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A method of optimizing train operation includes determining conditions of location, track profile and train forces of the train. Next, a set of preliminary train restraint operating parameters are determined from the determined conditions. Also, at least one of a set of preliminary train optimizable operating parameters to minimize train forces, to maximize fuel efficiency and to minimize time to destination is determined. The determined set of preliminary train operating parameters are weighted and combined. Optimized train operating parameters are determined from the weighted and combined preliminary train operating parameters. Engineering train and access is also performed.
1. A grade speed control method for a freight train having a locomotive and at least one unpowered rail car having an electro-pneumatic brake control system including a fluid pressure brake cylinder device, the method comprising:
a. selecting a target train velocity for a grade;
b. determining the effect the grade has on the target velocity; and
c. adjusting the brake cylinder pressure on the at least one unpowered car for a down hill grade to vary the braking force on the at least one car in response to the determined effect the grade has on the target velocity to cause the train velocity to generally correspond to the target velocity.
2. The method according to
3. A grade speed control method for a railway freight train having a locomotive and at least one unpowered rail car having an electro-pneumatic (ECP) brake control system including a fluid pressure activated brake cylinder device, the method comprising:
a. selecting a target train velocity for negotiating a down grade;
b. determining train grade velocity on said down grade; and
c. adjusting brake cylinder pressure to vary friction retardation on said at least one unpowered rail car to cause the grade velocity to generally correspond to the target velocity.
4. A grade speed control method for a railway freight train having a locomotive, multiple unpowered rail cars, an electropneumatic brake control system including fluid pressure activated brake cylinders on each of said multiple unpowered rail cars, the method comprising:
a. selecting a target train velocity for negotiating a down grade;
b. determining train grade velocity on said down grade; and
c. adjusting brake cylinder pressure to vary friction retardation on said multiple unpowered rail cars to cause the grade velocity to generally correspond to the target velocity.
5. An apparatus on a railway freight train for controlling the speed of the train on a down grade, said freight train having a locomotive, multiple unpowered rail cars, an electropneumatic brake control system including fluid pressure activated brake cylinders on each of said multiple unpowered rail cars, the apparatus comprising:
a. train engineer controls for selecting and inputting a target train velocity for negotiating a down grade;
b. train speed sensors to monitor train velocity;
c. a grade speed controller receiving input from said train engineer controls and said train speed sensors, said grade speed controller operatively associated with said electropneumatic brake control system on said multiple rail cars for controlling pressure in said fluid pressure activated brake cylinders; and
d. said grade speed controller adjusting brake cylinder pressure to vary friction retardation on said multiple unpowered rail cars to cause train velocity on the grade to generally correspond to said target velocity.
This is a continuation of U.S. patent application Ser. No. 09/661,566 filed Sep. 14, 2000, which is a continuation of U.S. patent application Ser. No. 09/151,286 filed Sep. 11, 1998 and now U.S. Pat. No. 6,144,901, which claims benefit of Provisional Patent Application No. 60/058,970 filed Sep. 12, 1997.
The present invention relates generally to locomotive display and more specifically to a method of optimizing train operations and training and its use with, for example, a Locomotive Engineers Assist Display and Event Recorder (LEADER).
The LEADER System is a real-time, enhanced version of the Train Dynamics Analyzer (TDA), a long standing Locomotive Engineer training tool offered by the Train Dynamics Services Group of New York Air Brake. LEADER has the ability to display a real-time or "live" representation of a train on the current track, the trackage ahead, the dynamic interaction of the cars and locomotives (both head end and remote), and the current state of the pneumatic brake system. As a tool for the Locomotive Engineer, LEADER will allow insight into the effect of throttle changes and brake applications throughout the train providing feedback and information to the Locomotive Engineer not currently available. The information LEADER offers provides an opportunity for both safer and more efficient train handling leading to enormous potential economic benefits.
The LEADER System has all the necessary information to predict the future state of the train given a range of future command changes (what if scenarios). With this ability, LEADER can assist the railroads in identifying and implementing a desired operating goal; minimize time to destination, maximize fuel efficiency, minimize in train forces, (etc.) or a weighted combination thereof. LEADER will perform calculations based on the operational goal and the current state of the train to make recommendations to the Locomotive Crew on what operating changes will best achieve these goals.
The TDA functionality was enhanced to assist in training Locomotive Engineer how to better handle their trains. Designs of simulators with math models are shown in U.S. Pat. Nos. 4,041,283; 4,827,438 and 4,853,883. Further capability was added to investigate accidents by playing the event recorder data through the TDA, monitoring critical physical parameters. Through the years data was collected from instrumented trains and laboratory experiments, allowing the models used by the TDA to be refined. On board data collection for off-loading is shown in U.S. Pat. No. 4,561,057 and 4,794,548.
As more Locomotive Engineers became familiar with the TDA display through training sessions, it became apparent that a real time version of the TDA in the cab of a locomotive would offer substantial benefits in improved train handling. Improved train handling would in turn foster safety and economic benefits. Earlier designs for on board computer controllers is shown in U.S. Pat. No. 4,042,810 with a description of math models.
The LEADER system provides safe and effective control of a train through display or control of the dynamically changing parameters. It accurately provides train speed within designated speed limits. It maintains in-train coupling forces with safe limits to prevent train break-in-twos. It maintains safe levels of lateral forces between the wheels and the rails of all cars to prevent cars from departing from the track and derailing. It provides control of slack action for both draft and buff between cars to reduce damage to valuable lading and to prevent potential train separation or break-in-twos. It maintains train stop and slow downs to prevent the train from entering unauthorized territories that could cause accidents with other train traffic. It determines the optimum locomotive throttle setting and train brake application to minimize fuel consumption and wear of brake shoes and wheels. It monitors total locomotive performance, train brake performance and it provides advisement if performance is faulty. It forecasts the estimate time of arrival of train to various switch points, signals locations or final destinations to advise the engineer and rail traffic control centers. It records various key data for later downloaded analysis for operational studies and accident investigations as well as engineer qualifications.
The present invention is a grade speed control method for a freight train having a locomotive and at least one unpowered rail car having an electro-pneumatic brake control system including a fluid pressure brake cylinder device. The method includes selecting a target train velocity for a grade and determining the effect the grade has on the target velocity. Finally, the brake cylinder pressure on the at least one unpowered car is adjusted for a downhill grade to vary the braking force on the at lease one car in response to the determined effect the grade has on the target velocity to cause the train velocity to generally correspond to the target velocity. Additionally, the propulsion system of a locomotive is adjusted for an uphill grade in response to the determined effect the grade has on the target velocity.
Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of the invention when considered in conjunction with the accompanying drawings.
FIG. 1 is a diagrammatic view of the energy balance system according to the principles of the present invention.
FIG. 2 is a block diagram of the system components of a locomotive assist display and event recorder according to the principles of the present invention.
FIG. 3 is a flow chart for the control of braking and propulsion system car by car according to the principles of the present invention.
FIG. 4 is a flow chart for the control of the braking and propulsion system according to the principles of the present invention.
FIG. 5 is a LEADER display incorporating the principles of the present invention.
FIG. 6 is a block diagram with flow of information from the train to the display incorporating the principles of the present invention.
FIG. 7 is a flow chart for location and determination according to the principles of the present invention.
FIG. 8 is a flow chart for fuel optimization using throttle setting according to the principles of the present invention.
FIG. 9 is a flow chart for fuel savings using shutdown/restart of locomotives.
FIG. 10 is a flow chart for balancing grade according to the principles of the present invention.
FIG. 11 is a flow chart for excessive force warning according to the principles of the present invention.
FIG. 12 is a flow chart for slack related force correction according to the principles of the present invention.
FIG. 13 is a flow chart for stop distance calculation according to the principles of the present invention.
FIG. 14 is a flow chart for on job training/qualification according to the principles of the present invention according to the principles of the present invention.
FIG. 15 is a flow chart for controlling access to the locomotive controls according to the present invention.
LEADER operates on the principle of conservation of energy, kinetic and potential as illustrated in FIG. 1. Some events increase the amount of kinetic or potential energy in the system, while others reduce it. Burning fuel converts matter to energy (motion via horsepower and heat), while braking converts kinetic energy into heat, slowing the train. Energy changes state but, the total sum of energy in the system must be a constant. A train in motion is constantly converting fuel to energy, converting kinetic energy into potential energy traveling uphill against gravity, converting potential energy into kinetic energy traveling downhill, and removing kinetic energy in the form of heat from the friction and dynamic brake systems.
Math models of the LEADER System, monitors parameters and performs calculations based on the current energy state of the train to create a real-time display of train dynamics. The power of LEADER resides in its ability to provide information allowing the crew to better control the train, minimizing loss of energy. Loss of energy via over-braking represents fuel unnecessarily consumed. Energy imparted to the cargo of the train represents potential damage to lading, equipment and rail. Both phenomena are undesirable and addressable with LEADER.
