text:
A hydraulic coupling system includes a pump, a controller, a clutch assembly, and a valve. The clutch assembly includes an actuator and a multi-disk clutch pack coupled to the actuator. Under the direction of the controller, the pump pressurizes a fluid in the actuator to engage the clutch pack and pumps the fluid through the clutch pack to cool the clutch pack. The valve maintains the fluid pumped to the actuator at a higher pressure than the pressure of the fluid pumped through the clutch pack to cool the clutch.
1. A hydraulic coupling system, comprising
a pump;
a controller;
a clutch assembly including an actuator and a multi-disk clutch pack coupled to the actuator, the pump pressuring a fluid in the actuator to engage the clutch pack and pumping the fluid through the clutch pack to cool the clutch pack under the direction of the controller; and
a valve for maintaining the fluid pumped to the actuator at a higher pressure than the pressure of the fluid pumped through the clutch pack to cool the clutch.
2. The system of
3. The system of
4. The system of
5. The system of
6. The system of
7. The system of
8. The system of
9. The system of
[0001] This application claims the benefit of the filing date under 35 U.S.C. �119(e) of U.S. Provisional Application Nos. 60/447,809 and 60/447,810, both filed Feb. 14, 2003, the entire contents of which are incorporated herein by reference.
[0002] The present invention relates generally to power transmitting systems for motor vehicles. More specifically, the invention relates to a hydraulic coupling system.
[0003] Power transmitting systems for motor vehicles that distribute torque between the front and rear wheels are known. In some systems, either the front or rear wheels are the primary drive wheels, and the other set are the secondary drive wheels for providing additional traction needed in certain vehicle operating conditions. In these systems, most or all of the torque is transmitted to the primary drive wheels under normal driving conditions. However, when the system detects slippage of the primary drive wheels, a clutch mechanism couples the secondary drive wheels to the primary drive wheels so that a portion of the torque is transmitted to the secondary wheels.
[0004] In some vehicles, the torque transfer devices use a wet clutching mechanism to transfer torque between the left and right wheels or between the front and rear wheels. The performance of these wet clutching devices can degrade when subjected to repeated engagement duty cycles with high loads because of the significant generation of heat created through friction in the clutch.
[0005] The present invention features a hydraulic coupling system with a pump/motor assembly, an electronic control unit, a clutch pack assembly, and a valve assembly. The clutch assembly includes an actuator and a multi-disk clutch pack coupled to the actuator. Under the direction of the controller, the pump pressurizes a fluid in the actuator to engage the clutch pack and pumps the fluid through the clutch pack to cool the clutch pack. The hydraulic system return oil is used to cool the clutch; therefore, the cooling fluid pressure is determined by return line design and amount of fluid that passes through it.
[0006] The valve, and in some implementations the pump, can be pulse width modulated under the direction of the controller.
[0007] The system may include a two-way valve or a pilot valve which holds a preload pressure to the system when the pump is not operating and the clutch pack is disengaged. The system may include an accumulator for compensating for fluid leakage in the system. The pump may be a gerotor, gear, vane, or any other type of pump.
[0008] The clutch assembly may be integrated with the driveline component in a single unit, such that a hypoid shaft and a propeller shaft are coupled through the clutch assembly. The clutch assembly may be incorporated in a housing. An axle pinion gear may be coupled to the clutch assembly. The pinion gear may be supported in the housing by two opposing tapered-roller bearings.
[0009] Other features and advantages will be apparent from the following drawings, detailed description, and claims.
[0010] The accompanying drawings, incorporated in and forming a part of the specification, illustrate several aspects of the present invention. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention. Moreover, in the figures, like reference numerals designate corresponding parts throughout the views. In the drawings:
[0011]FIG. 1 is a diagrammatic representation of a hydraulic coupling system in accordance with the invention.
[0012]FIG. 2 is a diagrammatic representation of an alternative arrangement of a hydraulic coupling system in accordance with the invention.
[0013]FIG. 3 illustrates an electronic control module for the hydraulic coupling system of FIG. 2.
[0014]FIG. 4 is a cross-sectional view of a hydraulic coupler of the coupling systems of FIGS. 1 and 2.
[0015]FIG. 5A is a cross-sectional view of a hydraulic coupler integrated with a differential unit in accordance with the invention.
[0016]FIG. 5B illustrates a bearing support structure of the integrated unit of FIG. 5A.
[0017]FIG. 5C is a cross-sectional view of another hydraulic coupler integrated with a differential unit in accordance with the invention.
[0018] FIGS. 6A-6C illustrate an alternative embodiment of a hydraulic coupling system in accordance with the invention.
[0019]FIGS. 7A and 7B illustrate another alternative embodiment of a hydraulic coupling system in accordance with the invention.
[0020] FIGS. 8A-8C illustrate yet another alternative embodiment of a hydraulic coupling system in accordance with the invention.
[0021]FIG. 9 illustrates another hydraulic coupling system in accordance with the invention.
[0022]FIG. 10 illustrates a control system for the hydraulic coupling system of FIG. 9.
[0023]FIG. 11 illustrates a control block diagram for the controller of the hydraulic coupling system of FIG. 9.
[0024]FIG. 12 is a flow diagram of a sequence of steps for the control of the hydraulic coupling system of FIG. 9.
[0025]FIG. 13 illustrates the operation of the controller in various device modes.
[0026]FIG. 14 is a block diagram of a valve control.
[0027]FIG. 15 illustrates a thermal compensation strategy.
[0028]FIG. 16 is a flow diagram of a break-in process for a hydraulic coupler in accordance with the invention.
[0029]FIG. 17 is a flow diagram of a sequence of steps for lubricant temperature control in accordance with the invention.
[0030]FIG. 1 illustrates a hydraulic coupling system generally identified as 10. The system 10 includes a hydraulic coupler or clutch 12 and a pump/motor assembly 14. The hydraulic coupler 12 includes a clutch pack 18 coupled to an actuating cylinder or piston 20. The actuating cylinder 20 is connected to the pump/motor assembly 14 through a supply line 16. A pressure transducer 22 detects the pressure in the supply line 16 and transmits signals to an electronic control unit (�ECU�) 24 b that monitors and controls the operation of the system 10. Temperature in the clutch pack 18 is monitored with a temperature sensor 13, such as a thermocouple, which transmits signals to the ECU 24 b.
[0031] The pump/motor assembly 14 includes a motor 26, running at a constant speed, which operates a positive displacement pump 28, such as a vane, gerotor or gear-type pump. The pump 28 pumps a fluid, such as a hydraulic fluid or oil, from a reservoir 30 to the cylinder 20 of the hydraulic coupler 12 through the supply line 16. Increasing pressure in the cylinder 20 engages the clutch pack 18. A strainer 32 and filter 34 filter particulates that may be present in the fluid in the reservoir 30 to prevent damage to the hydraulic components in the system and to cleanse the hydraulic fluid in the system 10 as the fluid circulates through the system. A pressure control valve 38, which is controlled by the ECU, is provided to control system pressure in line 16 and in cylinder.
[0032] When the system 10 is in operation, the control valve 38 is under the direction of the ECU 24 b to control the system pressure. When the coupler 12 is disengaged, the control valve 38 is not energized and the system fluid pressure is at a minimum, and the motor 26, connected to ECU 24 b via a relay switch 24 a, outputs power is reduced to match the hydraulic system loss. When the coupler 12 is engaged the system pressure is determined by the pulse width modulated (�PWM�) signal from the PWM driver 24 c connected to the ECU 24 b that controls the operation of the valve 38.
[0033] Through PWM control of the control valve 38, a variable pressure fluid supply is applied to the actuating cylinder 20 of the clutch pack 18. An orifice 40 is also positioned in the return flow line 41 to distribute the required amount of flow to cooling the clutch plate.
[0034] In sum, all fluid that moves past the control valve 38 is diverted either through the supply line 42 to the clutch lubrication port of the clutch pack 18 or returned to the reservoir 30. This by-pass circuit prevents the possibility of delivering too much fluid to the clutch pack 18 assembly. Therefore, the orifice 40 is sized to deliver an optimized amount of fluid to the clutch pack 18, while permitting the return of fluid to the device reservoir 30. The reservoir 30 can be optimized and provided with baffles to reduce fluid return turbulence and aeration.
[0035] Note that many prior art torque transfer devices rely on friction disk cooling through splash or passive-type lubrication, which may or may not deliver adequate fluid for proper lubrication and cooling. Passive lubrication can vary with rotational speed of the clutch components and with vehicle pitch and roll. If a sufficient amount of fluid is not delivered, the result is excessive clutch heat leading to noise, vibration, and harshness (�NVH�) issues, as well as clutch wear. In contrast, the system 10 provides hydraulic fluid or oil to the clutch pack 18 at all times to ensure proper cooling and clutch performance. The hydraulic pump/motor assembly 14 provides pressurized fluid to both the actuation system (i.e. fluid to the actuating cylinder 20) and the lubrication/cooling circuit (i.e. fluid supplied to the clutch pack 18 via supply line 42, and fluid removed from the clutch pack 18 via return line 44). In sum, the lubricating and cooling hydraulic fluid is actively pumped in a continuous manner to the clutch pack 18 to provide proper clutch lubrication for sustained engagement events. Furthermore, heat generated from the clutch material is distributed to the lubricating fluid in a continuous manner to cool the clutch pack 18.
