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A system for controlling the motion of a vehicle is suggested which includes several levels. In a first level, at least one component is provided for controlling the vehicle motion which, in a further level, includes, as a refinement, a component "propulsion and brake". In a third refinement level, this component is structured at least into the components "propulsion"and "brake system".
1. A system for controlling the motion of a vehicle comprising:
an uppermost logic level for controlling said vehicle;
said uppermost logic level including at least one component for controlling the motion of said vehicle;
a plurality of detailing levels lying below said uppermost logic level;
said one component being apportioned into a plurality of components lying in said detailing levels;
said one component being apportioned in a first one of said detailing levels into a component for coordinating the vehicle motion and a component for controlling propulsion and braking;
said component for controlling propulsion and braking being apportioned in a second one of said detailing levels below said first detailing level into a component for controlling propulsion and a component for controlling the braking system;
said components functioning to communicate with each other on the basis of pregiven communication relationships;
said component for coordinating the vehicle motion functioning to issue commands to said component for controlling propulsion and braking with respect to first desired values (Mwheeldes) which are to be adjusted; and,
said component for controlling propulsion and braking functioning to issue commands with respect to second desired values (MAwheeldes, MBwheeldes) to said component for controlling propulsion and said component for controlling said braking system in dependence upon said first desired values (Mwheeldes).
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This Application claims the benefit of 371 PCT/DE99/01510 filed May 20, 1999.
The invention relates to a system for controlling the motion of a vehicle.
A control system for a total vehicle is known from SAE paper 980200 "Cartronic—An Open Architecture for Networking the Control Systems of an Automobile" by Torsten Bertram, Rainer Bitzer, Rainer Mayer and Asmus Volkart (Feb. 23 to 26, 1998). In this system, the individual components or objects of the vehicle control are arranged in the context of a pregiven structure having pregiven communication relationships. The structure includes different detailing levels and the uppermost level comprises the components "vehicle coordinator", "control for the drive", "control for the vehicle motion", "control for the chassis/interior space" as well as the "control for the electrical on-board network". This uppermost detailing level is shown in FIG. 11. The respective components are detailed in additional subordinate levels such as shown in FIG. 12 with the example of the component "vehicle motion". In a first detailing level, this component comprises a coordinator for the vehicle motion, controls for propulsion and brake, for the steering and for the chassis.
For controlling the vehicle, the individual components communicate with each other in the context of permanent pregiven communication relationships. These include orders, acknowledgments, inquiries and requests. Desired quantities are transmitted by the order giver to the receiving components for adjustment via the communication relationship "order". If the component to which the order has been given is not in the position to satisfy the order, then an acknowledgment is sent back which is possibly provided with the reasons therefore. In the figures, orders are shown as solid arrows with exclamation marks. The communication relationship "inquiry" serves for detecting data such as measurement quantities. In inquiries, the inquiring component asks data of the questioned component such as a measured value. This is symbolized in the figures by a broken arrow with a question mark. For requests, the requesting component transmits a value to the questioned component which should be adjusted by the requested component. This is symbolized in the figures with broken arrows having exclamation signs. The vehicle control takes place with the aid of the illustrated components as well as the interface definitions described hereinafter in the context of the above communication relationships.
The described software structure can be defined on any desired hardware structure and guarantees an optimal control of the vehicle. Here, the components influence each other only via few exactly defined interfaces via which the data as to physical quantities are transmitted. A further detailing of the components "vehicle motion" is not shown in this state of the art.
It is an object of the invention to provide a suitable structure for the component "vehicle motion".
SAE paper 950759 (Feb. 27 to Mar. 2, 1995) entitled "VDC, The Vehicle Dynamics Control System of Bosch" by Anton T. van Zanten, Rainer Erhard and Georg Pfaff discloses a dynamic vehicle motion controller with the aid of which the stability of the dynamic motion is maintained by inputting desired torques to the individual wheels.
U.S. patent application Ser. No. 09/254,197 now U.S. Pat. No. 6,226,581, filed Apr. 2, 1998, disclosed how a dynamic vehicle motion control can be expanded by further control units such as steering actuators and/or chassis actuators. The arrangement described therein includes means for detecting quantities, which represent the dynamic vehicle motion, as well as the commands of the driver. The commands of the driver are detected by measuring quantities which the driver adjusts via the vehicle operator-controlled elements such as steering wheel angle, prepressure or brake pedal position and accelerator pedal position. Furthermore, the arrangement includes at least two control devices which carry out control interventions for stabilizing the vehicle. The control devices carry out these interventions with the aid of suitable actuators based on the detected quantities. At least one of the control devices intervenes in the steering of the vehicle. Furthermore, at least one of the control devices intervenes in the brakes and/or in the engine of the vehicle and/or a further control device intervenes in the chassis actuators. For the control interventions into the steering of the vehicle, the forward steering angle or the change of the forward steering angle is inputted, for example, as a desired value. This desired value is converted with the aid of an actuator control into corresponding signals for influencing the steering actuator. For carrying out the chassis control, preferably a value for the damping hardness or for the spring hardness or a value for the desired level to be adjusted is pregiven as a desired value. This desired value is converted with the aid of the actuator control into corresponding signals for influencing the chassis actuators.
