the episode. They dont contain any major spoilers but consider yourselves warned all the same.
See whats become of Sophie Anne, catch an amusing converation between Hoyt and Summer, and watch as Sam attempts to get to his family and stop this whole dog-fighting fiasco in the videos below. I have to say, I love Sophie Annes bird cage. And as for Jason taking a bite out of Summers biscuits well, thats typical of him, isnt it? True Blood airs Sundays at 9pm on HBO. Back to top


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January 2013
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EOD Roundup
EOD Roundup: 'Law & Order: SVU' Will Air a Chris Brown and Rihanna-inspired Episode
6:30 pm, February 21st | by Colette McIntyre
In today's EOD roundup, Law & Order: SVU (a.k.a. The Show People Used to Watch Until Elliot Sex-bler Took His Alpha Male Super Catholic Short Fuse Shtick and Left the Precinct But Don't Worry He's Probably Still Taking Cases Way Too Personally and Mouth-Punching Rapists Somewhere) is airing a Chris Brown and Rihanna-inspired episode and everyone is uncomfortable. Oh, no? No one else is uncomfortable? Just me? Well, that's surprising. [The Frisky]
Did you know that Michelle Obama's bangs were a midlife crisis? Yep! That's what that the First Lady of the United States does when she's gets a case of the Who-Am-I-What-Am-I-Doings: she innocuously cuts herself some forehead fringe. What a precious sweet baby angel lamb. [People]
Flavorwire rounds up ten bizarre political ads that are surprisingly real. I'm pretty sure these ads were made by people trapped in a k-hole. [Flavorwire]
All of the wishes that you are pretty sure you never made are coming true: Bill O'Reilly is working on a book about the death of Jesus Christ. "Killing Jesus" is a follow up to O'Reilly's previous thrillers "Killing Lincoln" and "Killing Kennedy" and the first in a forthcoming trio that includes "Killing You Softly With My Inside Edition Tirades" and "Killing, The: Wait, Seriously, Who Killed Rosie Larsen?" Ladies, the time to start assembling your countdown paper chains is now. [Jezebel]
We're issuing a public apology to the scientists who spent years in medical school, probably racking up hundreds of thousands of dollars in debt in the process, debt that makes them destined for spinsterhood (unless they are men (which, of course they are; these are scientists that we're talking about)), just to spend their days measuring foreign penises in some poorly lit office in order to find out if it's true what people say about men with big feet. We are so, so sorry. [Slate]
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Ken Godfrey's Journal
Written Feb 15, 2012 8:15pm by Beth Godfrey
(written by Ken)
Kathie drove to Mayo on our last trip to Mayo in mid-January for day-long appointments. They want to keep going down this road for now. We got a great deal of snow while we were gone. My neighbor asked if we wanted the driveway blown out, which we said for sure.
Went to see Dr. Politi, a neurologist, last week. He also recommends to not change anything right now.
On 1/20/12 I went for a pentadini treatment which I had a reaction to. It will take at least a month for this to work out of my system. Have difficulty breathing.
Since that time I go once a week for blood tests, Doctors appointments, and infusion.
Next week we will drive to Mayo again. Schedule will be very extensive on the first day. We will finish on the second day and then drive back.
7 am Pulmonary Function w/Dilator
8:20 am Internal Medicine
9:45 am Outpatient Procedure Center - Bone Marrow Collection
12:20 pm Bone Mineral Density Tests
1 pm Neurology
2:45 pm BMT Pharmacy
3:15 pm Transplant Nurse Coordinator
3:45 pm Dr. Hogan
9:45 am Social Worker Consultation
10:45 am Dermatologist
I know this may be hard to follow, but hopefully helps somewhat explain what I am going through.
Thank you for keeping me in your thoughts and prayers,
Written Jan 3, 2012 8:00pm by Beth Godfrey
(written by Ken, typed by Beth)
1. Have been having more bad days than good. No energy, buth have not been eating right. Also, can not get far from the bathroom. This made it difficult to travel to and from Wisconsin. Came back on the 26th of December.
2. Can't even do simple messages on email. Made a few calls for those I could remember numbers for.
3. Have to get blood tests Wednesday, January 4th. These tests must be sent to Mayo, Dr. Siemers and Dr. Louma.
4. We have missed church the last two weeks but hope to make it this week.
5. On 1/11/12 we head for Mayo. Start at 7:30 am on the 12th and hopefully finish that day. If weather is good, back home on the 13th. Hopefully they can figure out this medication.