[0036] A modification of the above described system provides PWM duty cycle control of the motor 26 as illustrated in FIG. 2, allowing for some reduction in electrical energy usage in certain operating conditions. In this implementation, the ECU 24 includes a PWM capable driver module 46 a and a microcontroller 46 b. The driver module 46 a receives PWM duty cycle signals from the microcontroller 46 b and provides PWM control signals to the motor 26. When the system 10 is in a disengaged condition, the control valve 38 is not energized and the system fluid pressure is at a minimum, while at the same time the PWM signal from the ECU reduces the output speed of the motor 26, and therefore reduces the output flow of the pump 28. This is unlike the implementation of the system 10 shown in FIG. 1, in which the motor 26 operates continuously at 100% whether or not the clutch pack 18 is engaged. Thus, with the implementation shown in FIG. 2, the power usage of the system 10 is decreased when in the clutch is in a disengaged condition. When the clutch pack 18 is to be engaged for full power, the PWM signal instructs the motor 26 to operate at or near 100%. Thus, the PWM signal to the motor 26, as well as to the control valve 38, regulates the system fluid pressure, whereas in the implementation shown in FIG. 1, the PWM signal to the control value solely regulates the pressure in the system.
[0037] A PWM capable ECU controller, as shown in FIG. 3, incorporates both the microcontroller 46 b and the PWM capable driver modules 46 a. In some implementations, the ECU unit is integrated onto the hydraulic valve body to minimize packaging, weight and cost. The ECU controller 24 shown in FIG. 3 has multiple connection pins 25 a-25 m. The motor 26 and the valve 38 receive PWM control signals through the pins 25 a and 25 b, and are grounded through the pin 25 c and 25 d, respectively. The ECU controller 24 is also grounded to a battery through the pin 25 m. Motor current is monitored internal to the ECU, and the cylinder pressure as monitored by the sensor 22 is transmitted to the ECU controller through the pin 25 e. The sensor 22 also receives a power supply through the pin 25 g. The sensor return pin 25 f connects to the sensor power return line. Power Mode pin 251 either wakes up the ECU or shuts it down. The power supply 25 k powers up the ECU. The ECU controller 24 is further connected to an external communication network through the pin 25 j and receives oil temperature and motor temperature signals through the pins 25 h and 25 i, respectively.
[0038] The system 10 can energize the hydraulic system motor 26 and pump 28 immediately at ignition to permit immediate clutch engagement for four-wheel drive traction. The clutch pack 18 need not be fully engaged or fully disengaged. Rather, the clutch pack 18 provides a range of torque through-put depending on the torque distributions requirements between the front and rear wheels or between the left and right wheels. Accordingly, in some situations clutch slippage is expected and desired.
[0039] The system 10 can be mounted to or integrated with a front or rear wheel axle differential. FIG. 4 illustrates such an arrangement with a propeller shaft 46 coupled to a hypoid shaft/gear 48 through the coupler 12. The propeller shaft 46 turns continuously in this configuration. Application of the coupler 12 would couple the spinning propeller shaft 46 to the rear axle differential via the hypoid shaft/gear 48 in a controlled manner.
[0040] As shown in FIG. 4, the actuating cylinder or piston 20 acting on the clutch pack 18 has an annular shape. The amount of fluid pressure in the supply line 16 determines the level of engagement between the propeller shaft 46 and the hypoid shaft 48. As mentioned above, the supply line 42 provides hydraulic fluid to the clutch pack 18 for both lubricating and cooling purposes. The cooling fluid circulates in a chamber 50 enclosed within a housing 52 and exits the chamber through the return line 44 (FIG. 1). A pair of shaft seals 54 prevents the operating and cooling fluid from mixing with the rear differential axle fluid.
[0041] The coupler 12 can be combined with the driveline component into one integrated configuration as shown in FIG. 5A. Here, the coupler 12 is incorporated into a housing 60 of a rear axle differential 62. As such, an output hub 64 of the coupler 12 is coupled in an integrated manner to an axle pinion gear 65 of the hypoid. This cross-section also illustrates a Bellville-type return spring 66 that opposes the stroking movement of the actuating piston 20 towards engagement of the clutch pack 18. Again, it should be noted that the axle lubricant is separated from the clutch operating and cooling hydraulic fluid circulating in the chamber 50 with the pair of serial shaft fluid seals 54.
[0042] Referring also to FIG. 5B, the pinion gear 65 is supported by two opposing tapered-roller bearings 68 and 70. Integrating the output hub 64 onto the gear 65 makes use of the bearings to support the hub 64 and hence a portion of the coupler 12, eliminating the need for additional support bearings and structure. Accordingly, the number of parts required in the system as well as the overall size and weight of the system are reduced.
[0043] The coupler hub 64 is attached to the pinion gear 65 with a spline on the shaft 48 of the pinion gear 65. The hub 64 is secured on this spline with a locking nut 72 threaded to the shaft 48 of the pinion. The axial thrust loads of the coupler 12 are transmitted through the hub 64 to the nut 72. Therefore, all radial and axial loads are supported by the two tapered-roller bearings 68 and 70.
[0044]FIG. 5C is a cross-sectional view of another unit 80 with the hydraulic coupler 12 integrated with the differential unit 62 in the housing 60. The unit 80 includes radial and axial bearings, 81 and 82, respectively, for the shaft 48, as well as bearings 83 and 84 for the coupler 12. Other features of the unit 80 corresponding to those of the integrated unit shown in FIGS. 5A and 5B are identified by like reference numerals.
[0045] In certain embodiments of the invention, a simple and low cost method is employed to hold the clutch pack preload pressure or load when the pump is not operating. For example, FIGS. 6A-6C depict a hydraulic coupler system 100 with a hydraulic pump 103 driven by an electric motor 102. The pump 103 draws fluid from a reservoir 101 and delivers the fluid to a cylinder chamber 111. A proportional relief valve 104 controls the system fluid pressure. Increasing the pressure of the hydraulic fluid pushes a cylinder piston 107 to engage a clutch pack 108. A 2-way valve 105 holds the system preload pressure when the clutch is disengaged, and allows the fluid to flow freely in both directions when the clutch pack 108 is in an engaged condition. The proper amount of lubricant is maintained in the clutch pack 108 via a lube line 117.
[0046] When the system 100 is in a disengaged condition, the 2-way valve 105 is not energized, that is, it is located in position 1, as shown in FIG. 6A. In this position, fluid can only flow from the pump 103 through a flow line 113 to the cylinder chamber 111, and cannot flow back from the cylinder chamber 111 to the pump 103. Once the pressure in the cylinder chamber 111, detected by a pressure sensor 109, reaches the upper threshold of the preload pressure, an ECU 110 sends out a signal that turns the electric motor 102 and hence the pump 103 off. At the same time, the pressure control valve is set at the upper threshold of the preload pressure. Because the cylinder chamber 111 is sealed and the check valve 105 prevents backflow when it is in position 1, fluid leakage is minimized, such that the preload pressure in cylinder chamber 111 is held for a longer period of time. If over time, the pressure sensor 109 sends a signal to the ECU 110 that the pressure is lower than a minimum preload pressure threshold, the ECU turns the electric motor 102 on until the pressure reaches an upper threshold.
[0047] The 2-way valve 105 can also prevent the system from interacting or interfering with an Anti-Lock Braking system from clutch preload. For example, in the preload condition, if the ECU 110 determines that the Anti-Lock Braking System is active, the ECU 110 sends out a signal to energize the 2-way valve 105 and to release the pressure in the chamber 111, and therefore, fully disengage the clutch pack 108.
[0048] When the system 100 is in an engaged condition, the 2-way valve 105 is energized (i.e. position 2 shown in FIG. 6B). In this position, fluid can flow back and forth between the pump 103 and the cylinder chamber 111. The ECU 110 regulates the valve 104 input current to control the system pressure to produce the required clutch engagement torque.