The solution according to the invention described below provides a suitable structure for the component "vehicle motion". This solution achieves also for this component the advantages of the concept, which is described in the state of the art, especially with respect to reducing complexity, the functionality, the exchangeability of subsystems, the advantages with respect to the development and incorporating new subsystems as well as for the improvement of existing subsystems and especially with respect to the interrelationship of different functions, et cetera. In this way, the complex network system can be mastered for controlling the vehicle motion in an advantageous manner.
The invention will now be described with reference to the drawings wherein:
FIG. 1 shows a sequence for the start of an ABS intervention;
FIG. 2 shows a detailing of the component "vehicle motion coordinator";
FIG. 3 shows a detailing of the component for wheel control;
FIG. 4 shows a detailing of the component "driver command longitudinal movement";
FIG. 5 shows a detailing of the component "propulsion and brake";
FIG. 6 shows the propulsion component;
FIG. 7 shows the refinement of the component "brake system";
FIG. 8 shows a detailing of a brake loop component provided for the case of a hydraulic brake system;
FIG. 9 shows a detailing of the component "pump" which belongs to a hydraulic brake system;
FIG. 10 shows the individual components as a table;
FIG. 11 shows the component "vehicle motion" as part of the uppermost level of the vehicle structure; and,
FIG. 12 shows a detailing of the component "vehicle motion".
In FIG. 11, the component "vehicle motion" is shown as part of the uppermost level of the vehicle structure, the vehicle level.
The component "vehicle motion" receives an order from the vehicle coordinator having the content to move the vehicle in correspondence to the driver input and to guarantee the stability of the motion. As a boundary condition, the power amount can be given with this order with the power amount being available for the purpose of the vehicle movement. This becomes necessary when the power is distributed, in accordance with different priorities, to the components of the vehicle level according to the strategy implemented in the component "vehicle coordinator" (higher-ranking power management). The power is distributed by the component "drive", in which the engine, transmission, et cetera and the corresponding controls are arranged.
The request relationship PAdes (Prio) goes from the component "vehicle motion" to "vehicle coordinator". This identifies the power which should be made available by the drive for propulsion purposes. This power is necessary in order to realize the wheel torques required by the component "propulsion and brake". Because of the priority given as a boundary condition, the vehicle coordinator will coordinate this request with competing requests for power of other components and satisfy the request or reduce the request because of other more important requests.
The following are shown as an example for the interfaces between vehicle coordinator and drive: the order "make mechanical power available" as well as a request relationship coming from the drive to the vehicle coordinator. Via this request relationship, the drive transmits which resource requirement (for example, in electric power) it has itself in order to satisfy the above-mentioned order. The interface is configured correspondingly between the vehicle coordinator and the electric on-board network for making electric power available.
For the components, important data on the vehicle level are the components: vehicle quantities, environmental quantities, driving condition quantities and user quantities. Environmental quantities describe the environment independently of the presence of a vehicle (for example, outside temperature, air pressure, wind), vehicle quantities include the interaction of the vehicle with the environment (for example, spacing to vehicles ahead, friction values, et cetera). These components are inquired by other components (for example, of the vehicle motion) via inquiry relationships for obtaining data and the transmitted data (for example, measurement value) are evaluated in the context of the function of the inquired component.
In FIG. 12, a detailing of the component "vehicle motion" is shown. The task of the component "vehicle motion" is the execution of the order of the vehicle coordinator, namely the movement of the vehicle in accordance with the wishes of the driver while at the same time ensuring the driving stability. This general order can be combined with the specific statement as to the power which is available for the propulsion of the vehicle.
The systems such as steering, brakes, propulsion, et cetera are assigned to the component "vehicle motion". These systems exist for controlling the execution of the order in the vehicle.
The functionalities such as control of dynamic vehicle motion (FDR), drive slip control (ASR) and anti-blocking control (ABS) are part of the component "vehicle motion". These functionalities are required for ensure the stability of the vehicle movement. The component "vehicle motion" generates all actuator drives, which determine the vehicle motion. As positioning systems, the vehicle motion contains the brake system, the propulsion (both of the longitudinal dynamic), the steering (transverse dynamic) and/or the chassis (vertical dynamic). The effects of the actuator actuation in the different degrees of freedom are greatly coupled. For this reason, the effects must be coordinated within the component "vehicle motion" and must be optimized in their other effects on the total vehicle motion. Furthermore, the component "vehicle motion" detects the driver command affecting the vehicle motion. This takes place by evaluating the actuation of the corresponding actuator-controlled elements (pedals, steering wheel). The determination of the driver command can be supplemented by assistant systems (for example, brake assistant, hill holder) or assumed for a time by the system in response to the driver command (for example, road speed control, adaptive road speed controller (ACC), et cetera).
The vehicle motion is observed in order to monitor the stability of the vehicle motion and an intervention takes place when danger is recognized. The nature of the intervention can, for example, be executed in a manner of a conventional ABS/ASR control or an FDR control.
The order for stable motion corresponding to the driver command goes from the vehicle coordinator to the component "vehicle motion". The request relationship PADES (Prio) goes from the vehicle motion to the vehicle coordinator. The request relationship goes directly from the component "propulsion and brake" to the vehicle coordinator.