The LEADER system is comprised of a number of subsystems each with specific duties. FIG. 2 shows a generic LEADER architecture. The user interface of the LEADER System is the real-time display which shows a graphical and numerical representation of the current state of the train as shown in FIG. 5. Radio communication is established between the lead locomotive, the trailing locomotives in the lead consist, and locomotives in the remote consist to report the necessary parameters from each of these locomotives necessary to perform LEADER Calculations. Consist information is entered via the key pad on the real-time display, a wired communication source (laptop PC or removable storage device) or via wayside radio communication. Position is determined from wheel movement sensors and a Global Positioning System (GPS). The Input/Output (I/O) Concentrator gathers all of the various locomotive parameters necessary for LEADER algorithm calculations and reports the information to the LEADER Computer. The LEADER Processor, a high throughput capacity computer platform using a Real Time Operating System (RTOS), then performs the calculations required by the LEADER algorithms and the real-time display is updated. All of these sub-systems combine to form the LEADER System.
Each locomotive in a LEADER train will require at a minimum, the I/O Concentrator with communication capability to the head end. A LEADER Processor and Display are only required for the lead (first) locomotive. The decision to equip all (first, second, etc.) locomotives with a full LEADER installation (Processor, Display in addition to the I/O Concentrator) should be based on the Railroads ability to permanently designate a locomotive as lead or trail in its duties.
The development of LEADER began over 20 years ago with early efforts to create the Train Dynamics Analyzer (TDA), a computer math model used to predict in-train forces. The train dynamic modeling techniques and algorithms embodied in the TDA are described in U.S. Pat. No. 4,041,283.
LEADER provides a number of unique features that are available due to LEADER's comprehensive knowledge of the state of the train. Many of these features allow the Railroad to convey and enforce operating policies by programming limits into the LEADER System such that when the limits are exceeded, LEADER will audibly and/or visibly alert the crew to the situation.
FIG. 5 shows a "frozen" LEADER Display. Each LEADER feature is identified by a block which points to the appropriate screen location. The sections following use the same paragraph number as the identification block detail the operation of each feature.
The LEADER Display shown in FIG. 5 represents one particular configuration for the display of LEADER information. The display format can be customized on customer request by adding information, removing information, changing the color scheme, rearranging the position of the sections of information, and/or varying the size of any particular graphic.
In the following descriptions of features on the LEADER Display the term function will be used to describe the plot of the magnitude of a particular parameter across the length of the train varying with time.
5.1 Track Profile
The top portion of the LEADER Display shows the track profile in three views. The train consist is represented with different colored blocks for the locomotive units and for the cars. The length of the displayed train is proportional to the length of the actual train. Milepost marks are represented by lines running vertically through the track profile portion of the display.
5.2 Horizontal View of Track
The horizontal view of the track profile shows the grade on which the train is currently positioned and the grade of the track profile for a number of miles ahead. The Horizontal View of the track profile will show the position of the entire train on the track, both current location and geographic shape (uphill or downhill) as a vertical slice of the track profile in real-time.
5.3 Track Curvature Representation
The top graphic of the track profile section is made up of blocks that represent track curvature. A block above the dividing line represents a curve to the right, a block below the dividing line represents a curve to the left. The longer the block the longer the curve. The higher the block the more severe the curve.
5.4 Overhead View/Supplemental Information
Just above the horizontal view is the overhead view. This view incorporates symbols to represent track structures such as crossings, signals, overpasses, underpasses, and sidings.
5.5 In-Train Forces
Directly below the train represented on the LEADER display is the portion of the screen dedicated to showing in-train forces. All in-train forces are displayed as a graphic that maps to each car in the train. Follow any point on any of the force functions straight up the display and it will intersect with a point on the train where that particular level of force is currently present. Three types of forces are represented on two different graphics. The two graphics can be identified as the draft/buff magnitude force functions and the Lateral divided by Vertical (L/V) force ratio function.
The draft/buff force graphic represents draft forces as a function above the 0 kilo-pound line and buff forces as a function below the 0 kilo-pound line. Draft and buff forces can be divided into two categories, steady state and transient. Steady state forces are shown, in general, by a smooth, relatively slow changing function. Transient draft and buff forces (run-in/run-out or slack induced forces) are shown by "spikes" of force that travel through the train. LEADER accurately calculates and displays both. Slack induced forces represent momentum transfers between the cars resulting in potential lading and car damage.
The Lateral over Vertical (L/V) force ratio graphic is shown above the draft/buff force graphic. L/V forces appear in cars as they traverse curves in the track.
5.6 Brake Pipe Pressure/Brake Cylinder Pressures
Directly below the force graphics are two functions that represent brake pipe pressure throughout the train and brake cylinder pressure throughout the train. Again, these functions map to a location in the train representation directly above. Because the functions are real-time representations of the brake system, it is possible to monitor a brake application or release as it travels through the entire train.
5.7 Trajectory/Telemetry Information
The lower right and lower center sections of the screen have real time trajectory and status information displayed in both digital and analog bar graph format. The following list contains the parameters currently shown on the LEADER Display: Sections are numbered to match the identification blocks of FIG. 5.
5.7.1 Head End Information
Location is a digital representation of mile market location of the head end locomotive. Slope is the grade of the track at the location of the head end locomotive. Curvature is the degree of curvature of the track at the location of the head end locomotive.
5.7.2 Speed is shown as a digital read out followed by an analog bar graph representing the speed of the head end locomotive at each instant in time. The bar graph will turn from a normal color of green to red if the speed limit is exceeded.
5.7.3 Acceleration is shown as a digital read out followed by an analog bar graph representing the acceleration of the head end locomotive at each instant in time.
5.7.4 Current Speed Limit is shown as a digital read out of the speed limit for the current position of the head end locomotive.
5.7.5 Feed Valve Setting is the pressure at which the feed valve is set, displayed in pounds per square inch (psi).
5.7.6 Fuel is the amount of fuel consumed since the counter was last reset.
5.7.7 Consist Length is a digital read out of the length of consist shown in feet.
5.7.8 Time is the digital read out of the current time.
5.7.9 Brake Pipe Reduction (or EP Brake Command) This graphic takes on two roles; one for conventional pneumatic brake equipped trains and one for EP Brake equipped trains. In Conventional, the graphic is a digital read out followed by an analog bar graph representing the brake pipe pressure reduction at the head end locomotive at each instant in time. The LEADER system has the capability to support trains equipped with EP Brake Systems rather than conventional displacement valves. In an EP equipped train the graphic is a digital read out followed by an analog bar graph representing the percent of brake commanded to the EP System.
5.7.10 Draw Bar Forces is a digital read out followed by an analog bar graph representing the instantaneous locomotive draw bar force.
5.7.11 Fuel Consumption Rate is a digital read out followed by an analog bar graph representing the instantaneous fuel consumption rate of the entire train shown in Gallons Per Hour (GPH).
5.8.1 Excessive Speed Warning is an audio and/or visual warning that will appear on the LEADER Display when the speed of the locomotive exceeds the speed limit for the current track location. The speed restriction for the track can be modified to reflect slow orders for a section of trackage. A mark is shown on the speed indication graphic that represents the current speed limit.
5.8.2 Minimum Safe Pneumatic Brake Reduction is of interest for safe train operation. As brake applications are applied and released the charge state of the pneumatic brake system can become such that an undesired release of brakes will occur if the next brake application requested is not deep enough. LEADER will calculate the safe brake application level and visually display a target on the Brake Reduction bar graph. If the brake application requested is not deep enough, a visual warning will be posted by the LEADER display.
5.8.3 Gluttony is a measure of how the train is being moved with regards to fuel efficiency. Gluttony is calculated and displayed in gallons/thousand-ton-miles.
The LEADER display is equipped with eight function keys at the bottom of the display. The definition of each function key is shown in the representation of the key on the LCD panel directly above it. The function keys allow user input to the system, accessing various setup and configuration menus and querying information from the LEADER system.
LEADER is capable of three operating modes, each building on the previous mode. The three modes advance LEADER from a real time display passively providing information to the locomotive engineer (information only mode) to a LEADER system that will suggestions to the locomotive engineer on how to better handle the train (driver assist mode) and finally to a control system that is capable of issuing commands to optimally control the locomotive (cruise control mode).
In the information only mode, the locomotive engineer makes all of the decisions and solely activates the various control systems in a manual mode. The LEADER provides information to the engineer that is not currently available to him to use to manage various locomotive control systems. In driver assist mode, LEADER determines and displays the optimum locomotive power dynamic brake throttle setting and the locomotive and car brake control settings. These settings are determined for the head end locomotives and the remotely controlled locomotives e.g., first (master) and second (slave) locomotives. These recommendations are desired settings displayed to the locomotive engineer who can then elect to manually move the various controls to achieve these settings. In the cruise control mode, leader derived settings are used to automatically control the locomotive power and braking systems, the train brake system of each car and ancillary systems which effect train movement. The locomotive engineer services an operational supervisor with the ability to manually override the cruise control. Cruise control can also be effectuated by communication links between the leader and the railroad central traffic control center.