[0049] Another type of valve that can be used in place of the 2-way valve is a pilot check valve 114 shown in FIG. 6C. The pilot check valve 114 is closed when the pressure in a pilot control line 115, which is connected with pump output line 113, is lower than its setting threshold pressure. When the valve 114 is closed, fluid flows from the pump 103 through the flow line 113 to the cylinder chamber 111 and cannot flow back in the reverse direction from the cylinder chamber 111 to the pump 103. Once the pilot control line pressure is higher than the threshold value, the fluid can flow in either direction. The valve open threshold is set to be equal to the clutch plate upper threshold of the preload pressure. In the disengaged condition, when the signal from the pressure sensor 109 reaches a preload upper threshold, the ECU 110 turns the electric motor 102 off. Once the motor 102 is turned off, the pilot pressure of the check valve 114 decreases below the check valve open threshold and the fluid in the cylinder chamber 111 is prevented from flowing back through the check valve 114, and the pressure in the cylinder chamber 111 is held at the desired preload level. The pump 102 is inactive until the ECU 110 sends out a signal to engage the clutch pack 108, or if the cylinder chamber pressure is lower than the clutch preload lower threshold. When the clutch pack 108 is to be engaged, the electric motor 102 turns on, and the system pressure is controlled by the proportional relief valve 104. Once the control pressure is higher than the check valve opening threshold, the pressure in the cylinder chamber is controlled according to clutch plate engagement torque requirements.
[0050] Another embodiment is shown in FIGS. 7A and 7B as a hydraulic coupling system 200. Note that like reference numerals identify corresponding parts in the system 10 shown in FIGS. 1 and 2. The system 200 is similar to the system 10 shown in FIG. 1 except that a three way two position valve 215 and a lower pressure accumulator 216 are added to system. When the clutch pack 18 is to be engaged, the valve 215 is disengaged, as shown in FIG. 7B. As such, the accumulator 216 is disconnected from the system 200 and the system pressure is controlled by the control valve 38 as in the system 10 of FIG. 1. When the clutch pack has been disengaged, the valve 215 is engaged as shown in FIG. 7A, and the accumulator 216 is connected to the actuating cylinder 20. If the pressure of the accumulator 216 is higher than the lower cylinder preload threshold pressure, the hydraulic pump/motor assembly is turned off, and the accumulator 216 compensates for fluid leakage from the cylinder 20. When the cylinder pressure is lower than the lower cylinder preload threshold, the motor 26 turns on and the pump 28 charges the accumulator 216 until its pressure reaches the upper cylinder preload threshold. During the charging process, the pressure control valve 38 is set at the cylinder upper preload threshold pressure.
[0051] Another embodiment shown in FIGS. 8A-8C as a system 300 is also similar to the system 10 of FIG. 1, except that the system 300 includes two two-way position valves 317, 318 and an accumulator 316. The system 300 is also provided with pressure sensors 322 and 324. Under normal diving conditions, the motor 26 is off and the valves 317 and 318 are de-energized as show in FIG. 8A. In this condition, the clutch pack 18 is fully disengaged and the higher pressure accumulator 316 pressure is equal to or higher than the maximum system working pressure. When clutch pack is to be engaged, the motor 26 is turned on by the ECU 24 and the valve 317 remains de-energized, while the valve 318 is energized as shown in FIG. 8B. As such, both the accumulator 316 and the pump 28 supply fluid to the actuating cylinder 20 for rapid cylinder movement. During the process, fluid stored in accumulator 316 is discharged, so that the pressure of the accumulator 316 begins to decrease. Once the pressure in the actuating cylinder 20 reaches the level of the accumulator 316, the valve 318 is de-energized back to the position shown in FIG. 8A. In this condition, only the pump 28 sends fluid to the actuating cylinder 20, so that the system 300 works in the same way as the system 10 of FIG. 1. When the ECU 24 determines that the clutch pack 18 is to be disengaged, the ECU 24 drives the control valve 38 to set the system pressure to a minimum value such that the valve 317 becomes engaged. After the clutch plate is disengaged as expected, the valve 317 and 318 is engaged, as shown in FIG. 8C, and the ECU 24 drives the control valve 38 to reset the system pressure to a maximum value. In this condition the pump 28 charges the accumulator 316. Once the accumulator's pressure reaches a predetermined value, valve 318 is first de-energized, then the control valve 38 is de-energized and the pump motor 26 is turned off, and finally valve 317 is de-energized. For this system, the accumulator can also couple with the pump and the valve to control the cylinder pressure during a clutch engagement process to help decrease the system requirement on pump output flow.
[0052] Referring now to FIG. 9, there is shown another implementation of a hydraulic coupling system identified generally by the reference numeral 400. In addition to the other previously described components, identified in FIG. 9 with like reference numerals, the system 400 includes a signal conditioner 404, a filter 406, and a thermocouple 408. The signal conditioner 404 conditions the pressure signal from the pressure transducer 22 and transmits the conditioned signal to the microcontroller 46 b. The filter 406 functions in much the same way as the strainer 32 (FIGS. 1 and 2) described earlier; that is, the filter 406 removes particulates that may be present in the fluid to cleanse the fluid and to prevent damage to the pump 28 and valve 38. The thermocouple 408 provides a signal representative of the temperature of the fluid in the sump of the clutch pack 18 to the microcontroller 46 b, and the temperature of the motor 26 is monitored with a temperature sensor, such as a thermocople 15, coupled to the signal conditioner 404.
[0053] As shown in FIG. 9, the bold lines, such as line 16, indicate the high pressure side of the system, whereas the lighter lines, such as lines 42 and 44, indicate the lower pressure side of the system. By pressurizing the cylinder 20 in the hydraulic coupler 12, the piston 21 applies a force on the clutch pack 18 which, after overcoming the retraction spring force, engages both sides of the coupler. To maintain a desired pressure in the cylinder, one or more actuators are operated in a controlled manner. Again, the motor 26 of the pump/motor assembly 14 and the valve 38 can be PWM controlled.
[0054]FIGS. 10 through 14 describe the control algorithms for the system 400. A higher level controller (such as a vehicle level controller) generates an engagement command of a particular percentage based on the vehicle dynamics (e.g. loss of traction due to acceleration, wheel slip, yaw instability detected via understeer/oversteer conditions check, etc.) and provides this information as a device command 412 (FIG. 10) to the microcontroller 46 b. The engagement command is then interpreted by the control algorithms as a pressure command for the electro-hydraulic system 400. This can be done, for example, via a look-up table generated by a dynamometer testing of the clutch pack. While the pressure transducer 22 feeds pressure information back to the microcontroller 46 b, the microcontroller 46 b tracks the desired pressure (i.e. the pressure command) by transmitting control commands to the driver module 46 a to control the pump motor 26 and the valve solenoid 38.
[0055] Another aspect of the system 400 is the over-temperature protection of the system. Based on the measured fluid temperature with a thermocouple, the controller 46 b reduces the system pressure at the expense of performance degradation. The other thermocouple 15 monitors the motor temperature and protects the motor from over-temperature conditions by reducing the drive command to the motor.
[0056]FIG. 10 is a block diagram of the overall control algorithm for the system 400. The combined operation of the driver module 46 a and the microcontroller 46 b of FIG. 9 is depicted as a device controller 410. The device controller 410 has four inputs (device command 412, feedback pressure 414, fluid temperature 416, and motor temperature 418) and two output signals (pump motor command 420 and valve command 422).
[0057] The device command 412 is typically transmitted from the higher level vehicle controller mentioned above to the microcontroller 46 b. The cylinder pressure input 414 represents the pressure as measured by the pressure sensor 22, and the fluid temperature input 416 and the motor temperature 418 represent the temperatures measured by the thermocouple 408 and the thermocouple 15 that monitors the temperature of the motor 26. The pump motor command 420 and the valve command 422 from the driver module 46 a directs the motor 26 to operate the pump 28 at a desired pressure and the operation of the valve 38.
[0058]FIG. 11 shows a bit detailed description of the controller 410. First, the device command 412 is interpreted as a desired pressure command (DesPress) through a predetermined look-up table 424 (based on, for example, experimental observation). The next block 426 is a mode detection block (identified as a HydraulicSystemControlMode) for the controller which determines the device mode (DeviceMode) based on the desired pressure command (DesPress) from the look-up table 424 and the feedback pressure (PressFB) from the cylinder pressure input 414. The system 400 typically operates in one of three modes: Mode 1 for clutch disengagement; Mode 2 for full clutch engagement; and Mode 3 for partial clutch engagement.
[0059] The third block 428 (identified as a HydraulicSystemControl block) contains the control algorithms for the pump motor and the valve solenoid which determines the actuator commands based on the system state (i.e. the Device mode), and the desired pressure (DesPress) and the feedback pressure (PressFB). The pump command (PumpCmd) and the valve command (ValveCmd) outputs are fed to a multiplexer 429 where the command signals are combined as a single input signal fed to a block 430.
[0060] The fourth block 430 (identified as a ThermalCompensation block) receives the input from the multiplexer 429 and the fluid temperature input 416 and the motor temperature input 418 and compensates the pump and valve commands (Commands) for temperatures that exceed upper threshold temperatures of the fluid and the motor. The block 430 provides the compensated pump and valve commands as the output pump command 420 and the valve command 422.