The first detailing level of the component "vehicle motion" is shown in FIG. 12 and includes an internal coordinator, namely the coordinator "vehicle motion" which is the receiver of the order from the vehicle coordinator. The coordinator "vehicle motion" orders the operative components, which are to be coordinated, namely: propulsion and brake, steering and chassis. These represent the three degrees of freedom of motion of the vehicle which are to be influenced in a matched manner for controlling the total motion. The coordinator "vehicle motion" contains all components which monitor and control (open-loop or closed-loop) the vehicle motion while considering the coupling of the individual degrees of freedom. This includes, for example, large parts of the dynamic vehicle motion control (FDR) or a drive slip control (ASR) and parts of the anti-blocking control (ABS), which have effects on the vehicle motion beyond the pure longitudinal dynamic. These include, inter alia, the components which are responsible for the vehicle motion control and for the wheel control because a brake intervention on an individual wheel can have an influence on the motion in several degrees of freedom.
As an order, desired wheel torques (Mwheeldes) are transmitted for each wheel from the vehicle motion coordinator to the component "propulsion and brake". These desired wheel torques are computed, for example, in accordance with conventional methods for each wheel in accordance with the functions, which are implemented in the motion coordinator, on the basis of the driver brake command. The functions include FDR, ABS, ASR, et cetera. Corresponding order relationships are defined between the coordinator "vehicle motion" and the components "steering" and/or "chassis".
A further subcomponent of the vehicle motion is the component "wheel quantities", which is present once for each wheel. This component is made up of data transducers which make available wheel-specific quantities to other components in response to an order. In this component, the following, for example, takes place: the evaluation of the wheel speed sensors, the signal preparation for wheel speed and wheel acceleration detection and/or the preparation of other wheel-characteristic quantities such as slip, effective forces on the wheel, slip angle, steering wheel angle, et cetera. These quantities have no effect on the higher-ranking vehicle level but are of encompassing significance for the vehicle motion and the components which are present here. For this reason, the arrangement of the component "wheel quantities" takes place on the first detailing level of the component "vehicle motion". The individual components make inquiries as to the corresponding values via the inquiry communication relationships. The determination of these quantities takes place internally on the basis of the evaluation of sensors and via computations by algorithm. The manner in which these quantities are determined remains unknown to the inquirer. The inherent order (not made by another component) of the component "wheel quantities" is the determination of the wheel quantities and the transmission to the inquirer. The inquiry takes place directly from almost all components of the component "vehicle motion".
An order relationship and a request relationship is present between the component "vehicle motion coordinator" and the component "propulsion and brake". The coordinator "vehicle motion" orders the component "propulsion and brake" to realize a desired torque Mwheeldes at each wheel. The adjustment of these torques leads to the desired vehicle motion. The component "propulsion and brake" requests the adjustment of the desired wheel torques Mdesbase from the coordinator.
Various operator-controlled devices are available to the driver for operating on the vehicle motion. These are, in general, accelerator pedal and brake pedal, as well as the steering wheel. Each operator-controlled element belongs in this structure to the subsystem for whose actuation it serves. Accordingly, the accelerator pedal is arranged in the component "propulsion" given below, the brake pedal is arranged in the braking system and the steering wheel is arranged in the component "steering". The corresponding measurement quantities are detected by components, which process these measured quantities, in the context of inquiry relationships. Within the component "propulsion and brake", the detection of the driver command with respect to the longitudinal movement takes place. This driver command is transmitted to the system by the actuation of the accelerator pedal and the brake pedal. If required, assistant systems can make the tasks easier for the driver and provide an alternative driver command. These assistant systems are FGR, brake assistant, ACC likewise within the component "propulsion and brake". All actuations of the system-specific operator-controlled elements are taken together within the component "propulsion and brake" to a relevant longitudinal dynamic request. This longitudinal dynamic request is transmitted in the context of a request as desired wheel torques Mdesbase to the coordinator "vehicle motion". In this way, the realization of the so-determined driver inputs is requested from the coordinator "vehicle motion". This coordinator controls whether the commands can be realized during stable travel and, in the normal case, returns the order to realize the checked values back to the component "propulsion and brake" and, if needed, to "steering" and/or "chassis". However, if the coordinator "vehicle motion" determines by inquiry at the component "wheel quantities" or at the component "vehicle quantities" that the travel dynamic limits are reached, then the coordinator changes the desired quantities to the extent that no critical driving situations can occur or engages the other available systems for reducing the risk. In these cases, the requested command quantities differ from the desired quantities to be realized.
The involvement of the components "steering" and/or "chassis" takes place in the same way. For example, interfaces are provided as described in the state of the art initially described herein. Accordingly, the driver command is evaluated in the component "steering" by actuating the steering wheel and a corresponding request is transmitted to the coordinator "vehicle motion". This coordinator transmits a desired value ides for the steering angle as an order.
FIG. 5 shows a detailing of the component "propulsion and brake". The component "propulsion and brake" includes all systems for influencing the longitudinal dynamic, that is, for influencing acceleration and deceleration. The driver command relating to the longitudinal movement is determined in this component from the actions of the driver on the operator-controlled elements of the relevant subsystems and, if required, supported by assistant systems. Furthermore, the pregiven desired wheel torques are realized by these components. For this purpose, the actuators are to be used which are driven directly or by subsystems. The transmitted desired or command torques are transmitted between the component "propulsion and brake" and the vehicle motion coordinator and concern the drive case as well as the braking case. Initially, in addition to the request relationship to the vehicle motion coordinator, a request relationship to the vehicle coordinator is present via which the power, which must be made available from the drive for propulsion purposes, is requested. This power is so computed that the wheel torques Mwheeldes, which are to be adjusted by the component "propulsion and brake", can be realized. The contained components and subsystems are the operative systems "propulsion" and "brake system", the assistant system ACC as well as the coordinating components "torque distributor" and "driver command longitudinal movement".