LEADER would receive and activate a variety of commands received from the central traffic control center. This received information would include impeding slow orders, speed limit changes, aspects of approaching signals, etc. LEADER would provide status updates to the control center, including current train speed, current track location, detected faults or equipment malfunctions, estimated time of arrival, etc. The traffic control can use this information to manage the complete safe and effective movement of train traffic under its control.
The display of FIG. 5 is produced by the flow chart of FIG. 6. The track profile data bases include track profile or topology including grades, curves, mile posts, town names, absolute latitude and longitude coordinates, signal locations and other various track structures. Besides the physical characteristics of the track profile, also the condition of upcoming signals, slow orders, speed limits and location of speed restricting zones are taken into account. The LEADER system includes communication capability between the locomotive and central dispatcher such that new orders can be loaded into the system in real time. THE LEADER system also include multiple distance counters to aid the locomotive engineer with navigating various speed restrictions zones. The LEADER has the capability to start, stop, reset and alert the crew upon arbitrary condition of multiple counters shown on the LEADER display. Thus, depending upon the length of the train, the train may be in multiple zones at a time.
Various physical conditions and train characteristics are need for the methods to be discussed below. The consist information or train characteristics includes car length, car weight, car position in the consist, braking equipment description, types of bearings, wind drag areas. It also includes information on the locomotive including locomotive length, weight and position of the consist, traction performance, dynamic braking performance, fuel consumption as related to power control settings and locomotive speeds.
The track profile data base and the consist information can be loaded externally by the engineer or communication links with the railroad central traffic control center. Similarly, the information on the consist may be derived automatically from individual controllers on the locomotives on the cars during power up as described in U.S. patent application Ser. No. 08/837,113 filed Apr. 14, 1997, now U.S. Pat. No. 5,966,084, and Ser. No. 08/689,813 filed Aug. 14, 1996, now U.S. Pat. No. 5,567,465. Other information that may be loaded would include operational constraints for exceptional speed limits and special slow orders, speed restriction zones, meets and passes, track occupancy permits, general operating bulletins, upcoming signal designations, desired time of arrival and final destination location and limit of authority or track locations the train move to without the possibility of interference with the movement of the trains in the area.
The track profile data base, location and consist information are used to draw the track profile in the horizontal view, curvature view and overhead view and provided to the leader display.
The leader train dynamic's calculations uses a combination of instrumented measurements at the locomotive and if available from the cars and a computer calculation based on the fundamental laws of physics, engineering mechanics along with various empirical derivations. These measurements and calculations are used to facilitate the estimated required feedbacks. The measurements include throttle and/or dynamic brake settings at the locomotive, control pressures of various locomotive air brake control systems, and locomotive speed and increment wheel rotation. It also includes end of train brake control pressures and brake pressures to the individual cars available. Power produced and/or anticipated within the locomotives traction system and locomotive wheel slip. Activation of the locomotive sanders and whistle and or bells. The absolute track location and time of day are also inputs. This is in addition to the consist information and track profile previously described.
From this information, Leader calculates the steady state and transient draft/buff force magnitude and its position of the consist, lateral over vertical force ratio magnitude and position in the consist, brake pressure magnitude and position in the consist and brake cylinder pressure magnitude and positions in the consist. These four parameters are then mapped to the train symbols and current track profile locations and provided to the leader display.
A flow chart for determining the location is illustrated in FIG. 7. Three different sources of information are derived, weighted and combined as an estimation of location. A first source for information is transmitted to the train. This is available from geographical positions system (GPS) which is used to detect the precise latitude and longitude of the head of the train. Another commercially available system uses transponders buried at spaced intervals under the rail. The locomotive equipped with a transceiver activates transponders as they pass over them. The transponder then transmits an encoded message that, when deciphered, provides track location. As another alternative, the train engineer can enter mile post signs which would then be compared against the track data base to determine location.
The flow chart of FIG. 7 also indicates two incremental methods of estimating location. A turn rate indicator provides a signal which is used to index against the track data base to produce an estimate of the location. Another is an end of axle pulse counter which detects incremental distance travel by the locomotive and is used to index the track data base to an estimate location. The turn rate indicator and the end of axle pulse counter will operate to an increment from the previously measured position. All three of the estimated locations are then weighted and combined to produce the ultimate estimate of location to be used in the display and various calculations based on track profile.
The LEADER also has the capability of determining whether its calculations are inaccurate. For example, if there is error in actual distance traveled versus the calculated distance traveled, this may be brought to the attention of the operator. This allows the operator to change the weighting functions if desired in the algorithm. These errors in the algorithms may be to faulty measurements, wrong consist information, failures in the car brake systems and/or failures in the propulsion system. Even without the ability to identify the specific source of the error, at least notification that the error does exist will allow the operator and the system to make more intelligent decisions.
The LEADER integrates with electropneumatic (EP) brake systems to provide braking on a car by car basis. This can be used to maximize fuel efficiency, minimizes in-train forces, and/or minimize the time of the destination. By combining knowledge of the position and state of the train, the control of the individual brakes further improves braking performance. For example, the EP brake controllers on each car can be commanded to apply brakes on the cars forward of a certain point as the train crests the hill and not apply the brakes on the cars which are below the crest of the hill. This eliminates the cars on the uphill side from being dragged with their brakes on until they crest the hill.
The control of the individual cars is illustrated in the flow chart of FIG. 3. The process begins with LEADER monitoring the track profile. If there is a geographic feature of interest, it proceeds to identify train location relative to geographic feature of interest. If not, it cycles back to monitoring the track profile. Geographic features of interest may include hills, valleys, curves, signals or siding. These are examples of features of interest which would benefit from individual car braking. After identifying the location of the train relative the geographic feature, the identity of which cars are at the geographic feature of interest is determined. This is determined using car serialization data to order and identify the cars. Serialization of the car may be determined using the process described in copending U.S. patent application Ser. No. 08/837,113 filed Apr. 14, 1997, now U.S. Pat. No. 5,966,084.
After identifying the location of the car relative to the geographic feature of interest, there is a decision made of whether optimization is possible. If not, it cycles back to the LEADER monitoring track profile. If optimization is possible, the operating parameters for operational constraints are determined. As previously discussed, they may include limits on forces or speed. Next, optimized weighted parameters from the user are derived taking into account the operational constraints. Examples of method of optimization may be to maximize fuel efficiency, minimize in-train forces or minimize time to destination. Also, dynamic brake affinity and pneumatic brake affinity can be weighted also. These are determined by the user. These weighted factors are combined and provided to the optimized weighted parameter from user step. If less than all is desired, the weight for the undesired parameter may be given zero.
The optimized weighted parameters are then used to calculate optimized operating parameters, for example, which car to brake and what level of braking is necessary. The appropriate commands are issued to the electropneumatic system brakes of each car. This would include the car ID and level of braking transmitted over the communication link throughout the train. For the locomotives, this would include pneumatic and dynamic braking as well as propulsion.
If all of the cars are not equipped with EP system brakes, the only control of the train is through the brake pipe to the individual cars as well as the brakes and the throttle on the locomotive. Thus, maximization of fuel efficiency, minimizing the in-train forces and minimizes time to destination would have to be controlled through the throttle and brake pipe. If the cars do not have individually controlled brakes, the optimized operating parameters are determined on the system level as illustrated in FIG. 4.
It should be noted that even if optimization may not be possible, the flow charts of FIGS. 3 and 4 would also be operable to identify the train location and the location of the individual cars and determine whether the constraint limits have been or are going to be reached. If there is an anticipation that they are going to be reached, then the calculation of restraint operating parameters are performed. The calculation of which cars to brake and what level of brake is necessary as well as calculation of locomotive commands is performed. These commands are then issued to the individual cars and locomotives e.g., first (master) and second (slave) locomotives. Alternatively, the braking and propulsion control is performed on the system level.
The calculations and the optimization of FIGS. 3 and 4 are conducted not only for the present location of the train but looking ahead at the ensuing track profile. This is used to determine what change in the train conditions will result from the change in the track profile and location. Without such look ahead capability, complete optimization is not fully achieved. Also, anticipation of a diminishing or increasing condition in track profile and train location will affect keeping the train within the constraint boundaries.
Proportional controls of the locomotive traction power and dynamic braking include subsystems for managing a locomotive pulling effect and electric braking efforts. Proportional control of locomotive air brake subsystems including both the application and release the independent locomotive brakes and the train or individual car brakes. The activation/deactivation of ancillary locomotive control systems include control of sanding, the horn and the bells.
As a subset of the optimization of FIGS. 3 and 4 or as an independent system, fuel optimization through the throttle setting including idle is described in FIG. 8.
Locomotives operate at maximum efficiency at certain throttles. While multiple locomotives are necessary to pull the train over certain areas, other areas in the same territory may not require all of the locomotives for operation. LEADER has the knowledge of the state of the train currently, the locomotive capacity, the train consist and the track profile ahead. Using this knowledge, LEADER can determine the optimal combination of throttle settings on the locomotive to maximize efficiency. The setting can be from idle to notch 1-8.