[0061]FIG. 12 illustrates a process 500 for the operation of the mode detection block 426 in the form of a flow diagram. Based on the desired pressure and feedback pressure information, as well as other parameters, the process 500 determines the device mode of the system 400. After the process 500 initiates in step 502, process 500 sets the device mode to mode 1 (total disengagement) in step 504 and progresses to the decision step 506, which receives desired and feedback pressure information. Step 506 determines if the desired pressure is greater than the sum of the system back pressure and an upward tolerance, and if the feedback pressure is less than the sum of the system back pressure and the upward tolerance. If these two conditions are not met, the process 500 returns to step 504 so that the device mode remains as mode 1. If the conditions are met, then the process 500 proceeds to step 510, indicating that the device mode is now mode 2 (full clutch engagement). From step 510, the process 500 makes two decisions at steps 512 and 514.
[0062] At step 512, the process 500 determines if both the desired and feedback pressures are less than the sum of the system back pressure and a downward tolerance. If these conditions are met, the process 500 returns to step 504 such that the device mode returns to mode 1. If the conditions are not met, the process 500 remains in mode 2.
[0063] In step 514, the process 500 determines if the desired and feedback pressures are greater than the sum of the maximum desired pressure and the upward tolerance. If these conditions are not true, the process returns to step 510 such that the device mode remains as mode 2. If the conditions are true, the process proceeds to step 516 where the device mode is set to mode 3 (i.e. partial engagement). From step 516, the process 500 makes two additional decisions at steps 518 and 520.
[0064] In step 518, the process 500 decides whether both the desired and feedback pressures are less than the sum of the maximum desired pressure and the downward tolerance. If this is the case, the process 500 returns to step 510, indicating the device mode is reset to mode 2. If the conditions are not true, the device mode remains as mode 3.
[0065] In step 520, the process 500 determines if both the desired and feedback pressures are less than the sum of the system back pressure and the downward tolerance. If these conditions are not met, the device mode remains as mode 3. If the conditions are true, the process 500 returns to step 504, where the device mode is reset to mode 1.
[0066]FIG. 13 illustrates the operation of the hydraulic system control block 428 in the various device modes. The device mode command 600 instructs a multiport switch 618 that switches to one of the device modes 619 a (mode 1), 619 b (mode 2), or 619 c (mode 3). In device mode 1, the pump 28 is operated at certain optimum duty cycle 608 while the valve 38 is set at its default position (zero) 610. The duty cycle can be between 0% to 100%, but is typically about 50%. This mode ensures fastest initial pressure response for the controller. In device mode 2, the pump 28 is set at zero 612 while the valve 38 control is maintained through a valve controller 606 which receives the desired and feedback pressure commands 602 and 604. In device mode 3, the pump 28 is set at full duty-cycle 614 while the valve 38 is controlled to track the desired pressure.
[0067] In each of the modes, the pump and valve commands are combined in a respective multiplexer 616 a, 616 b, or 616 c. The combined signals are in turn transmitted to the multiport switch 618. The combined signal from the switch locations 619 a, 619 b, or 619 c is transmitted to a demultiplexer which splits the signals into a pump command 622 and a valve command 624. These signals are then combined in the multiplexer 429 into the single signal transmitted to the thermal compensation block 430.
[0068]FIG. 14 illustrates the operation of the valve control block 606 of FIG. 13. Initially, the feedback pressure 604 is subtracted from the desired pressure command 602 in the subtraction block 700. The difference is then fed to a PID controller 702, where the proportional 704, integral 706, and derivative 712 gains are tuned for optimal response time for the system 400. An integrator anti-windup strategy 708 is built into the integrator block by putting a limit to the integration value, and a saturation limiter 710 sets an upper limit to the integrator output. The derivative control includes a filter 714 to minimize oscillations in the derivative output, in addition to differentiating the error.
[0069] The outputs of the proportional, integrator, and derivative blocks are added in a summation block 716, which transmits the combined signal to another saturation limiter 718 to ensure that the signal does not exceed an upper threshold. A converter 720 divides the PID signal from the limiter 718 by the maximum system pressure. A ditherer 726 takes 5% of the signal value 722 from the converter and multiplies it with a sinewave with a frequency of, for example, about 250 Hz 724. This product is added in a summation block 728 with the original output value from the converter 720 to minimize stiction and improve valve performance (such as response, hysteresis, etc.). The summed value is subjected to another limiter 730 that ensures the value does not exceed an upper threshold. The limited value is then provided as a valve command 732 to the multiplexers 616 b and 616 c (FIG. 13).
[0070]FIG. 15 illustrates the operation of the thermal compensation block 430. In brief, when the limiting valve of the fluid temperature is exceeded, the algorithm ramps down both the motor and the valve solenoid commands. If the motor temperature exceeds the threshold, only the motor command is ramped down.
[0071] As mentioned above, the pump and valve commands from the hydraulic system control block 428 are combined in a multiplexer 429. This combined signal is provided as a command signal 800 to the thermal compensation block 430. The fluid temperature input command 416 is subtracted from an fluid temperature threshold 802 in a subtraction block 804. The difference is provided to a gain block 806, and the signal from the gain block 806 is multiplied by the command signal 800. The product is further added to the command signal 800 in a summation block 810. If the fluid temperature input 416 exceeds the threshold value in 802, a switch 812 switches to the command modified by the fluid temperature 813 a. Otherwise, switch 812 passes the original command 813 b.
[0072] The motor temperature input command 418 is subtracted from an motor temperature threshold 816 in a subtraction block 818. The difference is provided to a gain block 820, and the signal from the gain block 820 is multiplied by the motor command in signal 800 provided by a multiplexer 814. The product is further added to the command signal 800 in a summation block 824. The signal from the summation block 824 is combined with the valve command signal 800 in a multiplexer 826. If the motor temperature input 418 exceeds the threshold value in 816, the switch 828 switches to the command modified by the motor temperature, as indicated by the switch setting 829 a. Otherwise switch 828 passes the output from the switch 812 (i.e., the original command, or the command modified by the fluid temperature), as indicated by the switch setting 829 b. The output from the switch 828 is fed to a demultiplexer 830. From the demultiplexer 830, part of the signal is fed to a saturation limiter 832 that ensures the pump command signal 420 does not exceed an upper threshold. The demultiplexer 830 also supplies a signal that is subjected to a deadband compensation strategy 834 to compensate for any deadbands in the valve operation. The compensated signal is then supplied to another saturation limiter 836 that prevents the valve command 422 from exceeding an upper threshold limit.
[0073] The performance of torque transfers devices, such as the hydraulic coupling systems described above, may vary in production due to a number of factors including manufacturing tolerances. This device variation may be large enough to require matching individual torque transfer devices with ECUs calibrated for specific performance ranges. Alternatively, data from device sensors, such as pressure, temperature, and electrical current level, can aid the algorithm in determining the device performance range. Based on the system performance, control strategy algorithms can be adjusted. Consequently, a universal ECU 24 can be stocked at service centers.
[0074] At device startup, the vehicle status, received by the ECU via the external network, may provide certain input parameters for the algorithm. For example, vehicle status information may answer questions such as:
[0075] i. Is the engine rpm>calibrated level?
[0076] ii. Is the vehicle brake applied?
[0077] iii. Is the transmission in park or neutral?
[0078] iv. Are the wheel speeds=0?
[0079] The driver module of the ECU 24 briefly applies a minimum amount of current to coupler actuator devices 12, 38 based upon stored values and the present temperature of the fluid. The stored value is either factory set or stored from a previous vehicle drive cycle. In order to normalize data, the temperature, as read from the coupler's temperature sensor, is compared to the temperature stored from a previous algorithm run. An electrical current sensor is monitored to verify that the appropriate current level is being applied. Existing driveline sensors, such as pressure or torque sensors, can be used to monitor the performance of the torque transfer device.
[0080] Brief, medium and heavy applications can also be monitored so that a performance curve can be estimated. An appropriate performance look-up table can then used for that drive cycle.
[0081] During the life of the torque transfer device, the system may begin to show a change in performance due to the wear of the components, such as the clutch plates. Therefore, the algorithm may also be used to monitor the performance of the coupler 12 for diagnostic purposes. Based upon the difference between the actual and expected performances, control strategies can be adjusted. Moreover, with this algorithm, vehicle performance inconsistencies can be minimized. The algorithm monitors when the performance compensation reaches a preset limit. This limit would indicate excessive wear and an action to compensate for this wear can be executed. Thus, the algorithm can monitor wear over many drive cycles, aid in fine-tuning the system, and limit damage due to worn components. Compensation limits may be calibrated to reflect the mechanical limits of the torque transfer device.