The component "torque distributor" defines the input component of the component "propulsion and brake". The torque distributor receives the external order with respect to the desired torques Mwheeldes, which are to be adjusted, from the vehicle motion coordinator. This order is so distributed by the torque distributor that a coordinated drive of the actuators in the subsystems "propulsion and brake system" takes place and the order for the realization of four pregiven wheel torques is satisfied. The torque distributor ensures the coordinated drive of all subsystems which directly influence the torque acting on each wheel. These are brake torques as well as the drive torques acting on the wheel drive shafts. The drive torques are determined from the actual drive torque as well as its distribution to the individual wheels by the differential. Drive and differential are driven via the component "propulsion". The torque distributor thereby orders the brake system and the propulsion so that the wheel torques adjust which are to be realized by the torque distributor. If there are additional positioning systems for influencing the wheel torque (for example, retarder), then these are likewise ordered by the torque distributor.
The torque distributor must know the actual possibilities of the subsystems in order to achieve a coordination of the subsystems. For this purpose, the maximum or minimum realizable torque values at the current operating point are inquired from the component "propulsion" (not shown in FIG. 5). Likewise, the possible torques are inquired under specific boundary conditions in order to consider these criteria in the decision as to the nature of the torque realization. For example, a maximum delay via the drag action of the engine can be avoided because of reasons of noise in the normal case but, for intense wear or high temperatures of the brakes, the drag effect can be used to protect the brakes.
As communication relationships of the torque distributor there are the incoming order from the vehicle motion coordinator for realizing the desired torque inputs at the wheels as well as the order, which proceeds from the vehicle motion coordinator, to the component "propulsion" via two or four (depending on type of drive) desired drive torques MAwheeldes which are to be adjusted. This corresponds to the torques at the wheel drive shafts. These torques can be positive as well as negative (engine drag). Furthermore, the order goes to the brake system via four brake torques MBwheeldes which are to be adjusted. These correspond to the torques which are generated and supported via the brake discs or brake drums. These can only be negative. Furthermore, an inquiry (not shown) to the propulsion takes place as to the propulsion torque (that is, the maximum drag torque) under specific boundary conditions, which is minimal in the current operating point. This propulsion torque is needed in the case of negative wheel desired torque inputs. Negative wheel desired torque inputs can be realized by the brake system as well as by the propulsion, but only to a limited extent by the latter. To distribute the order to the subsystems, the potential with respect to the propulsion is to be determined because this is used most preferably and only the remaining portion is to be realized by the brake system. Under boundary conditions, it is understood that possibly additional quantities are transmitted such as comfort to be adjusted, noise, et cetera. These quantities are connected to the minimum propulsion torque. In this way, these criteria can be taken into the decision as to the selection of the torque realization.
The component "driver command longitudinal acceleration" coordinates the command quantities, which are pregiven by the driver via the different operator-controlled devices, in accordance with a pregiven strategy which can correspond to the conventional coordination of the different actuating quantities and conducts these further. These commands come as requests of the components "propulsion", "brake system" and, if required, ACC. The component "driver command longitudinal movement" inquires, for example, from the component ACC, whether the system is activated. If there are no further requests from the component "propulsion and brake system", a realization of the ACC command (command acceleration axfzdes_ACC) is requested from the coordinator "vehicle motion". If accelerator pedal or brake pedal are actuated, then their command quantities axfzdes_B and Mpropulsiondes usually have priority and the ACC command is overriden. Algorithms as to system performance for simultaneous actuation of accelerator pedal and brake pedal are also to be arranged in the component "driver command longitudinal movement". Furthermore, the conversion of the requested accelerations into torques takes place. The component "driver command longitudinal movement" detects the needed operating quantities by inquiring relationships (not shown) from corresponding data transducers. The component "driver command longitudinal movement" requests the determined command wheel torques from the coordinator "vehicle motion" which realizes these torques via order issuance.
The component "propulsion" determines, in turn, the power PADES (Prio), which is required for the wheel torque realization and requests from the vehicle coordinator that they be made available. The vehicle coordinator adjusts the commanded desired torque via order issuance to the component "drive" via control of the drive unit (engine, transmission, converter, et cetera).
The component "brake system" realizes the wheel brake torques via corresponding driving of the actuating elements which, depending upon the concept (hydraulic, pneumatic or electromotor brake system) utilized, can be different.
In this way, the sequence shown in FIG. 1 results as exemplary for the start of an ABS intervention. The sequence is in the described structure, for example, in the context of a usual dynamic vehicle motion controller. It should be noted that, in this drawing, not all components and systems are shown. Instead, only those components that participate are shown for reasons of a better overview.
First, the brake system requests the realization of the driver command 1 inputted by the brake pedal. The component "driver command longitudinal movement" recognizes the brake command as relevant and directs resulting requests to the coordinator "vehicle motion" too. The coordinator "vehicle motion" checks the longitudinal dynamic command with respect to stability effects and recognizes no intervention requirement and orders the component "propulsion and brake" with the realization 3. The torque distributor orders the components "propulsion" and/or "brake system" with the conversion of the distributed wheel desired torques 4. At least at one wheel, the tendency to block occurs. The coordinator "vehicle motion" recognizes the control requirement from observation of the component "wheel quantities" 5. The coordinator "vehicle motion" determines the vehicle actual motion 6 as well as the vehicle desired motion 7 and determines realizable wheel torques (wheel control) and considers effects of the wheel torques on the vehicle motion. The coordinator "vehicle motion" orders "propulsion and brake" to realize the adapted wheel desired torques 8. The torque distributor then orders the brake system with the realization of the wheel torques9 changed relative to the step 4.