6. On the 18th of January I see Dr. Politi at 9:30 am. He is a neurologist at MGH. Very fine doctor.
7. On January 20th I have a pulmonary test at 3:30 pm.
I hope you all continue to pray and keep me in your thoughts. You are all in mine at least 2 times per day.
Kathie has been very patient. Every night she puts creams on my skin and wraps me up in hot wet wraps. I lay there for an hour and then take a shower. She has also been doing most of the shoveling and snow blowing.
Again, can't say enough about your thoughts and prayers.
God Bless you all,
Quick Update 11/5/2011
Written Dec 5, 2011 5:42pm by Beth Godfrey
(written by Ken, typed by Beth)
I have had some reactions to the Graft versus Host Disease. Started on August 20 and had to go back to Mayo Clinic. Was hospitalized for about three weeks. It affected my taste, eyes, ears, skin (going to a dermatologist today), energy and strength. All this is to be expected but has to be monitored closely.
Blood test has to be sent to Mayo Clinic once per week, which we will do tomorrow (Tuesday).
In mid-November, we made another trip to the Mayo Clinic. We left on Wednesday (11/16). During that stay I was in the hospital for six days and they ran tests for EVERYTHING! They dismissed me about noon on the Tuesday before Thanksgiving. Kathie drove all the way home - 8 and 1/2 hour drive.
We are going back to the Mayo Clinic on the 12th of December and hopefully this time it will be a shorter stay. Never know.
Right now I feel pretty good. If you want to get a hold of me, call my home phone (906-249-9314). My computer is being fixed, so do not try email.
Thank you all for your thoughts and prayers. It means so much to us. May the good Lord bless you and provide good health to you.


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Programmers Moderator. Frequently found on the Whiteboard and the Bridge. Concerns or questions? Ask on meta.
Recent Graduate of Georgia State University in Computer Science and Religious Studies. Currently job-hunting whilst working in a bookstore.
Areas of Interest: Programming Language Design, Compilers, Artificial Intelligence, Computer Vision/Graphics, Cellular Automata, Human-Centered Computing, Computing Ethics, Databases, Audio Programming/Processing, Parallel Computing, Embedded Systems.
I co-run the Programmers.SE blog.
I was the Program Chair for the GSU Student Chapter of ACM. I was also the Vice Chair of the GSU Student Chapter of the IEEE. Contact me if you're interested in speaking or helping out with either of them.
Mar 5 |
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How much did Shah Jahan spend on Taj Mahal?
Added tads and cleaned up names |
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Fixed the century, War was 1455-1485 |


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took an effing long time, but... favourite <3
I sure as heck would like to live there :)
I'm not sure if the last few ones should go into 3D & sculpture, I dunno if they're 3D...:nohope: feel free to share you're opinion.
that took about four hours, but I love it! ^^
The head looks a bit too much like an egg though :S
Google, also if you get a picture of someone and use the eyedropper to steal the different shades. That's always helpful.
I have a book it's called Photoshop CS2 for dummies, good for beginners.
I havn't really read through it because I know most of the basic points but it does include a fair bit of detail, I'd...
when you start a new document as well, you can change it there, you'll notice if it's in greyscale mode it'll just be basically black gey and white.
I love this one, I managed to make it actually stand out, was done in photoshop and took a good 2 and a half hours.
hey, these drawings and such are great, especially since you're like...hmm 14? anyway, the last one is my favourite, it's incredibly realistic and you're anatomy is spot on, just keep at it, keep...
here's the basic outline of it all, a young girl is followed around by a gaurdian angel after her parents die, it's going to be based in a place other than japan but she is from japanese...
this one was completely random and took like 8 minutes to draw, a little longer to colour but as you can see it's incredibly messy.
here's just...
I realise that I suck at colouring, but practise makes perfect as they say. >_<
this is...
didn't have enough time to work on the shading just yet.
Hey! I keep losing my sketchbooks, so I made another one. :nohope: But this time I have a goal hehe.
I'm working on an anime called Saint & the Ocean, and I want to do some illustrations.
simply amazing!
it's a really cool idea for a character, I suggest you add more detail to the hair, feet and the hand though. to me there's two different types of scribbles, deliberate scribbles which are carefully...
harsh people!
There's not much realistic detail, for realistic detail you need anatomy, the cat looks flat, it needs to be drawn so it looks as though it's standing, and that it's strong,...
I have to add, your photography is amazing also!
that's really neat! :)
oh my WOW
im in awe!