[0082] Typically, conventional friction clutches are made in high volume. The time necessary to cure these conventional friction materials may be acceptable, but not necessarily adequate for immediate in-vehicle usage and to withstand overall 150,000+ high mileage durability requirements. Inadequate cure and initial abusive vehicle break-in can result in noises and vibrations generally identified as clutch shudder and/or squawk, as well as friction face fluid glazing and eventual flaking to bare metal.
[0083] To overcome such break-in issues, any of the foregoing hydraulic systems discussed above can be provided with a break-in algorithm, such as the process 900 illustrated in FIG. 16, to slow cure the friction surfaces during a limited number of initial vehicle miles with a low pressure clutch modulation strategy.
[0084] The algorithm 900 includes an outer loop 902 provided with vehicle mileage from a mileage counter 906, vehicle speed 910, and steering wheel rate 912. The outer loop 902 computes in step 904 the cumulative vehicle mileage from born-on date to pre-set mileage termination point based on the vehicle mileage. The outer loop also computes in step 908, based on the vehicle speed 910 and steering wheel rate 912, the minimum vehicle speed limit to prevent vehicle shudder during turning maneuvers. Next in step 914, the outer loop 902 determines the default selection for the compensated desired actuator current in a control solenoid current step 918 in an inner loop 904. Alternatively, an external override control 916 can provide a desired actuator current override for the control solenoid current step 918. A solenoid current command, based on the desired duty cycle, is supplied to the solenoid device in step 920. The solenoid current is also measured which is fed back to step 918 to compensate the desired actuator current. The measured solenoid current is also fed to step 922 which modulates the minimum allowable solenoid pressure to engage the coupler clutch system. The modulate signals from step 922 are also supplied to the pressure sensor (identified by block 924), which supplies in turn a feedback signal to the compensation step 918. Based on measured temperature, pressure and speed difference across the clutch and separator plate, a look-up table may be utilized to yield desired or available torque output.
[0085] In one implementation, the algorithm 900 is provided with a subroutine that includes a mileage counter of say 0 to 3000 miles, a minimum vehicle operation speed (e.g. operation speed>5 MPH), a minimum clutch engaging pressure (e.g., 5 to 10 psi), and an override feature to allow full clutch lock-up to maximum pressure for normal traction control function. When the above conditions are met the clutch is continuously modulated in the on-mode to break in the interacting friction material surfaces of the clutch via a slow cure method to insure appropriate aesthetic and durable functionality for the anticipated lifetime of the vehicle.
[0086] The hydraulic systems can be provided with a lubrication warm-up algorithm which operates the system at key-on until the lubricant fluid reaches a threshold temperature. The temperature reading can be the sump temperature or from a sensor that senses the vehicle ambient temperature. The system may be provided with control software that is able to estimate the lubricant sump temperature based on the coupler 12 operating conditions. The system may also include a component-level control algorithm and vehicle level control interface.
[0087] An implementation of a lubricant warm-up process 1000 is illustrated in FIG. 17. The process 1000 maintains the hydraulic fluid temperature within the desired operating range so that the hydraulic pressure and consequent torque performance remains predictable and consistent.
[0088] After an initiating in step 1002, the process 1000 proceeds to a decision step 1004 which receives measured or estimated sump fluid temperature from a block 1006. The decision step 1004 determines if the sump fluid temperature is less than a lower threshold temperature (T_low). If this condition is true, the process 1000 proceeds to the decision step 1008 that determines if the engagement command (Engage Cmd), as supplied as a percent engagement command from a block 1009 a, is less than a desired tolerance (Tol_e). If so, at steps 1010 and 1012, the process 1000 sets the pump and valve commands to desired levels (X %) and (Y %), respectively, and terminates at a step 1014. If the condition in step 1008 is not met, then the process 1000 instructs the system to perform under normal control, as indicated in step 1016 a, before terminating in step 1014.
[0089] If the step 1004 determines that the sump fluid temperature is not below a lower threshold, then the process 1000 decides in step 1018 if the fluid temperature is above an upper threshold temperature. If not, the process 1000 instructs the system to perform under normal control 1016 b, before terminating in step 1014. If the sump fluid temperature exceeds the upper temperature, the process proceeds to a decision step 1020, which receives a percent engagement command from the block 1009 b. If the engagement command is less than the specified tolerance (Tol_e), then the process 1000 sets the valve command to zero and the pump command to desired level (W %) in steps 1022 and 1024, respectively, and then terminates at step 1014. If the engagement command is not less than Tol_e, then the process 1000 reduces the system pressure by Z %, as indicated by step 1026, before terminating at step 1014.
[0090] It is therefore intended that the foregoing detailed description be regarded as illustrative rather than limiting, and that it be understood that it is the following claims, including all equivalents, that are intended to define the spirit and scope of this invention.
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Posted Nov 25, 2013By
The American Music Awards are voted on by the fans. For the seventh year in a row, winners will be determined by online voting.
Protesters upset with the decision in the Michael Brown case in Ferguson protested again in downtown Los Angeles We
People enjoy a turkey meal during Hope of the Valley Rescue Mission's Thanksgiving banquet at the Sun Valley miss
Supreme Court Justice Ruth Bader Ginsburg had a heart stent implanted Wednesday to clear a blocked coronary artery
La Reina defeats Calexico High in 3 games during Southern California Regional Division 2 first-round action in Thou

subset: commoncrawl


text:
Hey, Flo Rida talks about his track "I Can't Believe It" right here - check it out!
Hey, Flo Rida talks about his track "I Can't Believe It" right here - check it out!
when you go to shows in Brazil'm a super fan of you are waiting you with their music spectacular
Hey yall,
I saw that Flo made a piece of art at the Do Something Awards and he also signed a pair of monster headphones! They are pretty sweet and I'm putting the link in case you wanna bid on them! (delete the spaces!)
www. charitybuzz. com /catalog_items/319301
I sell the authentic jersey wear by FloRida during his show at Cannes' Palais on july 28th 2012.
eBay URL :
Real and authentic!
Hi! I made a remix on Flo RIda's song - Whistle! Listen 2 it and comment plz!)
In which Popdust poses wildly embarrassing questions to your favorite artists… and for some reason they answer them. Today's brave participant: Top 40 hip-hop star Flo Rida.
Watch it Here:
Freezy @FreezBlackHeart
Great speaking to @GuillermoRosas I think this @official_flo and @Anahi collaboration will be HUGE #GoodFeeling!!! #hit
To book Flo Rida for shows or events contact Uncle Pauly at email@example.com
I'm from Taiwan
When I ask to come to Florida a half tour of Taiwan?
Incidentally, if you can, the album sold in Taiwan, a signature will do!!
I am a 18-year-old children, super want to take pictures in Florida!!!
track called "Striptease" was made but never officially release flo rida did a track with ciara back in 2007 for "Mail On Sunday" it didnt make the album due to label resrictions!! ughhh i need that track soo bad!
Flo Ridas cousin Spect8e is a up and coming rapper. Flo Ride doesnt know he raps but what better way to tell him than through a big discussion. Go here to hear Spect8es songs. http://www.youtube.com/watch?v=y8tu7ax4Q50 let me know what you think!
How do you do, I Michael Sumkin. I from Russia, from city Orenburg, me 16 years, I dream to compose music hereinarter! More exactly, there is desire and longing hereto, write already texts their own on subject miscellaneous, on english, want to perform the american turnips, likes the culture and style, try much. You can to honour my text?! Shall is much thanked!!!
idk who gone see this, but i call my self night kane. im from chicago then i move to green bay this year.i hear , on the radio you was in the process of putting together a new team of artices. i myself feel im a talented artice in the making. i got 9 notebooks full wit flows. i been trying toget my music out to the right people that can improve it the most. i feel my music can reALLY IMPACT THE NEW SOCIETY FA THIS SUMMER IN MORE TO CUM.