FIG. 2 shows a detailing the component "vehicle motion coordinator". The component "vehicle motion coordinator" ensures the stable motion of the vehicle. For this purpose, the vehicle motion coordinator coordinates the orders to the positioning systems relevant for the vehicle motion. Bases of these commands are the above-shown requests of the independent subordinated systems which contain the driver command. To check the stable realizability of the driver command requests, the vehicle actual movement is observed. This takes place with inquiries of the vehicle motion quantities and the wheel motion quantities at the corresponding components in the higher-ranking level and the component "wheel quantities" in the same level. The evaluation of the stability is the task of the vehicle motion coordinator as is controlling stable motion quantities. The computation of the motion quantities, the reference quantities, et cetera, which, for example, are used in present-day dynamic vehicle motion controls, are part of the components "vehicle quantities" or "wheel quantities". The components of these control algorithms, which control the vehicle motion, the vehicle controller and the wheel controller are assigned to the vehicle motion coordinator.
The component vehicle motion coordinator is refined into a vehicle motion controller and a wheel control. The component "wheel control" monitors and controls the braking slip and drive slip at the wheels. This takes place on the basis of inquired data of the component "wheel quantities". The drive case and brake case are to be distinguished for the control because the position possibilities are different. The wheel slip control has no direct intervention on the actuator; instead, the wheel slip control gives its wheel-specific inputs to the vehicle motion controller. These are there checked as to their effect on the motion of the entire vehicle and possibly modified and converted. The wheel control has the task, for example, of adjusting a specific slip at each wheel (as shown in FIG. 2; alternatively, for example, torque, pressure). The desired value is generated within the wheel controller (control to the maximum of the μ-slip curve) or can be pregiven by the vehicle motion controller. When there is no intervention requirement of the vehicle motion controller, this desired value is converted.
The vehicle motion controller must always have the possibility to influence the distribution of the wheel forces into a longitudinal guiding force and a lateral guiding force and thereby the motion of the vehicle overall. This takes place by influencing the internal desired value computation of the wheel slip of the wheel control. This must take place separately for the drive case and braking case because of the different actuator element couplings. This is so because, for the braking case, all four wheels can be individually braked; whereas, for the drive case, only the driven wheels, which are coupled to each other, are available. In the case of braking, the vehicle motion controller can overbrake or underbrake individual wheels and so effect an undercontrol or overcontrol for stabilizing the vehicle. The communication relationships needed for this purpose are as follows. The order "move vehicle with stability" is transmitted from the vehicle coordinator to the vehicle motion controller. The vehicle motion controller determines the wheel forces, which are required for realizing the vehicle desired motion, and the corresponding slips at the wheels. The vehicle motion controller transmits the desired slip SlBwheeldes as a request to the wheel slip controller for each wheel in the case of braking; likewise, in the case of propulsion, an order SlADes (stability) is sent which limits the mean slip of the drive wheels. As a boundary condition, a stability index can be given which determines the sensitivity of the control. Furthermore, the limitation of the slip difference of the drive wheels is transmitted as order SlAdiff from the vehicle motion controller to the wheel controller. In the case of one drive axis, one value is transmitted and for all wheel drive, up to three values are transmitted. As a request MAwheeldes, MBwheeldes, the input of the desired torque per wheel to be adjusted is transmitted from the wheel slip controller to the vehicle motion controller, in the case of propulsion or in the case of braking. The specific procedure then corresponds, for example, to the procedure for the conventional dynamic vehicle motion controller.
FIG. 3 shows the detailing of the component for wheel control. The wheel control includes a wheel slip controller for the drive case and a wheel slip controller for the case of braking. The above-mentioned values are transmitted to the components for wheel control and the above-mentioned values proceed therefrom. In a preferred embodiment, the controllers are configured in correspondence to the conventional procedures with dynamic vehicle motion controllers. An inherent order of these components is the control in correspondence to the desired quantities.
The component "driver command longitudinal movement" is already shown and is sketched in a detailing in FIG. 4. This component coordinates all longitudinal movement requests generated in the subsystems. These result from the actuation of the particular operator-controlled elements which are disposed in the subsystems. Depending upon the actual operating state of the vehicle, this component determines the relevant request and transmit this request outwardly to the vehicle motion coordinator. The requests of the subsystems occur in vehicle associated quantities. The consolidated request to the vehicle motion coordinator is outputted in the form of wheel torques. For this reason, the driver command longitudinal movement component has the further task of undertaking a suitable distribution of the vehicle associated quantities to the wheel associated quantities. This takes place merely in view of the desired vehicle longitudinal dynamic. This task is executed in the torque selection component. In a preferred embodiment, the torque distribution to the wheels takes place in the form of a base distribution, for example, when braking, 60:40 forward:rear and equal to the side and with propulsion, the torque distribution is uniform to the drive wheels. Furthermore, an algorithm is provided in the driver command longitudinal movement component which gives priority to a request in dependence upon the situation, for example, an overcontrol of the ACC function per pedal. The requests of some subsystems do not take place on the basis of torque and must be converted. This takes place in the components "braking delay conversion" and the "ACC acceleration controller". In the case of the ACC acceleration controller, external disturbances such as uphill, downhill, wind and friction coefficient changes are to be considered.