Information on the train consist, locomotive information, track profile and current throttle commands are used by the LEADER processing algorithms to determine the train status. The determination is then made of whether the throttle settings are optimal for fuel efficiency. If they are, no further processing is required. If they are not, then a recommended optimal throttle setting is determined. This setting is then displayed to the crew. In a semiautomatic mode, the crew response is determined and if the crew selects the optimal setting, no further processing is performed. If the crew does not select the optimal setting, then the system will automatically select the optimal setting. Thus, fuel optimization through throttle setting is achieved.
As a further extension of optimization using throttle settings is the ability to save fuel through shutdown and restart of the locomotives. Over the course of operation of a freight train, for example, a coal train operating in a loop, a portion of the train's operating time is spent moving totally empty. The amount of power required during a loaded move will generally determine the number and horse power of the locomotives in the train. All trains are generally operated during both the loaded and empty move in such a train, even though the empty train movement may not require all of the locomotives from propulsion. The LEADER's capability to look ahead and calculate required horse power for a certain section of a move, it is possible to shutdown an unneeded locomotive and save sufficient fuel. The LEADER can continue to look ahead and determine whether and when additional power will be necessary. They command the engines to restart with proper warm up time to be available when required.
The flow chart for such an operation is illustrated in FIG. 9. User defined operating parameters are inputted to the LEADER system. The LEADER looks ahead to calculate or the determined required horse power to navigate through the next section of trackage. Then a determination is made whether sufficient power is available. If not, then there is a determination whether there are any available locomotives to start up. If not, the system cycles back to the beginning. If there is, then one or more of the available locomotives are started up to provide the appropriate horsepower. If sufficient horsepower is available, then a determination is made of whether one or more of the locomotives can be shutdown for the power requirement. If not, then the system cycles back. If one or more locomotives can be shutdown, then one or more locomotives are appropriately shutdown. This system is reiterated continuously monitoring the ensuing trackage and adjusting the number of locomotives which are shutdown or restarted.
Another limitation on the abilities to control the in-train forces and fuel efficiency is that on most trains, that although the freight brakes can be gradually applied, they cannot be gradually released. Once a brake is released by the locomotive engineers, the brake will completely release. After a brake application is initiated, it may take up to one minute or longer to fully apply the brakes throughout a train having, for example, 100 cars. A full release of a brake system will also take a minute or longer. The time required is depended upon the length of the train and the specific type of brake valves on the cars. Thus, a common problem faced by the locomotive engineers to determine the extent of brake to apply.
If an engineer is moving down a grade that requires a brake application to maintain a safe speed, a sufficient application must be made to prevent the train from gaining too much speed. If too much brake is applied, the train may slow down and eventually stop or stall. Ideally, sufficient brake is applied to balance the effect of the grade. If too much brake is applied, there are two choices. The brakes can be released and re-applied, which will take two or more minutes. This may result in the train gaining too much speed before the brakes are reapplied and therefore being a "runaway". The other alternative is to apply the locomotive power propulsion to compensate for the excessive brake application. This is known as "power braking". Although resulting in a reasonable control of train speed, it increased the cost of energy, fuel consumption and wear on the brake system.
The LEADER system measures train speed, time, track location and profile, locomotive throttle and brake control settings, and the train makeup determines the optimum brake application required to maintain a safe speed. The safe speed may be optimized in combination with a longitudinal and lateral force level, minimum slack action and fuel usage. Using standard freight train dynamic modeling coupled with the measurements and data bases, the LEADER predicts that brake control settings will be required to maintain the speed or to optimize the speed with other forces and fuel usage. Depending upon the mode of operation, the predicted brake settings can be conveyed to the LEADER display for implementation by the engineer or for control by the LEADER system directly.
A flow chart for optimizing the braking of the train to maintain grade is illustrated in FIG. 10. LEADER monitors current train speed (V) and track location (XLOC). LEADER determines the average grade (G) over the ensuing distance to be traveled, X. LEADER determines the average train rolling resistance forces (FR) over the ensuing distance to be traveled, X. Based on train weight (W), LEADER calculates the force exerted on the train by the grade (FG), FG=WG. If the average grade (G) is downhill, LEADER computes the braking force (FB) required to balance the grade (G), FB=(FG+FR). Based on the calculated brake force (FB) required, LEADER determines the brake control settings to achieve this brake force. If the average grade is not downhill, LEADER computes the propulsion force required to maintain the speed (V). Based on the propulsion force required to maintain speed, the LEADER calculates train throttle settings to achieve this force.
The control settings or the throttle settings required to achieve the force will then be used with a determination of whether there is automatic control. If automatic control is not selected, the settings are displayed. The determination is made of whether the crew responded to the displayed settings. If they do, then the system cycles back to the beginning. If not, an enforcement is produced. This enforcement could include a warning or automatic control. If automatic control is selected, then the appropriate settings are actuated. The balancing grade may also be part of the optimization routine of FIGS. 3, 4, 8 and/or 9.
The longitudinal forces which, if they exceed the limit of the coupling system, will result in a train braking in-two. Pulling a long train up a grade against gravity and overcome the friction at the car axles, may produce an acceleration or force in the couplings which is unsafe. The determination of unsafe forces is described in the flow chart of FIG. 11. The LEADER determines the forces using its standard algorithms. The current force levels include steady state draft and buff, transient draft and buff and lateral over vertical force ratio. These are compared with the limits set by the railroad. If these calculated forces are outside the limits, the determination is then made whether the system is an automatic control or not. If it is an automatic control, then the commands to actuate forces are actuated. If it is not an automatic control, then an alert is provided to the user. The crew response is then determined. If the crew affectuates the required setting, then the system cycles back. If the crew does not actuate the required setting, then an enforcement is actuated. This enforcement again can be some visual alarm or indication or automatic control. If they are not outside the limits, the LEADER force calculation is continued.
Also, this information can be used as in the flow chart of FIGS. 3 and 4 as a weighted value or by itself to achieve optimum braking. It can be used to control the braking as well as to control the propulsion. By adjusting the propulsion system, pulling the force exerted can be controlled.
In addition to the coupling forces produced by the pulling between the cars, there is slack action which may brake the coupler or damage the coupling system. There is typically 4-6 inches of free unrestrained movement in the coupling and even at its relative speed of 1-2 miles an hour, can create large forces. The prediction and control of slack action is illustrated in the flow chart of FIG. 12. The LEADER measures train speed, time, track location and track profiles, locomotive throttle and brake settings and train make-up to minimize slack related forces. Using standard freight train dynamic modeling techniques, LEADER calculates coupler forces and slack conditions throughout the train. Next, it determines if slack action is occurring. If not, the existing throttle and brake settings are used in the display or for control of the train.
If slack action is occurring, coupled with the measurements and the stored data base information, the LEADER predicts the train and brake control settings that will minimize momentum changes between the freight cars. Through experimentation it has been discovered that the magnitude of slack related forces can be effectively minimized by maintaining near zero acceleration of the train as the slack action is occurring. The LEADER determines the magnitude of locomotive power application or brake system application that is required to maintain near zero train acceleration.
Next to determination is whether automatic control is actuated. If it is, then the throttle end are actuated to the calculated settings to minimize slack action. If not, the LEADER displays a throttle and/or brake settings to minimize slack action. Next, the crew's response is measured. If the crew sets the throttle and/or brakes to the desired setting, then the system cycles back to the beginning. If not, an enforcement is initiated. Again, this may be an alarm or indicator that they have not responded or it may automatic control.
Calculation control settings can either be conveyed to the locomotive engineer by the LEADER display for implementation or complete control settings can be set. Trains having some or all EP brake cars, slack action will be controlled either at the locomotive only with propulsion and brake pipe braking or in combination with EP braking on the individual cars by sending additional electrical signals to the individual cars to even out the slack within the consist.
In addition to providing information or controlling the train to be within speed limits, or to optimize the performance of the train, it is also important to provide information with respect to the ability to come to a safe stop. The LEADER system uses the measurement of train speed, time, track location and characteristics, locomotive throttle and brake control settings and car consist information to determine what is required to stop the train from its current track location. The LEADER uses standard freight train dynamic modeling techniques, coupled with the measurements in data base to accurately predict the distance required to stop the train from its present track location. The predicted stop distance can be conveyed to the locomotive engineer and the LEADER display and to ancillary control equipment of systems internal or external to the locomotive. If the predicted stop distance indicates that the locomotive will enter a restricted zone unless a stop is initiated, the ancillary control equipment can automatically induce the required brake application to bring the train to a safe stop.
FIG. 13 shows a flow chart for stop distance calculations. LEADER monitors current train speed (V) and track location (XLOC). It sets integration time period, DT=1 sec, initialize stop distance, XSTOP=0 and initialize stop time, TSTOP=0. Based on track location (XLOC), speed (V) and train makeup, LEADER calculates retardation forces imparted to the train (FR) due to grades, curves, and rolling resistance effects, at Time=TSTOP. Based on full service brake application, LEADER calculates brake cylinder pressures on train, at Time=TSTOP. LEADER calculation train brake retardation (FB) forces from brake cylinder pressures, and car brake rigging, at Time=TSTOP. Based on Newton's laws of motion and train weight (W), LEADER calculates train deceleration at time=TSTOP, A=K*(FB+FR)/W. LEADER integrates calculated acceleration to determine speed at time=TSTOP, V=V+A*DT. LEADER integrates speed to determine stopping distance and track location at time=TSTOP, XSTOP=XSTOP+V*DT. XLOC=XLOC+V*DT. TSTOP=TSTOP+DT. Next, it is determined if velocity V=O. If yes, LEADER displays stop distance XSTOP. If not, it loops back to begin the calculation cycle.