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Super Junior's Kyuhyun revealed his 'Radio Star' family gave him constructive criticism on his solo debut
Super Junior's Kyuhyun thanked his 'Radio Star' family for giving him a lot of constructive criticism on his solo debut. Kyuhyun held an interview with OSEN in the waiting room of KBS 2TV's 'Music Bank' at KBS Hall in Yeouido, Seoul on November 21. He was asked, "Did your hyungs from the MBC variety show 'Radio Star', which you are an active MC for, show a lot of support?"The Super Junior member shared, "Prior to the release of my solo
Dongwoon talks about Yoseob's popularity + recalls a drunken encounter with Kyuhyun
B2ST's Dongwoon appeared on the October 22 installment of MBC's 'Radio Star' and talked about fellow member Yoseob as well as MC Kyuhyun.First, Kim Gu Ra complimented Dongwoon on his looks, saying, "You're too good-looking to be an idol. An idol is not popular if he is too good looking. Who is the most popular in B2ST?"The MCs predicted that either Kikwang or Doojoon would be in first, but Dongwoon said it was actually Yoseob, causing them to b
Dongwoon recalls a time when he was mistaken as a foreigner
B2ST's maknae Dongwoon appeared on the October 22 edition of MBC's 'Radio Star' and talked about a time he was mistaken as a foreigner due to his appearance, which understandably happens a lot with his strong features, large eyes, and overall look.He said, "I met an ahjumma who's a neighbor in the elevator, but she mistook me for a foreigner. Her dog was cute, so I petted it, but while she was on the phone, she said, 'Some foreigner is
Kim Gu Ra addresses rumors about Eunhyuk's popularity with the ladies
Kim Gu Ra complimented Eunhyuk on his charms when four Super Junior members appeared as guests on the October 8 edition of 'Radio Star.'MC Kim Gu Ra said to him, "Eunhyuk's eyes are deep," to which Kyuhyun responded with suspicion, "You know something, which is why you're saying that, right?"Pretending not to know what Kyuhyun was talking about, Kim Gu Ra continued, "I thought this, too, whenever I heard rumors: 'Why Eunhyuk of all people?' But
Leeteuk reveals how much he knew about the SM couples before it was public knowledge
Super Junior had to endure a relentless barrage of questions from the ever curious MCs on the October 8 edition of 'Radio Star' when they made guest appearances.At one point, leader Leeteuk was bombarded with questions about the SM couples and whether he knew about them before it was public knowledge. When Kim Gu Ra asked whether Sulli got advice from him (as she was revealed to be dating Choiza), Leeteuk said, "I had no hand in that area," expl
Leeteuk teases Kyuhyun about his number of dating experiences
MC Kyuhyun was the cute victim of teasing from his older Super Junior members on the October 8 installment of MBC's 'Radio Star.'Leader Leeteuk said, "One day, Kyuhyun and I were alone in the car together when he asked me, 'Hyung, how many celebrities did you date?' He told me, 'I haven't dated a single one yet... I feel more comfortable with a non-celebrity than a celebrity.' From what I heard, Kyuhyun is comfortably contacting about
Super Junior joke that Siwon could purchase SM Entertainment
MBC's 'Radio Star' aired a new episode on October 8 featuring four handsome members of Super Junior in addition to regular MC Kyuhyun!After the Super Junior members introduced themselves on the show, the show engaged in talk about Siwon's wealthy background--especially as the last time he was on the show, the topic of his father's wealth became a hot topic. Siwon proved cautious, however. When asked whether SM or his father's company
Kyuhyun gives his thoughts on the situation with Jessica and SM Entertainment
On the October 8 installment of MBC's 'Radio Star,' the special guests were MC Kyuhyun's fellow Super Junior members, Siwon, Leeteuk, Kangin, and Eunhyuk!Considering there were five SM artists there, the MCs decided to bring up SM Entertainment's recent struggles. Kim Gu Ra stated, "These days, it is chaotic in SM," referring to the endless agency-related scandals these days, including Jessica's departure from Girls' Generation.He asked Kyuhyun,
Kangin, Leeteuk, Eunhyuk, and Siwon to guest on 'Radio Star' and talk about SM Entertainment
The king of variety shows will be guests on 'Radio Star'!Super Junior's Kangin, Leeteuk, Eunhyuk, and Siwon recently recorded an episode of 'Radio Star'. According to MBC, the four talked about the biggest issues that's happening around SM Entertainment. Leeteuk said he was in charge of listening to relationship problems, and he was especially picked on by the MCs. On Sungmin, who had recently revealed that he was in a relationship, the MCs joke
M.Pire's Lumin reveals that he is currently single + got caught dating by father Sul Woon Do multiple times
M.Pire's Lumin revealed his current relationship status and talked about how he had gotten caught with his past girlfriends at home by his father, legendary trot singer Sul Woon Do, on a recent airing of MBC's 'Radio Star.'When asked about his current dating situation, Lumin revealed that he was currently not in a relationship and added, "I got caught [by my dad] every time until my second to last ex-girlfriend," explaining that most of his dates


text:
Kristen Bell and Christopher Mintz-Plasse Promote "The McLovin' Fund"
Support the McLovin' Fund!
by GiggleSugar 14 Reactions 0 Shares Print
Now that Superbad is old news, Christopher Mintz-Plasse's 15 minutes of sexy time are up. So what's boy wonder to do with himself? Drug abuse, sex addiction, and rehab are not the answers. You are — and your pocketbook. If this wasn't a worthy fund, I'd think twice about pledging money to support McLovin's cause, whatever cause that may be. On second thought, are we sure this "cause" is legal?
Kristen Bell
siva11 6 years
Ridiculous.This is true. ------------ siva Drug Rehab
supermommie 6 years
supermommie 6 years
SweetDream 6 years
HAHA!!!! Love it!
SweetDream 6 years
HAHA!!!! Love it!
SkinnyMarie 6 years
SkinnyMarie 6 years
LOVErickii 6 years
LOVErickii 6 years
wolfpackgal 6 years
so much better than the hayden one. kristen is better... but mclovin makes it funny!
sweetpeabrina 6 years
:rotfl: Way better than the Hayden Panetierre sexual harrassment one.
sweetpeabrina 6 years
:rotfl: Way better than the Hayden Panetierre sexual harrassment one.
Martini-Rossi 6 years
so true!
Martini-Rossi 6 years
so true!
Link Love
- The questions to ask before you start a wedding Pinterest board — The Frisky
- 8 tips to stay safe when online dating — Her Campus
- "I tried dating with a paper bag over my head" — xoJane
- How to keep your long-distance relationship hot this Thanksgiving — AskMen
- 5 steps to getting over a breakup (it involves Spotify) — CollegeCandy
- Anna Kendrick on owning the word "feminist" — HuffPost Women
- 4 things dancing can tell you about sex — Cracked
- Why this shocking item is a sign this woman's husband cheated — Dear Wendy


text:
Reviewed By Bradley B (Jenison, MI) Reviewed for a 1999 Ford Mustang —5/4/2010 4:08 PM
Put these pads on my 99 cobra last week along with Baer Decelarotors. Work great, no noise! Dust is medium. Great pads!
Reviewed By David B (RYE, NY) Reviewed for a 2006 Ford Mustang —6/15/2014 5:14 PM
This is the second pair of red stuff pads on the front of my car. The are fantastic. No dust and no noise and brake performance is much improved. The only reason I'm replacing the pads is that I have a disk problem and don't want it to carry over to the new disks. My mustang is a V6 that masquerades as a GT.
Reviewed By Michael W (NEW YORK, NY) Reviewed for a 2011 Ford Mustang —4/24/2014 8:40 AM
Installed on a Mustang with the 14" Brembos. Definitely more of everything- stopping power, fade resistance on lapping days, and unfortunately, dust. Ultimately, these pads are a choice based on performance in autocross or lapping situations, not street driving. The dust is not something I would like to live with if I did not do performance driving. A great choice for casual high performance driving. I like getting most of the performance of race pads and ability of street driving them.


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Flung about in a suit against the Toronto French School are allegations of...
In a remote part of Northern Ontario, a patient shows up at a hospital...
Federer and Wawrinka give Switzerland 2-1 lead in Davis Cup final against...
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Lancers: Lien Phillip 20, Josh Collins 19
Hawks: Kale Harrison 21, Conor Meschino 17
Next up: The Hawk women and men visit the University of Waterloo on Wednesday at 6 and 8 p.m.
WATERLOO — The Laurier Golden Hawks' conference championship run – if that's what this is to be – will have featured more than a couple of bumps along the way.
Saturday was one of them.
Once near-invincible on home court, the Hawk cagers lurched to their second defeat in their last three contests here, a wobbly 77-69 loss to the Windsor Lancers in Ontario West basketball action.
Their latest clunker means the Hawks will need to beat McMaster in their regular-season finale this Saturday in Hamilton if Laurier is to lock down second place in the conference and with it, a first-round playoff bye and a home-court semifinal game.
On Saturday, the Hawks staggered to a 13-point deficit in the first quarter, then clawed back to hold their only lead of the game, a brief two-point edge, late in the second thanks Kyle Enright's pinpoint shooting.
Laurier trailed by as much as 16 in the third before attempting another rally. The Hawks scratched to within four with 2:33 left in the game, but ran out of gas.
"It always takes too much energy when you try to climb out of holes like that," said forward and Waterloo native Matthew Buckley, one of five graduating Hawks who played their final regular-season game WLU's athletic complex.
"There's no excuse. We are not playing confidently."
The Hawks will have to re-calibrate their bomb sights because Laurier shot a dismal 33 per cent from the field Saturday.
"We weren't ready to play. We got some good looks and couldn't knock 'em down. They were good looks for good shooters," said coach Peter Campbell whose No. 6 Hawks fall to 12-8 and stand to lose their Top-10 national ranking this week.
Laurier went without starting post Patrick Donnelly who took an elbow to his beak during Wednesday's victory over Guelph.