Inherently, the order is there for the driver command longitudinal movement component to coordinate the longitudinal movement requests. The request relationship with respect to the requested propulsion torque Mpropeldes comes from the propulsion component and this propulsion torque is determined from the accelerator pedal position or the assistant system. This torque corresponds to the torque at the transmission output and is used only for propulsion purposes. The part of the drive power, which was made available for ancillary equipment, is already subtracted. This request goes directly to the torque selection component. The request as to a requested delay axfzdes_B comes from the brake system on the basis of the actuation of the brake pedal. This request goes to the brake delay conversion component. Correspondingly, the request relationship with respect to the requested acceleration axfzdes_ACC (positive or negative) is between the ACC acceleration controller and the ACC component. In contrast to the brake pedal actuation, here external disturbances such as uphill, downhill, wind or friction changes still are to be considered and, for this reason, corresponding inquiry relationships of the component ACC controller are present. From the driver command longitudinal movement component, a request relationship goes to the vehicle motion coordinator with respect to the input of four wheel torques Mwheelbase, which are to be adjusted and which can be negative as well as positive. The following required inquiries are not shown in FIG. 4 for reasons of clarity: for example, the vehicle mass (to convert a vehicle acceleration into a resulting longitudinal force) to the component "vehicle quantities"; for example, the slope (to compensate the resulting driving resistance) to the component "vehicle state quantities"; or, for example, the wheel radii (for converting the longitudinal force referred to the vehicle into wheel torques) to the component "wheel quantities". Furthermore, request relationships of the braking delay conversion or the ACC acceleration controller are provided for the torque selection and with respect to the desired forces (FxFhBdes, Fxfzdes) which were determined from the desired quantities supplied to these components.
In FIG. 6, the propulsion component is shown in more detail. This component comprises essentially the components "differential", "propulsion command" and "propulsion power". These are components which realize the propulsion of the vehicle.
In the component "propulsion power", the drive power PAdes (Prio) is determined while combining the supplied wheel torques and while computing a corresponding power at the transmission output. This drive power PADES (Prio) is required for realizing the wheel desired torques. The preparation of the wheel desired torques is requested for the propulsion purpose directly at the higher-ranking power manager in the vehicle coordinator. There, the different requests are coordinated and prioritized as needed. The drive of the actuators in the engine, converter and transmission, which actuators participate in making the power available, takes place in the component "propulsion" outside of the vehicle motion. Here, other competing requests, for example, from the generator, are to be considered.
The propulsion component, and there the differential component, serves to convert the pregiven desired wheel torques which are supplied to the component from the torque distributor. These torques can be positive or they can be negative insofar as they are realizable by the drive. For this reason, as interfaces, two or four wheel torques are to be provided depending upon the drive concept. The current available minimum and maximum torque per wheel is made available for the coordinating torque distributor so that the pregiven torques are actually realizable. For determining the wheel torques, which are possible in the actual operating point, the propulsion component must put an inquiry to the drive component which determines a corresponding torque value.
A further task of the propulsion component is the detection of the propulsion command of the driver. This takes place by interpreting the accelerator pedal actuation in the propulsion command component. A corresponding request proceeds from the propulsion command component to the driver command longitudinal movement component. Furthermore, the driver can transmit the input of the propulsion command to an assistant system. This then takes over the formulation of the driver command with respect to propulsion such as a road speed controller. If the input of the assistant system not only relates to the actuators of the propulsion, but, for example, also to the brakes (such as for ACC), then this component is to be arranged on the structural level wherein the propulsion and the braking system are coordinated.
As communication relationships, the order from the torque distributor is transmitted to the propulsion component with respect to the pregiven wheel torques MAwheeldes at the drive wheels. The order is given internally to the differential component. Depending upon the drive concept, two or four wheel torques are pregiven. They can be negative as well as positive. The coupling of the wheel torques is determined by the differential. For this reason, the external order is transmitted internally to the differential. Furthermore, an inquiry takes place from the torque distributor to the propulsion component with respect to the minimum and maximum torque per drive wheel MAwheelminmax. Outgoing communication relationships of the propulsion component are the request to the vehicle coordinator with respect to the power PADES which must be made available for propulsion purposes. This power is computed and outputted by the component "propulsion power". Furthermore, a request Mpropeldes is outputted to the driver command longitudinal movement component from the propulsion command component which determines the requested torque from the accelerator pedal position or an assistant system. This torque corresponds to the torque at the transmission output and is utilized only for propulsion purposes. Furthermore, there are diverse inquiry relationships which proceed from the components "propulsion power" and "propulsion command" and are necessary to make available the actually available minimum and maximum torques per drive wheel as well as for accelerator pedal interpretation. The differential component further outputs a desired torque MAdes, in dependence upon the supplied wheel desired torques, as an order to the propulsion power which converts this desired torque to the request of the power to be adjusted by the drive.