The ability of the LEADER to provide information and to record information allows the training or qualifying of the locomotive engineer. As illustrated in FIG. 14, training can be performed by providing railroad training parameters to the LEADER system. The LEADER system can provide feedback display information to the LEADER display screen for guidelines of operation. The response of the engineer would then be recorded by the LEADER system. The LEADER display would then provide the result of the input with suggested corrections or modifications. The LEADER system also has the ability to store the history of the trip and the operator's responses. This information can be downloaded and used on a simulator, desktop or portable PC system. This information can be compared against desired responses to qualify the engineer. Although such qualifications have historically been performed on training systems, the real life data provides a better setting for qualification. This information may also be used for train handling, performance analysis, accident investigation and general operational studies.
Access to the control of the locomotives may be determined by reading a user I.D. and determining whether the user is qualified to use the particular piece of equipment. This information may be on an encoded device which the user of the locomotive must insert into the system before the system will be actuated. A flow chart of the system is illustrated in FIG. 15. The user's I.D. is read. A determination is then made whether the user, through his I.D. or through his qualification level is approved for the particular equipment or locomotive. If the engineer is not, the system is disabled. An alarm may be set if desired. If the engineer is qualified or approved for the equipment, the user I.D. is recorded. The display and/or systems could be customized for that user if desired. If not, this step can be deleted. The final step for an improved user is to enable the systems for its use.
The encoded device which includes the user's I.D. and their qualification may also be used with the trainer of FIG. 14. This training session would determine, from the user I.D., their level prior to the training session. Depending upon the results and the qualification, this user's level would be updated. Thus, the encoded device would always carry the latest qualification level of the user.
Although the present invention has been described and illustrated in detail, it is to be clearly understood that the same is by way of illustration and example only, and is not to be taken by way of limitation. The spirit and scope of the present invention are to be limited only by the terms of the appended claims.
Patent Citations
Referenced by
Legal Events
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text:
The Colonie woman accused of swindling county entitlement programs to receive benefits began her two to six year prison sentence on Thursday, July 12, according to Albany County District Attorney David Soares' office.
Angela Lopez, 37, of Vanessa Court in Colonie, pleaded guilty in May 2011 to one count of welfare fraud in the second degree and one count of grand larceny in the third degree, both felonies, in Albany County Court. In August 2011, Lopez was sentenced to two to six years in state prison and ordered to pay $65,699 in restitution to the Department of Social Services and $29,697.88 in restitution to the Social Security Administration, according to information from Soares' office.
Lopez appealed her case in New York State Supreme Court Appellate Division, arguing that her sentence was "harsh and excessive" but on July 5, her conviction and sentence was upheld, according to information from Soares' office.
"Ms. Lopez took advantage of our entitlement programs, stealing from the families that truly need assistance and the tax payers of Albany County," said Soares in a statement.
According to information from Soares' office, between May 2005 and April 2009, Lopez applied for and received Medicaid assistance and food stamps from Albany County Department of Social Services, but failed to report under-the-table income she received during that time and intentionally failing to report property owned by her family on applications and certifications for Social Security Insurance benefits.
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subset: commoncrawl


text:
The Team Robocon of Muffakham Jah College of Engineering and Technology (MJCET) secured the 6{+t}{+h}position among the 81 registered teams including, the IITs and NITs at the Robocon India contest held in Pune recently.
The team also bagged the trophy for the "Best Idea Robot" at the event, said Salman Ahmed, one of the participants. Team Robocon MJCET is one of the only two teams from South India to make it to the quarterfinals, the other being IIT Madras.
Robocon is an innovative game-cum intellectual exercise for budding engineers, determined to improvise and create machines to produce task oriented results.
Participation in this activity is an end-to-end competitive experience from concept design of a system of robots programmed to perform according to the rules of the game played on a high precision technical Contest Area.
The contest gives a platform to the engineering students from across India to showcase their skills in robotics.


text: %%%%%% ZeroContextExample entries are not allowed on wiki pages. All such entries have been commented out. Add context to the entries before uncommenting them.%%%%Characters specific to ''Film/OnHerMajestysSecretService''. For those in the entire [[Film/JamesBond film franchise]], see [[Characters/JamesBond here]].----! '''Teresa "Tracy" Draco di Vincenzo Bond'''[[quoteright:238:http://static.tvtropes.org/pmwiki/pub/images/1163701233_0125_6411.jpg]]->Played by: '''Creator/DianaRigg'''A socialite with a taste for mischief, Bond first meets Tracy in the opening of the film as she's about to commit suicide by walking into the ocean. Bond saves her life and later her father, the head of the Corsican Mafia, asks him to court her in exchange for information on Blofeld. They eventually fall in love for real and marry at the end of the film. [[spoiler: Tragically, right after their wedding Tracy is [[BoomHeadshot killed by a bullet to the head]] fired from a speeding car by Blofeld and his henchwoman Irma Bunt.]]* ActionGirl: Of the civilian Bond Girls, Tracy is by far the most adventurous, fearless, and resourceful, pulling off multiple stunts and even fending off a few mooks.* AffectionateNickname: --> Teresa is a saint, I'm known as Tracy.%%* BadassDriver* BigDamnHeroes: Arrives just in time in Switzerland to save Bond with her driving talents.* BlueBlood: She inherited the title of "Countess di Vincenzo" from her previous husband.* BrokenBird: Her first husband died shortly after leaving her for another woman, and her daughter died of spinal meningitis, leaving Tracy in this state.* DamselInDistress: Though she manages to kill the mook who was watching over her before Bond and her father's men can rescue her.%%* DamselOutOfDistress%%* DeadpanSnarker* DrivenToSuicide: Over the loss of her family.%%* FormerTeenRebel* GirlOfTheWeek: The Girl of Bond's life, more exactly.%%* LoveInterest%%* MafiaPrincess%%* SacrificialLion----!'''Ernst Stavro Blofeld''' [[quoteright:350:http://static.tvtropes.org/pmwiki/pub/images/s_secret_service_staring_341.jpg]]->Played by: '''Telly Savalas'''Bond's archnemesis and leader of SPECTRE. He is hiding atop Piz Gloria in the Swiss Alps. * {{Archenemy}}: This is the movie that cements his status as Bond's arch foe. The film starts with Bond having spent two years trying to hunt him down, and it ends with Blofeld orchestrating the murder of Bond's wife. %%* BaldOfEvil%%* BigBad* BlueBlood: He claims the title of 'Comte Balthazar de Bleuchamp' to disguise himself. Though snobbery is also a factor; recognition of the title on his retirement is even a condition of his EvilPlan. Possible a {{subversion}}, though, since its implied he is trying to ''con'' his way into the title. %%* DiabolicalMastermind* DirtyOldMan: Judging by [[IHaveYouNowMyPretty the way he treats Tracy]].* EvilGenius: He's an EvilutionaryBiologist this time around, capable of engineering a global sterility virus. He's also an expert on psychotherapy.%%* GeniusBruiser* GoodScarsEvilScars: He cut his own earlobes.* KarmaHoudini: Not totally, as he has broken his neck and lost a lot of money and resources by the end of the movie, but he manages to escape justice.* MadScientist: He involves himself in the conception of the virus he plans to unleash.%%* RightHandCat* SinisterSchnoz: One of Telly Savalas' trademark features.* SupervillainLair: A fortress atop Piz Gloria in Switzerland. The business cover of it takes the form of a clinical allergy-research institute.* TookALevelInBadass: This time he is more involved in the field work of SPECTRE and takes part to the chase against Bond.----!'''Marc-Ange Draco''' [[quoteright:280:http://static.tvtropes.org/pmwiki/pub/images/ohmss_85_280_1735.jpg]]->Played by: '''Gabriele Ferzetti'''Head of the Union Corse, a major crime syndicate, and Tracy's father.* TheCasanova: In his youth.%%* TheDon%%* EveryoneHasStandards* TheMafia: Corsican crime syndicate.%%* ManOfWealthAndTaste%%* ReasonableAuthorityFigure----!'''Irma Bunt''' [[quoteright:275:http://static.tvtropes.org/pmwiki/pub/images/irma_bunt_ilse_steppat_134.jpg]]->Played by: '''Ilse Steppat'''Blofeld's Swiss henchwoman who manages the care for the "Death Angels" and assists in the attempts to eliminate Bond,[[spoiler: and although she fails to off him she eventually kills Tracy]]. * ApronMatron: To Blofeld's young female patients ("Death Angels").%%* TheDragon: To Blofeld%%* EvilRedhead%%* HeroKiller* KarmaHoudini: Unlike most Dragons in the franchise, Bond never has a chance to kill her.