Campbell said he was uncertain when Donnelly would return.
"We missed (Donnelly) in a lot of places," added Campbell. "Rebounding wise – we really missed him."
Meanwhile, Buckley had his hands full containing Canadian university's top rebounder, Lien Phillip of St. Mark's, Grenada.
The Lancers third-year forward hauled in 15 boards Saturday. Buckley grabbed 10 rebounds.
"It's disconcerting," Campbell said of the Hawks' recent home skid.
It was a clean sweep for Windsor on Saturday as the defending national champion female Lancers dumped Laurier's women 76-35.
Saturday was the Lady Hawks' worst offensive output since 2008 when they suffered a 59-31 first-round playoff loss to Windsor.
Iva Peklova and Jessica Clemencon scored 14 apiece for the towering Lancers who have the makings of a dynasty.
"The young girls got a lot of good experience there," said coach Paul Falco after his second-place Hawks absorbed their second straight loss.
"They came on and played hard right to the end which was something difficult to do when you look at the scoreboard."
Across University Avenue, the defence rested as the Western Mustang men roared to a 105-102 OT win over the University of Waterloo Warriors.
Western's Ryan Barbeau roared to a monster 46-point performance, while Warriors Cam McIntytre hit 33 for last-place UW.
Western's women handed the Warriors their 19th loss in 20 games this season, a 75-64 defeat.
Winter tires have significant benefits. They can keep you safe on the road during the winter season...
A rooftop solar power system, either photovoltaic or solar hot water, offers many benefits,...
In many older homes, it's not unusual to have a fireplace or two. A wood-burning fireplace, that...
Jamieson's Billiards Sales & Service in Kitchener, Ontario is a leading supplier of many of the...


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Adopt A Younger Adult - Inspirational Videos
Embed drjamesdobson 285 views 2013-08-19T17:19:46 Wisdom is a precious gift, and sharing it benefits both the giver and the receiver. We ought to find someone who is older and learn from their wisdom, as well as finding someone who is younger than you who can benefit from your years of experience.
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|BEST WESTERN Braid Hills Hotel 134 Braid Road, Edinburgh, EH10 6JD, United Kingdom (3.3 miles from Liberton)
Score from 721 reviews: Good There are 3 people looking at this hotel.Panoramic Edinburgh views and free parking are provided at this 19th-century hotel. Central Edinburgh is a 10 minute drive away, and guests can enjoy hearty breakfasts and free Wi-Fi. More…
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|Nicolson Apartments 28 West Nicolson Street, Edinburgh, EH8 9DD, United Kingdom (3.7 miles from Liberton)
Score from 384 reviews: ExcellentThese stylish apartments are half a mile from Edinburgh Waverley Train Station and the center of the city. Each modern apartment has cable TV, a DVD player and a washing machine and dishwasher. More…
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|Scotia Grand Residence Quartermile 2, 2 Lister Square, Edinburgh, EH3 9GL, United Kingdom (3.8 miles from Liberton)
Score from 991 reviews: Wonderful There is 1 person looking at these apartments.On the site of the Old Royal Infirmary in Edinburgh's Old Town, these modern apartments feature free Wi-Fi and private parking for an extra cost. More…
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|Residence Inn by Marriott Edinburgh 36 Simpson Loan, Quartermile, Edinburgh, EH3 9GG, United Kingdom (3.8 miles from Liberton)
Score from 327 reviews: ExcellentThe Residence Inn by Marriott Edinburgh has a central Edinburgh location, just a 10-minute walk from the Royal Mile. More…
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|Holiday Inn Express Edinburgh – Royal Mile 300 Cowgate, Edinburgh, EH1 1NA, United Kingdom (3.9 miles from Liberton)
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|Stay Central Hotel 139 Cowgate, Edinburgh, EH1 1JS, United Kingdom (4 miles from Liberton)
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Winnipeg Free Press - PRINT EDITION
Forget shaggy dog story, just check out the music
Surprise, surprise: The Sheepdogs are a band that likes to party, and there isn't much to do in Saskatoon on a Tuesday night.
These are just two of the salacious facts readers of Rolling Stone magazine will learn in the current issue, which features the boogie-rock group on the cover.
The quartet ended up with a cover story in the magazine after beating out 1,200 bands and singer-songwriters in the Do You Wanna Be a Rock & Roll Star? Choose the Cover contest. The lengthy piece, written by Austin Scaggs, has generated some controversy in the band's hometown of Saskatoon, owing to its description of the city as a place with not much to do; its characterizations of some bar patrons as "toothless degenerates, binge-drinking collegians and alcoholic members of the First Nations"; and a look at the band's partying habits.
Members of rock bands like to drink beer and smoke marijuana? Shocking.
"It's not an exposé on Saskatoon; it's actually a rock SSRqn' roll article about the Sheepdogs," says the band's frontman, Ewan Currie, 26. "It was a Tuesday and Wednesday night in Saskatoon and it got some people talking and some adverse reaction, but I don't know that those people know what rock SSRqn' roll is all about.
"I can't take him (Scaggs) to the symphony; that's on the weekend. He wants to see what we do. The bar that gets described in it, young people go to it and drink. He's describing a bar -- he's not describing all of Saskatoon.
"We consider ourselves, on some level, ambassadors for Saskatoon. Wherever we're playing we always say, 'We're the Sheepdogs from Saskatoon.' If anything I look worse than Saskatoon: I smoke drugs. It makes me look like a sheepdog."
Hopefully people who read the article will actually check out the Sheepdogs' music, a mixture of southern rock, jam bands and 1970s rock SSRqn' roll.
The band -- Currie, bassist Ryan Gullen, guitarist Leot Hanson and drummer Sam Corbett -- formed in 2006 and has been on the road ever since, winning over fans one by one with its authentic, old-school RNR vibe. The group has performed in Winnipeg numerous times over the years, usually at the Times Change(d) and most recently at the West End Cultural Centre, but its next two gigs will be arena shows, as the opening act for Kings of Leon on Oct. 4 and on Saturday at Rock on the Range, headlining the second stage at 7:40 p.m. (Original second-stage headliner Sum 41 cancelled its appearance earlier this week after frontman Deryck Whibley injured his back).
The scheduling shift is lucky for the Sheepdogs, as it's unclear how many people are going to spend the entire day inside the MTS Centre during the 10-hour music festival, headlined by the current version of grunge-metal band Alice in Chains and goth-pop group Evanescence. The third annual day-long festival was supposed to be held at Canad Inns Stadium, as the two previous events were, but ticket sales stalled at less than 10,000 and ROTR was moved to the arena, prompting a flood of disgruntled comments on the event's Facebook page and other online sites. (Check www.mtsrockontherange.ca for updated schedule information.)
The official reason for the move cited by organizers was a murky statement about a "consistent experience... where the unpredictability of weather isn't a factor," but considering Winnipeg is enjoying one of its nicest, driest summers in recent memory, few people believe it.
There are plenty of theories as to why ticket sales tanked, from the move to a date later in the summer when people want to get out of the city, to the lineup, which lacks any true "must see" bands (two original member of Alice in Chains are dead, Evanescence has been off the radar for a few years, Sum 41's heyday is over, Hinder sucks, etc.).
Whatever the reason, the show is going on, with organizers promising to allow in-and-out privileges so people can still enjoy some of the day. Tickets are $52 to $93 at Ticketmaster with deals for four-pack specials
No matter how many people show up, the Sheepdogs will still deliver the high-octane rock show they are known for -- even though they won the Rolling Stone contest and earned a major-label deal in the process, they are still the same four hairy young guys from Saskatchewan who like to kick out the jams every which way.
The only difference so far is the hiring of a new crew member.
"We just had our first show ever with a guitar tech. I kept asking him if he needed help and he said, 'no.' It was strange," Currie says.
Republished from the Winnipeg Free Press print edition August 18, 2011 E7
Updated on Thursday, August 18, 2011 at 11:16 AM CDT: Corrects date of Nicole Byblow's show to today
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Celebs Pick Their Shopbop Faves
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How cool is this? Shopbop has asked celeb fans of its site to pick their favorite pieces. So far, Chloë Sevigny, Anna Farris, and Sarah Michelle Gellar have all weighed in. As you can see below, Chloë is currently into cozy cardigans, ruffled mini skirts, and buckled ankle boots. If you're feeling her selections, shop them now. Of the retailer, Anna said, "Shopbop has become my favorite obsession . . . The UPS man has become my new best friend." Us too!
Sarah Michelle Gellar
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NASA, Associated Press
CAPE CANAVERAL, Fla. — A private company successfully delivered a half-ton of supplies to the International Space Station early Wednesday, the first official shipment under a billion-dollar contract with NASA.
The SpaceX cargo ship, called Dragon, eased up to the orbiting lab, and station astronauts reached out with a robot arm and snared it.