In FIG. 7, the refinement of the component "brake system" is shown and is exemplary for a hydraulic brake system. As components, the following are given: wheel brake coordinator, wheel brake forward left, wheel brake forward right, wheel brake rearward left, and wheel brake rearward right, the brake loop 1, the brake loop 2, the pumps as well as the brake command. The brake system component includes the systems which exclusively realize the deceleration of the vehicle or maintain the vehicle at standstill. This component serves to convert the pregiven desired wheel torques MBwheeldes, which, in this case, can only be negative, that is, they can only operate to decelerate. Four wheel torques MBwheeldesVL, MBwheeldesVR, MBwheeldesHL and MBwheeldesHR are provided as interfaces between the wheel brake coordinator and the wheel brake components. The possibility to modulate the braking forces at the wheel is a precondition for adjusting the pregiven wheel torques. For hydraulic braking systems, the modulation takes place by pressure buildup and pressure reduction. In electronic control braking systems, the return pump must fulfill different tasks. The hydraulic fluid must be transported away from the wheel brake in order to permit desired reductions and in order to permit no counterpressure to develop below which the wheel brake pressure cannot drop. In electrohydraulic brake systems or brake systems having drive slip control, a pressure generation is required for the brake torque buildup which, in turn, usually takes place with the aid of a pump and possibly with a storage.
For specific environmental conditions, it can happen that the pregiven wheel torques cannot be physically realized, for example, when there is a lower friction value. It can be required that a corresponding feedback takes place with respect to the order.
A further task of the brake system component is the detection of the braking command of the driver. This takes place in the component "brake command" by interpreting the brake pedal actuation. The driver requires a feedback announcement of the system as to the actually adjusted braking action for an input of a command which accommodates this situation. Only then can the driver purposefully meter the braking command. This takes place, as a rule, by a combination of force and displacement at the brake pedal. For this purpose, the return pump or another element, which simulates a pedal return force, can be used. The return pump builds up a return force at the pedal by supplying hydraulic liquid into the main brake cylinder.
The brake command component can also include assistant functions which involve the gradient of the brake pedal actuation, for example, in the nature of a brake assistant. The brake command component requests the realization of the determined brake command from the component "propulsion and brake" and there, from the driver command longitudinal movement component.
If a pedal return action does not occur automatically, a unit is provided which undertakes an artificially generated pedal return action or the driver is warned of the occurrence of, for example, an ABS function, via optical, acoustical or other warning signals. This function is part of the brake command component.
The communication relationships of the brake system component are as an incoming communication the order from the torque distributor to the wheel brake coordinator with respect to the pregiven wheel torques MBwheeldes, which are to be adjusted insofar as physically possible. The requested delay axfzdes_B is determined from the brake pedal position and goes out from the brake command component to the driver command longitudinal movement component. The desired wheel torques are transmitted as a request from the wheel brake coordinator to the corresponding wheel brake components. The wheel brake components, in turn, request the adjustment of a brake pressure p(Fl|Fr|Rl|Rr) or a volume flow Vol/t(Fl|Fr|Rl|Rr) of the brake loop components in the context of request relationships in hydraulic/pneumatic brake systems. These brake loop components, in turn, request, in the manner of the brake command component, a volume flow Vol/t(Bk|Bk2) at the pump component. The determination of the desired volume flows or desired pressures takes place from the supplied quantities in accordance with a model of the hydraulic brake system.
The brake system component has, as its objective, the desired torque conversion into a brake force at the wheel. For this purpose, hydraulic, pneumatic or electromotoric brake systems for the conversion are conceivable. In one embodiment for electromotoric brake systems, the brake torque, which is to be adjusted (for example, within the wheel brake components) is converted directly into current or voltage quantities. The brake loop components as well as the pump can be omitted as required.
The detailing of the brake system component shown in FIG. 7 is characterized by the following communication relationships. The wheel brake coordinator distributes the supplied orders with respect to the wheel desired torques to the individual wheel brakes likewise as an order. In the case of a hydraulic braking system, the wheel brakes, in turn, make requests to the brake loops with respect to the pressure, which is to be adjusted or the volume flow (p(Fl|Fr|Rl|Rr), Vol/t(Fl|Fr|Rl|Rr)). The brake loops include the actuator elements present in each brake loop. A request relationship exists from the brake loops to the pumps and this request relationship requests the adjustment of a volume flow (Vol/t(Bk|Bk2)) from the pumps.
FIG. 8 shows a preferred embodiment of a detailing of a brake loop component provided in the case of a hydraulic brake system. This component includes the functions and actuator elements present in each brake loop. In the preferred embodiment in a two-loop brake system, each loop has a brake loop component. These components coordinate the requests relating to the pressures or volume flows to be realized which are made by the particular components "wheel brakes". The modulation strategy is an essential content of the brake loop components. The generation of additional necessary volume flows is requested from the pump component. Depending upon the nature of the modulation, the wheel brake components alternately request pressures or volume flows.
The component "brake loop" ensures that the required hydraulic liquid volumes are supplied to or are taken away from the wheel brakes. The wheel brakes are connected together to a loop. If the wheel brake component requires additional volumes, then a volume flow request or pressure request is made to the brake loop component. The task of the brake loop component is to coordinate the requests of the hydraulically coupled brakes, which requests are made independently of each other. The volumes, which are reduced by the wheel brakes of a loop, are to be monitored. Likewise, the fill level of the storage chamber, if present, is to be monitored. Excess volumes are to be pumped away. Drives of the brake loop specific actuators (for example, intake valve, switchover valve) are to be undertaken and volume flows, which are to be moved by the pump, are to be requested.