* AuthorExistenceFailure: Bunt was meant to return with Blofeld, but her character was eliminated when her actress, Ilse Steppat, died.----!'''Grunther'''[[quoteright:250:http://static.tvtropes.org/pmwiki/pub/images/grunther_-_profile_3968.png]]->Played by: '''Yuri Borienko'''A stocky imposing character, Grunther is a henchman to Blofeld and head of security at Piz Gloria. * ImpaledWithExtremePrejudice: He is killed when Tracy impales him on a set of ornamental wall spikes hung on the wall. %%* {{Mook}}%%* MookLieutenant----!'''The "Death Angels"'''[[quoteright:350:http://static.tvtropes.org/pmwiki/pub/images/on-her-majestys-secret-service-james-bond-george-lazenby-angels-of-death12_9020.png]]->Played by: '''Angela Scoular, Joanna Lumley, Dani Sheridan, Anouska Hempel, Ingrit Black, Julie Ege, Zara, Jenny Hanley, Helena Ronee, Sylvana Henriques, Mona Chong, Catherina von Schell '''Twelve beautiful young women from all over the world being brainwashed by Blofeld under the guise of allergy or phobia treatment in order to spread TheVirus. [[ForeignFanservice A number appeared in the representative styles of dress of their particular nation]]. Their mission is to help Blofeld contaminate and ultimately sterilise the world's food supply. Irma Bunt watches over them. %%* {{Brainwashed}}* FilleFatale: Ruby Bartlett (Angela Scoular).%%* {{Flat Character}}s%%* ForeignFanservice* OnlyOneName: Bunt refuses to let the girls reveal their full names, claiming clinic rules. Ruby Bartlett tells "Hilly" her name anyway when she's alone with Bond.%%* SupportingHarem%%* {{Unwitting Pawn}}s----!'''Shaun Campbell''' [[quoteright:200:http://static.tvtropes.org/pmwiki/pub/images/Bernard-Horsfall-in-OHMSS_4298.jpg]]->Played by: '''Bernard Horsfall'''A MI6 operative who tries to aid Bond in Switzerland as part of Operation Bedlam.%%* NewspaperThinDisguise%%* RedShirt* SacrificialLion: [[spoiler: He is spotted by Blofeld's men while escalating Piz Gloria. He is then killed and his body is left hanging to freeze near the cable car station of Piz Gloria.]]%%* TheVoiceless----!'''Sir Hilary Bray'''[[quoteright:314:http://static.tvtropes.org/pmwiki/pub/images/828-14100_6204.gif]]->Played by: '''George Baker'''Professor in the London College of Arms, whom Bond impersonates in Piz Gloria. Baker also provided the voice of Bray whilst Bond was imitating him.%%* TheProfessor----


text:
Great looks clearly run in the family. When your mother Mehr Jessia Rampal is the country's most celebrated supermodel and your father Arjun Rampal is worshipped as one of the Greek Gods in Bollywood, you inherit the best gene pool ever.
Arjun Rampal recently posted an image of his little bundles of joy - Myra and Mahikaa and commented, "And how fast they grow!!!! And guess who likes makeup. isn't that kind of early lol!!! #nervousdad"
The daughters are blessed with their mom's Parsi angelic looks and dad's Punjabi charm and one can easily see them growing into gorgeous young women.


text:
what is the best Iphone at the lowest rate?
by jmseeley53 - 5/28/13 7:45 AM
I am a senior with a hearing problem and need a phone with a large screen so I can see text messages, and with a good speaker phone so I can hear clearly. I am on a limited budget. thanks


text:
capacity in Tagalog
translation and definition "capacity", English-Tagalog Dictionary online
Translations into Tagalog:
- abót
- lakas
- laman
- puwesto
Other meanings:
mental ability; the power to learn
legal authority
filling the allotted space
faculty; the potential for growth and development
(operations) The maximum that can be produced on a machine or in a facility or group.
a measure of such ability; volume
capacity (of boat, hall, aeroplane, airplane, etc.)
The amount that can be contained (either persons or things).
capability; the ability to perform some task
the position in which one functions
the maximum that can be produced
electrical capacitance
the ability to hold, receive or absorb
rôle; the position in which one functions
legal authority (to make an arrest for example)
The ability of a resource to produce an amount of output in a specified amount of time.
the maximum amount that can be held
Automatic translation:
Similar phrases in dictionary English Tagalog. (1)
|residual functional capacity
|kaalaman sa natitirang katungkulan


text:
Pagoda Mirror
- Color:
- mirror
Please select an available size.
Please select a size.
Share This Item: Email
Description: Pagoda Mirror:
- Beveled wall mirror with pagoda mirrored detailing around frame
- Mounted on wood backing
- Hanging hardware included
- Measures 30 inches in width by 48 inches in height
Delivery charge includes delivery to your home and placement of items. You will be contacted to schedule a delivery time. Please note that this item cannot be delivered to Hawaii and Alaska; to P.O., F.P.O. and A.P.O. box offices; or to addresses outside the U.S.
Material: Cast resin, glass
Care: Wipe with a damp cloth
Brand: MIRROR IMAGE HOME
Origin: Imported


text:
Evans Cycles Free Delivery Voucher Codes
Why pay for delivery? With a Evans Cycles free delivery voucher code you can get your online shopping delivered for nothing.
No Free Delivery Vouchers
There are currently no Evans Cycles free delivery voucher codes. We only list free delivery voucher codes that can be used right now, when codes expire we remove them from the site, so sometimes we don't have any.
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Evans Cycles are the UK's largest specialist cycle retailer, stocking the most comprehensive range of bikes, cycling equipment and cycle clothing in the market. The range covers mountain biking, BMX, road cycling, commuting, folding bikes and kids bikes. Brands include Specialized, Trek, Kona, Cannondale, GT, Saracen, Raleigh and more. As well as having the latest gear they are also renowned for their massive stock of sale bikes and 'last chance' clothing and accessory items, many up to half price! There's also a free delivery option for all UK orders.Keep your Evans Cycles free delivery voucher code ready at the checkout to get your order delivered for free.


text:
Cebu ferries suspend trips
More News from Jhunnex Napallacan
CEBU CITY, Philippines—Some ferry boats in different ports of Cebu voluntarily suspended their voyages on Wednesday because of bad weather.
Cebu Coast Guard Station commander Weniel Azcuna said 44 passengers were stranded in Cebu City port after two vessels decided to cancel trips to Leyte on Tuesday evening.
MV Lapu-Lapu Ferry 8 and MV Lady of Angels bound for Baybay and Bato in Leyte, respectively, canceled their voyages for fear of rough seas caused by tropical depression "Crising."
On Wednesday, MV Super Shuttle Ferry 17 also suspended the Danao City-Camotes Island service while the MV Lite Ferry 6 cancelled its trip from Samboan town to Dapitan City.
In Toledo City port, MV Melrivic 9 and MV Fastcraft 2 bound for San Carlos City, Negros Occidental also decided not to push through with their trips.
Azcuna said the sea voyages to and from Bantayan Island in northern Cebu and in Tangil, Dumanjug in southwestern Cebu were back to normal.
Meanwhile, five outgoing flights at Mactan Cebu International Airport (MCIA) were canceled on Wednesday due to bad weather.
MCIA's arrival section personnel John Mark Calma said the canceled flights were Air Philippines flights 2P 254 from Cebu to Kalibo; 2P 295 from Cebu to Cagayan de Oro City; 2P 275 from Cebu to Legazpi; and Cebu Pacific flights 5J 205 from Cebu to Cagayan and 5J 827 from Cebu to Dumaguete City.
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text:
A dynamic web-based application for WYSIWYG editing of a web page generates editor functionality embedded into the web page using standard markup language so that a remote user with permission can edit the web page in a standard web browser without installing any external software. The resulting "editable web page" includes at least one editable content cell, such as a text cell or graphic cell, identified by an editing icon and interactive editing behavior.
1. An editable web page computer software product comprising a file stored on machine-readable media, the file including code defining a web page expressed in a predetermined markup language suitable for download from a server and processing in a standard web browser program executing on a client machine without the use of external code, the editable web page file including:
(a) markup language code defining selected elements of the web page, including a content cell;
(b) markup language code for displaying a visual indication that the content cell is an editable cell when the web page is displayed by the web browser;
(c) markup language code for displaying an editing panel in response to user selection of the editable cell for editing without downloading another web page file from the server;
(d) markup language code for capturing and storing editing actions taken by the user in the editing panel for modifying the editable cell without downloading another web page file from the server; and
(e) markup language code for submitting the captured editing actions to a web server without downloading another web page file from the server.
2. A web page according to
3. A web page according to
4. A web page according to
5. A web page according to
6. A web page according to
7. A web page according to
8. A web page according to
9. A dynamic web application computer software product stored on machine-readable media, the web application including code for generating an editable web page for download to a standard web browser executing in a client machine in response to a request from the web browser, without employing any external code on the user's computer, wherein the editable web page includes embedded code to invoke a pop-up editing window in the web browser responsive to a user request for editing the web page without downloading a second web page.