"Looks like we've tamed the Dragon," reported space station commander Sunita Williams. "We're happy she's on board with us."
Williams thanked SpaceX and NASA for the delivery, especially the chocolate-vanilla swirl ice cream stashed in a freezer.
The linkup occurred 250 miles above the Pacific, just west of Baja California, 2½ days after the Dragon's launch from Cape Canaveral, Fla.
"Nice flying," radioed NASA's Mission Control.
It's the first delivery by the California-based SpaceX company under a $1.6 billion contract with NASA. The contract calls for 12 such shipments.
This newest Dragon holds 1,000 pounds of groceries, clothes, science experiments and other gear. It will remain at the space station for nearly three weeks before departing with almost twice that much cargo at the end of the month. Dragon is the only cargo ship capable of bringing back research and other items, filling a void left by NASA's retired shuttles.
SpaceX — owned by PayPal's billionaire creator Elon Musk — launched Dragon aboard a Falcon 9 rocket Sunday night. One of the nine first-stage engines failed a minute into the flight, but the other engines compensated and managed to put the capsule into the proper orbit. The mishap, however, left a secondary payload aboard the rocket — an Orbcomm communication satellite — in too low of an orbit.
This is the second Dragon to visit the space station. Last May, SpaceX conducted a test flight.
NASA is hiring out space station supply runs to American companies now that the shuttles are museum relics. The shuttle fleet was retired in 2011 after 30 years so the space agency could focus on human trips beyond low-Earth orbit; the destinations include asteroids and Mars.
Space station partners Russia, Japan and Europe also launch cargo ships, but those vessels are filled with trash and destroyed during descent. NASA scientists eagerly are awaiting nearly 500 samples of astronauts' blood and urine that have been stockpiled aboard the complex since Atlantis visited for the last time more than a year ago.
SpaceX is working to make its Dragon capsule safe enough to carry astronauts, possibly in three years. For now, NASA is paying the Russian Space Agency tens of millions of dollars to launch astronauts to the space station. Other U.S. companies also are vying for crew-carrying rights.
The space station currently houses three astronauts from America, Russia and Japan. Another American and two more Russians will arrive in two weeks.
SpaceX: http://www.spacex.com/
NASA: http://www.nasa.gov
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Best of breed software specialists are winning out over mega-vendor application suites in the vital national industry of beer brewing, with beverage giant Lion Nathan toasting smaller brands as proving better value for its manufacturing operations.
After some five years of successfully resisting unnecessary upgrades from Microsoft, the National Australia Bank has revealed it will finally retire Windows NT for a Windows XP standard operating environment - more than 10 years after the product was first launched.
The Australian Defence Force is to send four, tiny robot planes to Iraq to provide protection and support to troops serving on the ground with the Al Muthanna Task Group (AMTG).
Marketers fixated with short-term hype must not be trusted with product or enterprise technology strategies if companies want to maintain customers, according to former Telstra group managing director for technology, innovation and products, Ted Pretty.
It may be called CommSee but for nearly 5000 staff the Commonwealth Bank's latest attempt at customer relationship management (CRM) is a must-see, with thousands of bank staff required to sit mandatory exams on the new technology.
Having survived the wrath of hundreds of bitter and poorer shareholders at his first annual general meeting, Telstra CEO Sol Trujillo has been publicly revealed as feeling just a little like the only geek in the boardroom.
Having survived a two-hour verbal beating from angry industry representatives during crisis talks last night, the Australian Customs Service will keep its besieged Integrated Cargo System (ICS) running rather than revert to its old system.
The Australian Customs Service has admitted some users have been able to access and view each other's import documentation under the latest phase of its beleaguered new Integrated Cargo System, despite security assessment under Defence Signals Directorate's I-RAP (Infosec-Registered Assessor Program).
The continuing overhaul of strategy, business process and technology at the National Australia Bank (NAB) has seen another veteran IT strategist take the option of comfortable retirement, with 34-year veteran and group chief information officer Ian MacDonald announcing he will retire in 2006.
Technologists forced into cash-guzzling IT projects by corporate compliance requirements should brace for more budgetary pain, with Australia's former chief corporate cop warning legal requirements will only continue to escalate.
When it comes to an intellectually satisfying and financially rewarding career in ICT, the federal government has an image problem and could do with a marketing makeover, according to Australian government CIO Ann Steward.
Australia's persistently controversial relationship with offshoring IT work to India has taken a new twist in South Australia.
The NSW Office of State Revenue (OSR) is taking a tough stance against Microsoft's decision to make an enterprise edition of Windows Vista only available to companies that have signed on to its Software Assurance program. The tax collection agency has declared it would rather switch desktop operating systems than lock itself into Microsoft's licensing regime.
Federal government employees will become human guinea pigs as a preliminary test to an Australia-wide rollout of smartcards federal government services delivery under a proposal floated by Special Minister of State, Senator Eric Abetz.
In a sign big brother is becoming a commercially mature technology player, the US National Security Agency (NSA) not only wants to find out exactly where you are from your VoIP phone or PC - it wants to own the intellectual property around the locating process as well.
Join the most dedicated community for IT managers, leaders and professionals in Australia


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Can You Wear a Suit Jacket with Jeans? — Reader QuestionHey there! Welcome to the first installment of RYS' new segment Reader Questions. Today I'll answer the following e-mail: Hi Robert, I have a question for you. It's about suit jackets and with what to pair it. Is it ok […] [Click to Continue]
How to Wear Stand-Out Clothes Without Looking Try-HardA movie star is nothing without a supporting cast, a star football player is useless without a supporting team, and stand-out clothes are worthless without supporting clothes. You need both items to create a great outfit, but guys often fall […] [Click to Continue]
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Download New Neon Indian Track, "Fallout"
- Words: Patric Fallon
- Photo: via We All Want Someone to Shout For
Just over a week ago, we got news of the forthcoming sophomore LP from Texas-based artist Alan Palomo (a.k.a. Neon Indian), and now, we get to hear the first full track from Era Extraña. The hazy "Fallout" tune is available now as a free download—well, for the price of an email address, anyway. You can grab it from the widget embedded below.
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On the first day of the 2013 Legislative Session, Florida Gov. Rick Scott delivered his third State of the State Address at the Florida State Capitol Tuesday.
After thanking a number of elected officials and his family for being there, the governor began his remarks:
This is now the third time I have addressed you to report on the state of the Great State of Florida; and, after two years of hard work, this update can be summed up in two words: It's working.
Two years ago, we met together facing crippling debt, record-high unemployment and a downward spiral of job losses.
Today, because of the tireless work of the men and women in this room, our businesses are creating hundreds of thousands of jobs, and our unemployment rate is nearly down to the national average; and we aren't stopping there.
It's working.
Two years ago, we knew we had been called here to make the difficult choices to help Florida families get back to work.
Together, we faced these challenges head on.
We cut taxes…
Read Gov. Scott's entire State of the State Address here.
See the video of Gov. Scott's remarks on the Florida Channel here.
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Health care reform's employer mandate delayed until 2015
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The Obama administration is delaying health care reform's employer mandate until 2015 to give businesses another year to prepare for this requirement.
Mark Mazur, assistant Treasury secretary for tax policy, made this news official in a blog on the Treasury Department's web site posted shortly after Bloomberg broke the news late Tuesday afternoon.
Under the Affordable Care Act, employers with 50 or more workers are required to provide health coverage to their workers or pay a penalty. The mandate was scheduled to begin in 2014.
But Mazur noted that businesses had complained the reporting rules for this mandate were too complex and had asked for more time to comply with them.
"We recognize that the vast majority of businesses that will need to do this reporting already provide health insurance to their workers, and we want to make sure it is easy for others to do so," Mazur wrote.
So the administration is pushing back the mandate's reporting requirements until 2015.
"This is designed to meet two goals," Mazure wrote. "First, it will allow us to consider ways to simplify the new reporting requirements consistent with the law. Second, it will provide time to adapt health coverage and reporting systems while employers are moving toward making health coverage affordable and accessible for their employees."
Formal guidance on this delay will be coming from the Treasury Department within a week. The department still hopes to publish proposed rules this summer on health coverage reporting requirements for employers and insurers. Once these rules are issued, the Obama administration will "work with employers, insurers, and other reporting entities to strongly encourage them to voluntarily implement this information reporting in 2014, in preparation for the full application of the provisions in 2015. Real-world testing of reporting systems in 2014 will contribute to a smoother transition to full implementation in 2015."
Without reporting, it's "impractical to determine which employers owe shared responsibility payments" for 2014, so these penalties also will be delayed until 2015, Mazur wrote.
The mandate for individuals to obtain health insurance or pay a penalty is still scheduled to go into effect in 2014 -- at least for now. Don't be surprised, however, if that mandate gets delayed as well, for practical as well as political reasons.
Health care reform always was going to be hard to implement -- now even the Obama administration admits it's just not ready.
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