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Thomas Metthe/Reporter-NewsBurkburnett wide receiver Blaine Curren (18) pulls in a pass over Wylie defensive back Casin Hill (9) during the fourth quarter of of Wylie's 40-23 win in the Region I-3A Div. I bidistrict playoff game on Thursday, Nov. 11, 2010, at Ram Stadium in Mineral Wells.
Wylie vs. Burkburnett in the Region I-3A Div. I bidistrict playoof game at Ram Stadium in Mineral Wells on Thursday, Nov. 11, 2010.
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In sports, the "fairy tale" metaphor is bandied about quite frequently. "This team's rise through the playoffs has been the stuff of fairy tales." "For this club, winning the trophy is a true Cinderella story." "The way they wiggled out from near-certain defeat brought to mind Hansel and Gretel…" You get the point. But for Paraguay, their story of the road to South Africa does not bring to mind a fairy tale, but rather a soap opera.
In the land of South American giants, Paraguay is often overlooked. The Paraguay national side, nicknamed La Albirroja or white and red, after the colors of the national flag, is often overshadowed by the heavyweights of CONMEBOL, particularly Argentina and Brazil. Yet with the signing of Gerardo Martino as head coach in 2007, La Albirroja will be showing the world a different form of Paraguayan football.
Previously considered a nation willing to sit back and play defensive football, Paraguay is no longer content to be viewed as a squad that is content to play for a draw. While still promoting a deep defense, Martino, affectionately nicknamed "Tata," has assembled a team ready to apply offensive pressure. They've also worked to overcome a dearth of self-confidence. After qualification victories against Brazil and Argentina, Paraguayan players are no longer intimidated by the reputation of their rivals—which is fortunate, as they play defending champions Italy in their first World Cup match.
Yet La Albirroja still find themselves amidst plenty of drama. Last January, Salvador Cabañas, who has had 10 goals in 44 appearances for Paraguay, was shot in the head outside a Mexican nightclub. The striker survived, but the rehabilitation process is ongoing, and he will not be playing in South Africa. Cabañas was the leading scorer in qualification play and his powerful, incisive strikes will be missed. The shooting continues to rest heavily on the minds of the Paraguayan players, many of whom have stated that any success they have in the tournament will be dedicated to Cabañas.
Another thread weaving through the soap opera of La Albirroja is the subject of the replacement for Cabañas. Argentinean-born Lucas Barrios renounced his Argentine citizenship and received his Paraguayan passport in March, allowing Tata to name him to the 30-man provisional squad. Considering the historical football rivalry between Argentina and Paraguay, many fans expressed displeasure over the expedited process allowing Barrios citizenship. But with goals in each of Paraguay's first two friendlies, it is unlikely that either fans or players will allow such a minor detail as Barrios's place of birth to color their opinion of the striker.
How They Got Here
Paraguay got off to a sparkling start in qualification play, winning six, drawing twice and losing just one in their first nine games. With CONMEBOL's extended qualification play, however, La Albirroja still had nine more games to play. They only won four of their remaining matches, with four losses and one draw. However, they still managed to beat Argentina, Brazil, Chile and Uruguay—the other South American nations that qualified for the tournament. And considering they managed to finish just one point below leaders Brazil, Paraguay head to South Africa feeling that their squad is the strongest it has ever been.
How They've Fared Before
Paraguay reached the second round of World Cup play in 1986, 1998, and 2002, but have never progressed further in the modern tournament. In 2006, their only win was in their final group game, against Trinidad and Tobago.
Players To Watch
Roque Santa Cruz – Fans of La Albirroja will be crossing their fingers that their golden boy stays healthy. Although Manchester City paid £17.5 million for the Paraguayan star, Santa Cruz missed most of the Premier League season. Yet the striker insists he is nearing full fitness, and if he stays healthy, his physical strength and aerial finesse give Tata some of the offensive prowess that he seeks for his squad.
Lucas Barrios – The newly-minted Paraguayan may not have contributed any goals to his country's qualification play, but he brings 23 from his season with Borussia Dortmund in the Bundesliga. Barrios is nicknamed "The Panther" due to his ability to slip inside the target area, from where his shots rarely miss.
Oscar Cardozo – Yet another striker on a team seemingly full of offensive ability, Cardozo has been criticized for his inability to contribute to the national side. Oscar has scored four times in 29 appearances for La Albirroja, but his detractors point to his 38 goals scored this season for Benfica and wonder why he can't hit the net so often in international competition. He's another who is strong in the air, as well as a threat from free kicks.