10. A dynamic web application according to
11. A dynamic web application according to
12. A dynamic web application according to
13. A dynamic web application according to
14. A dynamic web application according to
15. A dynamic web application according to
16. A visual, wysiwyg method of editing a web page in a remote user's client web browser without employing any external code on the user's computer, the method comprising the steps of:
designing and storing a web page on a web server;
in the web page, designating an editable cell;
responsive to a request from the user's web browser to edit the web page:
confirming that the user has permission to edit the web page;
downloading the requested web page to the browser in an editable form including at least one editable cell without generating a program in the server associated with the downloaded web page;
editing the web page locally, using the client web browser, without transmitting a request back to the web server to execute a program associated with the downloaded web page;
after editing the web page locally, transmitting results of said editing to the web server, including an identifier of the web site, a version of the web site, an identifier of the web page edited, an identifier of an editable cell; and indicia of new content for the identified editable cell; and
updating the web page stored on the web server to incorporate the indicated new content of the identified editable cell.
17. A method according to
18. A method according to
19. A method according to
20. A method according to
21. A method according to
22. A method according to
23. A method according to
�2003 the Cobalt Group. A portion of the disclosure of this patent document contains material which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in the Patent and Trademark Office patent file or records, but otherwise reserves all copyright rights whatsoever. 37 CFR � 1.71(d).
This application pertains to the World Wide Web (hereinafter "the Web") and, more specifically, it is directed to methods and systems to enable remote or client-side visual editing of web pages, commonly referred to as "what you see is what you get" or WYSIWYG (pronounced "wiz-ee-wig") editing, within a web browser application without installing any external software.
The "Web" is now well developed and literally millions of Web sites have been deployed, hosted on various servers around the world. Web sites comprises one or more related "pages," in some cases extending to scores or even hundreds of pages. The subject matter of web sites spans the full range of human interests and endeavors, and many web pages now include dynamic content as well as multi-media content such as audio and video clips, slideshows and the like.
The creation and maintenance of web sites, especially sophisticated sites, requires appropriate software "tools". In the simplest case, a page designer who is skilled in the use of a known page "markup language" such as HTML can use almost any text editor to create a web page. More specifically, the designer creates an HTML file that defines the desired page layout and content. The page file is stored, often together with other, related page files, in a file system coupled to a web server that is arranged for "hosting" the corresponding site (and potentially other sites as well). When a user "visits" the site, by navigating a web browser to the corresponding address or URL, he can download and view the page (or, the "home page" will simply download automatically when accessed). Typically, the web browser is a program running on the user's computer (or other web-enabled device such as a cell phone). A standard web browser, such as Microsoft's Internet Explorer or Netscape, contains code for interpreting the HTML page and displaying the page. This is a simplified summary as the topic is well known.
Most web sites today are created and maintained using editors better suited to the task than an ordinary text editor or word processor. For example, an HTML editor can specially mark HTML "tags" and enforce compliance with HTML (or other markup language) standards. Some HTML or web page editors will provide several screen displays or "views" for the convenience of the designer, such an a code window showing the HTML code, and a "preview" or browser window showing how the web page will appear when the present code is processed in a web browser. These two views might be available side by side for showing the page designer the effects of various code changes in near-real time. Known web page editors typically also include file "browsing" features for storing and fetching content files for inclusion in a page under construction.
Known web site editors fall into several broad categories. First, there are "full blown" or standalone application programs for building web sites. Popular examples include Macromedia's "Dreamweaver" and Microsoft's "Front Page." Many of these products provide extensive "visual editing," which refers to designing a web page using "point and click" or "drag and drop" interfaces that enable selection of layouts and design styles and elements without writing code. The editor generates the code, such as HTML, that will implement the desired page design. Such programs may include various predetermined design "templates" to give the novice designer a "head start". Standalone web page editors, however, are bulky applications, typically they cost money, and they require installation in a compatible computer to use them. A "compatible" computer here refers to one that runs the operating system on which the editor application was designed to run (and meets other system requirements such as available memory and processor specifications). Standalone editors also require that the user upload or "publish" the completed web page to a server when it is ready for use on the Web (sometimes called "going live").
A second class of web site (or page) editor are those that run in a web browser. These are typically implemented as "plug-ins" i.e., code that is installed to supplement the web browser's native capability. Usually, plug-ins are acquired by download (via the Web) and then installed on the user's machine. One such plug-in editor is called "eWebEdit". Once installed, it can be used to create or edit HTML code in a web browser, and then display the resulting web page. While this approach avoids acquiring and installing a complete, standalone web editor application, it still requires a software download, which can be time consuming if the user has a low-bandwidth connection.
Some web editors are implemented as Java applets that are downloaded to a user's web browser. Like the use of plug-ins, this technique requires downloading software (although "installation" may be transparent), which can cause annoying delay especially where the user has a slow connection. Finally, there are web editors deployed on a server for remote client-server operation. These of course impose a traffic burden on the network and may not be suitable for numerous users.
What is needed is a way to allow remote users to edit a web page (or entire site) maintained on a web server without requiring each user to acquire and install web editing software. Put another way, any web user (with permission) using virtually any computer should be able to edit a web page without having to download or otherwise install special web editing software.
One aspect of the present invention is directed to an "editable web page". This is typically realized as a computer software file stored on machine-readable media or in a memory. The "editable web page" can be downloaded, for example via the Internet, to a client machine web browser. It differs from ordinary web pages in that the editable web page can indeed be edited in WYSIWYG manner in a standard web browser without the use of external software, such as plug-ins or applets.
In accordance with a presently preferred embodiment, the editable web page file comprises code defining a "web page" expressed in a predetermined markup language, for example HTML or DHTML. The editable web page file includes, in one illustrative embodiment:
The editable cell may contain any kind of content such as a Flash, audio clip, video clip, pdf, graphic, etc. It may be edited by the user selecting or uploading a replacement for the cell, such as a new jpeg file to replace a picture cell. It may also be edited by the user modifying the existing content, such as editing text.
In accordance with a presently preferred embodiment, the editable cell has dynamic visual properties, such as a boundary box, implemented using a DHTML DIV tag or the like, associated with editing features.
A second aspect of the present invention comprises a dynamic web application computer program designed for execution on a server so as to generate a markup-language page, for example an HTML/DHTML page, that is editable, once downloaded, in a standard web browser. The application that generates an editable page can be conveniently implemented using, for example, Java Server Pages (JSP) or Active Server Page (ASP) technologies.
Another aspect of the present invention pertains to a visual or wysiwyg method of editing a web page in a remote user's client web browser, again without employing any external code on the user's computer. This methodology generally calls for designing and storing a web page on a web server; in the web page, designating at least one editable content cell; responsive to a request from the user's web browser to edit the web page, confirming that the user has permission to edit the web page, and downloading the requested web page to the browser in an editable form.
After editing, results are submitted from the client web browser to the hosting server that include an identifier of the web site, a version of the web site, an identifier of the web page edited, an identifier of the specific cell edited; and indicia of new content for the identified editable cell.
The web server or server application then reads the submission and updates the affected web page so as to incorporate the indicated new content of the identified editable cell. The new content may be submitted by the remote user (web browser) or it may be loaded from a library at the server side. Finally, the updated page is re-rendered on the user's web browser to show her immediately the effect of the edit submitted.
Additional aspects and advantages of this invention will be apparent from the following detailed description of preferred embodiments, which proceeds with reference to the accompanying drawings.
In general, the application server 102 provides web site creation, maintenance and hosting services for one or more business entity groups, 110, 112. We will use the automobile industry as one example to illustrate a potential application of the present invention. The invention can be used, however, for user editing of any web page in virtually any environment, as further explained later. Continuing our automotive example, the business entity group 112 might be an automobile dealership or a group of automobile dealerships that maintains one or more web sites on the application server 102. Let us assume, for example, that business entity group 110 is an individual automobile dealership. An authorized individual at the dealership, for example a general manager, can use a PC, for example, to communicate via network 100 with the application server 102 to view the dealership's web site and to exercise high-level controls, for example setting permissions for which employees are authorized to edit the web site.
Continuing our example with the automobile dealership entity 110, it may have, for example, two users who are authorized to edit different pages of the dealership web site. For example, a first user represented by PC 120 might be the manager of the dealership's new car division and who has permission to edit the new car web site (or new car pages) on the dealership web site. A second user represented by PC 122 in
The application server in a presently preferred commercial embodiment is built on a J2EE platform, and includes a web site manager that enables the web site proprietor (business entity) and its authorized users to maintain its web site(s). The web site manager preferably is implemented as a web application, in other words the user accesses that functionality on the application server through their standard web browser. This need not necessarily be the case but it is preferred because it obviates the need for the dealership to deploy special software. For greater detail, see commonly-owned U.S. patent application entitled, METHOD AND APPARATUS FOR PROCESSING A DYNAMIC WEBPAGE, filed Jan. 24, 2003 under PCT/US04/02100. The web site manager application enables the authorized user to select the web site of interest using a friendly graphical interface, such as that illustrated in
If the user chooses "Change Design Layout & Color", the user is presented with a screen like that shown in
Next we assume that the user is authorized to do so and has selected an individual page for editing. Referring now to
Next the user clicks on the specified field to edit the text cell 622. When the user chooses to edit the text cell 622, a new window or panel 700 pops up as indicated in
The edit text cell panel 700 includes a field 702 for entering text, as mentioned, in a "save text as" button 706. As shown in
Referring now to
When the desired editing step is completed, the user clicks the corresponding "OK" button or the like, and the results are submitted to the server, for example using standard HTTP form submission protocols (again, so a standard web-browser can be used for remote editing without supplemental software).
The types of editing activities illustrated in the drawing figures described above can be carried out by the user, in accordance with the present invention, in a standard web browser running on the user's machine, without having to install external software such as JAVA applets or browser plug-ins. This feature is accomplished by enabling the desired editing functionality within the (editable) web page itself, using a markup language. In a presently preferred commercial embodiment, Java Server Page ("JSP") technology is used in the application server to generate the editable page. The editable page employs a standard markup language so that it will execute properly in a standard web browser, such as IE.
In one illustrative implementation, the JSP code invokes custom tags to implement the editor in HTML and DHTML standard markup languages. To further describe the invention, sample code is shown below for implementing a text cell edit feature. In view of this description of the technical approach taken in a presently preferred embodiment, those skilled in the art will readily appreciate various ways to implement editing of other types of cells, such a pictures or graphics, as well as other equivalent methods and technologies to implement remote editing generally in accordance with the invention, to implement WYSIWYG editor behavior in a standard web browser without requiring additional software. This has the advantage of enabling editing by a user on virtually any PC or other web-enabled device; no special software is needed. Neither is programming expertise necessary as the editing functionality is a visual-editing paradigm with WYSIWYG feedback in essentially real time.
In the following code example, we assume that a user has logged in to the server platform and has permission to edit the page he selects. The following JSP code creates the HTML that enables editing content at the browser: This is implemented using a custom tag, called text-cell (the text cell editing tag).
The opening tag includes default text for the cell:
<CobaltDesign:text-cell cellName="welcome_bodytext1">We would like to thank you for visiting our website and considering us for the purchase of your next new or pre-owned vehicle. It is our goal to provide you with an excellent purchase and ownership experience.</CobaltDesign:text-cell>
The code for the tag (text-cell) begins as follows:
package com.cobaltgroup.products.webengine.web.tag;
import java.net.URLEncoder;
import javax.servlet.jsp.JspException;
import javax.servlet.jsp.tagext.BodyContent;
import com.cobaltgroup.foundation.exception.CobaltSystemException;
import com.cobaltgroup.products.webengine.exception.UnknownCellException;
import com.cobaltgroup.products.webengine.vo.SiteContextAdapter;
import com.cobaltgroup.products.webengine.vo.TextCell;
import com.cobaltgroup.products.webengine.vo.WebengineDelegate;
Following is standard format commenting:
Below is the resulting HTML that denotes the text cell at the browser. The initial DHTML "DIV" tag creates the bounding box that is displayed on the browser—see 622 in
The same tag also creates the following HTML when it is invoked with editing turned off(published):
We would like to thank you for visiting our website and considering us for the purchase of your next new or pre-owned vehicle. It is our goal to provide you with an excellent purchase and ownership experience.
It will be obvious to those having skill in the art that many changes may be made to the details of the above-described embodiments without departing from the underlying principles of the invention. The scope of the present invention should, therefore, be determined only by the following claims.
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text:
This whole thread seems to be arguing that making love to a beautiful woman is better with a fireplace, fur rug, glass of wine, candle light and soft music is superior to a lights out, smack down at midnight with an unwilling participant or a warm quickey before the fucking alarm goes off, will get no argument from me.
Of course life is not a Harlequin Romance and the closest most of us get to this sensuous experience is boffing our sons teacher in the back of her Mini Cooper after the PTA meeting in the parking lot of the overpriced private school we mistakingly thought would give our brat a leg up.
So while you lay there fondling your perfect print in front of the fireplace try to remember the rough and tumble world the rest of us live in, with frames and glass and smelly sprays and nail holes in the wall.


text:
Lasers in Dental Care Center - Milwaukee, WI
WebMD Physician Directory
Milwaukee, Wisconsin
Once known almost exclusively as a brewing and manufacturing powerhouse, Milwaukee has taken steps in recent years to reshape its image. In the past decade, major new additions to the city have included the Milwaukee Riverwalk, the Midwest Airlines Center, Miller Park, an internationally renowned addition to the Milwaukee Art Museum, and Pier Wisconsin, as well as major renovations to the Milwaukee Auditorium. In addition, many new skyscrapers, condos, lofts, and apartments have been constructed in neighborhoods on and near the lakefront and riverbanks.
Lasers in Dental Care
Lasers have been used in dentistry since 1994 to treat a number of dental problems. But, despite FDA approval, no laser system has received the American Dental Association's Seal of Acceptance. That seal assures dentists t...
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Orthopedic Hospital Of WI
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Milwaukee Behavioral Health
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Learn the ins and outs of reporting in MYOB AccountRight.
Learn how to start customer and supplier accounts, create invoices, process payments, and pay bills with MYOB AccountRight.
"You've got my back. When a customer expects me to know something, I know where I can find it fast and get a clear, simple explanation." —Richard R.
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41 Valentine's Day Crafts: Valentine's Day Cards, Gifts, and More
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Antique Pearl Box
By: Kandi Corp
We are adding the craft to your Craft Projects.
The project was added to your Craft Projects.
Click here to view your Craft Projects.
Present your valentine with this pretty, keepsake box from Kandi Corp., filled with chocolate, mementos of your time together or even jewelry. Adorned with delicate pearls, this box is also a nice place to store rings and other small items.
● Heart-shaped paper mache box
● Valentine-themed rub-ons
● Heat-fix embellishments: 4mm cream pearls, 10mm red hearts*
● 36" of 4" Red/Gold mulberry fiber ribbon
● Acrylic paint: Antique White, Eggshell White
● Sheer color finish
● Tea dye varnish
● Decoupage medium
● 1/2" glazelwash brush
● Heat-fix applicator wand*
● Hot glue gun, glue sticks
● Newspaper, scissors, wax paper, white paper, white tissue paper
*Heat-fix embellishments - Iron-On Pearls, Iron-On Nail Heads-Hearts Applicator wand - Kandi Kane™ applicator wand Both from Kandi Corp
Let paint and varnish dry after every application.
- Cover work surface with newspaper. Cover newspaper with wax paper. Paint inside and outside of box and lid Eggshell White. Repeat with Antique White.
- Rub valentine sayings and images on white paper. Cut out each saying and image. Apply decoupage medium to box. Press each saying randomly on box and lid. Brush decoupage medium over each saying. Tear and wrinkle tissue paper. Apply to wet surface of box and lid. Brush again with decoupage medium. Let dry. Repeat for inside of box and lid, applying images to inside bottom and sides and Happy Valentine's Day to inside of lid.
- Follow manufacturer's instructions to apply heart charms to box. Apply pearls one at a time along edge of lid. Apply coat of varnish on inside and outside of box.
- Cut ribbon in half. Set half aside for bow. Cut other piece in half lengthwise. Fold each piece in half lengthwise. Brush decoupage medium on side of lid and lower 1/2" of box bottom. Carefully adhere folded ribbon to lid and box. Brush folded ribbon with another coat of decoupage medium. Tie remaining ribbon in bow. Clip ends in V-shape. Glue bow to top of box.
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text:
By Russell Hood
The Webster Progress-Times
The Webster County Sheriff's Department and cooperating law enforcement agencies made three felony drug arrests last week.
The WCSD, with the partnership of the Mississippi Bureau of Narcotics and the assistance of the Eupora Police Department, made the arrests the night of Aug. 28 while serving seven narcotics warrants. One vehicle was seized during the operation, according to a news release.


text:
The fun begins when a fatally curious professor unseals a mysterious crypt and a veritable army of shambling, rotting, flesh-hungry zombies rises, marching into the night in search of prey. Nearby, a hapless group of socialites is enjoying a quiet weekend retreat. Unfortunately for them, their lavish rural villa is right in the monsters' path!
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text:
- Large Image
Alice in Wonderland Movie Mad Hatter Flip-Lock Wallet
- Price:
- $99,999.00
- Prod ID:
- 69582
Carry your mad as a hatter card with style and ease this Halloween!
Includes a cool flip-lock wallet with the Mad Hatter himself printed on the front. 1-Piece. Spot clean. Polyester. Imported.
This is an officially licensed Alice in Wonderland product.
- Product Number
- #69582
- Material
- Polyester Blend
- Care Instructions
- Spot Clean
- Air Shippable
- Yes
- Oversized
- No
- Express/Premium Surcharge
- $0.00
- Return Eligible
- Yes
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