How Far Can They Get
With a surge of confidence and plenty of added fire power, Paraguay are nearly a lock to make it through a relatively weak Group F. Their second match, against Slovakia, will be the determining factor in which nation will advance. Should Paraguay make it through to the second round, they'll almost certainly face the Netherlands. Unfortunately, 2010 is probably not the year to place a bet on La Albirroja advancing any further.
Date | Opponent | Location |
June 14 | Italy | Cape Town |
June 20 | Slovakia | Bloemfontein |
June 24 | New Zealand | Polokwane |
Final Roster
Goalkeepers | ||||
Player | Age* | Caps | Goals | Club (Country) |
Barreto, Diego | 28 | 3 | 0 | Cerro Porteno (Paraguay) |
Bobadilla, Aldo | 34 | 19 | 0 | Independiente Medellin (Colombia) |
Villar, Justo | 32 | 72 | 0 | Real Valladolid (Spain) |
Defenders | ||||
Player | Age* | Caps | Goals | Club (Country) |
Alcaraz, Antolin | 27 | 4 | 0 | Wigan Athletic (England) |
Bonet, Carlos | 32 | 63 | 0 | Olimpia (Paraguay) |
Caniza, Denis | 35 | 96 | 1 | Leon (Mexico) |
Caceres, Julio Cesar | 30 | 62 | 2 | Atletico Mineiro (Brazil) |
da Silva, Paulo | 30 | 70 | 2 | Sunderland (England) |
Morel, Claudio | 32 | 27 | 0 | Boca Juniors (Argentina) |
Torres, Aureliano | 27 | 28 | 2 | San Lorenzo (Argentina) |
Veron, Dario | 30 | 28 | 0 | UNAM (Mexico) |
Midfielders | ||||
Player | Age* | Caps | Goals | Club (Country) |
Barreto, Edgar | 25 | 47 | 1 | Atalanta (Mexico) |
Caceres, Victor | 25 | 26 | 0 | Libertad (Paraguay) |
Ortigoza, Nestor | 25 | 5 | 0 | Argentinos Juniors (Argentina) |
Riveros, Cristian | 27 | 48 | 8 | Sunderland (England) |
Santana, Jonathan | 28 | 23 | 0 | Wolfsburg (Germany) |
Vera, Enrique | 31 | 27 | 1 | Atlas (Mexico) |
Forwards | ||||
Player | Age* | Caps | Goals | Club (Country) |
Barrios, Lucas | 25 | 2 | 2 | Borussia Dortmund (Germany) |
Benitez, Edgar | 22 | 12 | 1 | Pachuca (Mexico) |
Cardozo, Oscar | 27 | 29 | 4 | Benfica (Portugal) |
Gamarra, Rodolfo | 21 | 3 | 0 | Libertad (Paraguay) |
Santa Cruz, Roque | 28 | 69 | 21 | Manchester City (England) |
Valdez, Nelson | 26 | 38 | 9 | Borussia Dortmund (Germany) |
* - age as of June 11, 2010
Kirsten Schlewitz bring huge confidence and added fire power to each of her World Cup contributions for SB Nation Soccer. Her strength on the key can be seen regularly at 7500 to Holte, SB Nation's Aston Villa blog.
For more World Cup coverage, visit the Dirty Tackle blog from our partners at Yahoo!


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Everybody PoopsSusan (left), a busy, working mother of three children, says that she struggles with constipation—sometimes only going to the bathroom once every five days. She admits to not getting enough water, instead opting for eight cans of diet soda a day. She also says she likes to eat a lot of cookies and chips, but doesn't get enough fruits and vegetables.
From The Oprah Winfrey Show Insiders' Guide to Make You Younger and Healthier
Published on January 01, 2006
Keep ReadingThe Best of Dr. OzDr. Oz and Oprah look back at some of his most memorable moments. Poop questions, weight loss transformations and more! Plus, guests who say Dr. Oz saved their lives. Healthcare Reform: Should Congress be Sued for Malpractice?Now that healthcare reform is signed into law, Dr. Oz and Dr. Michael Roizen take a look at the big issues Congress left out. 10 Things Dr. Oz Knows for Sure10 things that Dr. Oz knows for sure about achieving your goals, making lasting change, and why the latest thing isn't always the greatest thing. Googling Your Way Back to Health: What the Web's Health Sites Can OfferWith so much contradictory--and in some cases flat-out wrong--information on the Web, how do you make sure the advice you collect is reliable? Here, America's top wellness experts name their favorite health sites.
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Title: | Sampoorna Bal Kahaniyan (vol 1) (Hindi) | Publisher: | Prabhat Prakashan |
Author: | Vishnu Prabhakar |
Language: | Hindi |
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writing style of vishnuprabhakar | 0 | Jun 28, 2010 4:15:16 PM |
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"When I was at the Academy Awards for Eternal Sunshine Of The Spotless Mind, I was presenting. I told him how nervous I was. He said, 'Sweetie, you'll be absolutely fine.' As I walked across the stage, I sought him out in the crowd. He gave me a big, fat wink, and a little quiet thumbs up. It helped. We really have stayed very good friends."
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Last week, I basked in my hate of Brandon Phillips and examined his area of weakness at the plate. This week, I've decided to take a look at player of whom I tend to be a fan: Edwin Encarnacion.
Encarnacion has had a down-then-up-then-down season at the plate this year. He started out the first week and a half ridiculously cold, but then he went on a tear for about a month before falling into another prolonged slump for most of May. His overall batting line (.234/.309/.411 - OPS+ of 84) definitely leaves something to be desired. And while he has stepped up his defense of late, the Reds will need his bat to come around eventually if they are going to be successful this season.
(A quick update on the graphs: The area outlined by the white box is the strike zone. The ten boxes around that zone represent the area six inches outside of the strike zone. The four thin boxes outside of that are all other pitches. Please leave questions or suggestions in the comments.)
More after the jump...
Edwin makes a lot more contact than I expected, especially from the outside corner in. However, if you stare at the graph on the left long enough, you'll notice that Encarnacion has tough time doing anything with balls out of the strike zone. Here's a breakdown in tabular format:
So far this season he has put 52 pitches outside of the strike zone into play and all he has to show for it are 5 singles and 2 doubles. This is a big difference between Encarnacion and Phillips. Both hitters numbers are similar within the zone, but Phillips is batting .271/.475 outside of the strike zone. That's good for Phillips since he swings at balls out of the zone about 10% more often than Edwin.
My first thought when I saw these numbers was that Encarnacion must be swinging at more pitches outside of the zone and that is why he is struggling. In order to check this theory out, I broke out two sets of graphs. The first set is for EdE's "bad periods" from 3/31-4/8 and from 5/3-present:
And then I broke out the same reports for the period from 4/10 - 5/2:
Based on these numbers, it appears that EdE is actually swinging less when he is hitting poorly - by about 9%. Obviously that's not a bad thing when the ball is out of the zone, but most of his swings are disappearing on pitches in the strike zone. This explains why he has about 5% more called strikes when he's struggling, which then explains why he seems to be getting disgusted with the umpires more lately.
So what's the deal? Well, it's hard to say as these data only show half of the picture. We can't see whether he has a hitch in his swing or if he's pulling his head out or stepping in the bucket. However, looking at these data, he may be having trouble picking up the ball out of the pitcher's hand or perhaps is having confidence issues with his strike zone judgment. This would also explain the low numbers when he's making contact as he may not be squaring the ball up well when he does swing.
Any guesses from the gallery?


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- Cuffed sleeves and hem
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text:
I'm sorry, Sacha, but you've crossed the threshold. I'm afraid to say, you're not allowed science any more.
Excellent reference for the human body - a full 3D model which allows you to show and hide various parts (skeleton, organs, muscles) and click on them individually for their names.
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FAIRFAX Vermont police said a New Jersey woman was killed in a two-vehicle crash at a street intersection in Fairfax.
Police said 21-year-old Davis Bodette III of Cambridge, was driving Saturday when the car went past a stop sign on Fletcher Road and was hit on the passenger side by a pickup, driven by 36-year-old Michelle Messier of Milton.
Police say a passenger in Bodettes car 21-year-old Karleigh Baumann of New Jersey was injured and taken to a hospital, where she died.
Bodette and Messier each had minor injuries.MORE IN This Just InBy Darren Marcy Full StoryBy Gordon Dritschilo Full StoryRutland Herald content editor Rich Alcott shares local weather information and easily digestible... Full Story -
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Rapper Big Sean and his actress/singer girlfriend Naya Rivera were the latest pair to be shot by celebrity photographer Terry Richardson. The lovebirds posed for a slightly risqué shoot (which Terry is known for), exposing lots of skin together, along with a series of photos with Sean repping his hometown in a Detroit Red Wings jersey.
Aren't they cute together? Big Sean's latest effort, Hall of Fame, is in stores now, and Naya's debut single, "Sorry", is now available for purchase on iTunes. Click through the gallery up top to view the entire shoot.
For more photography from Terry Richardson, you can head over to his site, Terry's Diary.