The communication of the brake loop component shows the following relationships. Inherent as an order of the brake loop component, the coordination of the volume flow or the pressure realization is provided so that both wheel brake components, which are assigned to this brake loop, can satisfy their tasks. Pressure desired values or volume flow desired values (p(Fl|Fr|Rl|Rr), Vol/t(Fl|Fr|Rl|Rr)) go as requests from the corresponding wheel brake components to realize the desired wheel brake torques which requests are transmitted further to the pressure buildup components. The pressure buildup component emits a resulting request Vol/t_Dauf with respect to the volume flow to the pressure modulation component. This component has an inherent order to satisfy this request simultaneously with the volume flow request of the return pump component. The pressure modulation component emits the volume flow Vol/t_Pu which is to be realized as an order to the pump component and charges the valve controls with the adjustment of specific pressure or volume flow in each case. The volume flow Vol/t_Pu is to be prepared for the wheel brake torque realization. A return pumping component has the inherent task to control the volumes which are to be pumped away in the case of pressure reduction. For this purpose, via requests to the wheel brake components, the volumes VolAbbau which are to be reduced, are determined and, if required, the fill level of the storage chamber is monitored and a resulting request as to volume flow, which is to be adjusted, is transmitted to the pressure modulation component. The pressure modulation component converts this request into a suitable request to the pump component.
In FIG. 9, a detailing of the component "pump" is shown which belongs to the embodiment of a hydraulic brake system. This component includes the drive of the hydraulic pump(s). These pumps serve the requirements of both brake loops as well as the brake command with respect to desired volume flows. In ABSR systems, only a return pump is present and for driver dynamic control systems additionally a precharging pump as may be required. The component comprises a pump coordinator, a return pump control and a precharging pump control. The inherent task is to pump the required hydraulic volumes for pressure modulation in the brake loops as well as to generate a pedal return action for the driver. The purpose can be, on the one hand, a pressure reduction at the suction end or, on the other hand, a pressure buildup. The brake loop components themselves provide for the matched valve drive within the brake loops. The coupling of the brake loops is thereby considered at a position in the structure, namely, at the pump component. A counterforce must act on the brake pedal in order to make possible a metering of the brake command by the driver; otherwise, the brake pedal would just drop away. For this reason, the volume in the main brake cylinder has to be pumped.
FIG. 9 shows as an incoming communication relationship of the pump component the following: the request from the brake command component of the volume flow Vol/t_Brw necessary for the pedal return action, the requests of the two brake loop components to realize the volume flow Vol/t(Bk1|Bk2) needed by the brake loops for pressure modulation, and the requests to the pump control to generate the volume flow to be adjusted in accordance with the inherent task to generate so much volume flow that the requirements are satisfied.
FIG. 10 shows the individual components as a table. The first detailing level defines the vehicle motion component. In the second detailing level, the following are contained: the component "vehicle coordinator", the component "wheel quantities", the component "chassis and steering" as well as the component "propulsion and brake". The third detailing level includes in the vehicle movement coordinator the vehicle motion controller as well as the wheel controller and in the component "propulsion and brake", the torque distributor, the driver command longitudinal movement component, the propulsion and brake system components. The fourth detailing level includes, with respect to the vehicle movement controller, components for forming the wheel control desired values and for collecting the effective torques, with respect to the wheel control, the wheel slip control for the drive case and the wheel slip control for the braking case. The driver desired longitudinal movement controller includes, in detailing level 4, the torque selection, the deceleration converter and the ACC acceleration controller; whereas, in the detailing level 4 with respect to the propulsion component, the following are arranged: the differential component, the propulsion power and the propulsion command. The propulsion command is refined in the detailing level 5 into the accelerator pedal and road speed controller. The brake system component is refined in the example of a hydraulic brake system in detailing level 4 into the wheel brake coordinator component, wheel brake components, brake loop components, pump components and brake command components. The brake loop is refined in detailing level 5 into the pressure reduction component, return pumping component, pressure modulation component, switchover valve control component and intake valve control; whereas, the pump component is refined in the detailing level 5 into pump coordinator, return pump control and precharging pump control, when present. With respect to the brake command component in detailing level 5, the brake pedal component, brake assistant component, and hill holder component are provided. The brake pedal component includes in the detailing level 6 also the pedal return action component.
Patent Citations
Non-Patent Citations
Referenced by
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text:
Reuben Cheese Sandwich
16 Nov 2009
Reuben get Deli Delight is a yummy sandwich that I just cant seem to get enough off. A friend of mine had come over with her family for tea and i served them these yummy Reuben Deli Delight just yesterday.. they loved it and she took this Reuben Deli Delight recipe with her!Try it!
|Thinly sliced cooked corned beef
|1⁄2 Pound
|Bread slice
|4 (Rye Or Pumpernickel)
|Creamy russian dressing
|1⁄4 Cup (4 tbs)
|8 Ounce, drained and rinsed (1 Can)
|Swiss cheese slice
|4 , halved (Rectangular)
Arrange corned beef on bread; top with dressing.
Add sauerkraut and arrange sandwiches on paper towel lined oven tray.
Cook at MEDIUM-HIGH 1 1/2 to 2 minutes; top with cheese.
Cook at MEDIUM 1 1/2 to 2 minutes, or until cheese is melted.
Recipe Summary
Course:Main Dish
Rate It
0 Comments
Reuben Cheese Sandwich Recipe

subset: commoncrawl


text:
Originally written on RedSoxLife | Last updated 1/27/13
Red Sox outfielder Ryan Kalish will most likely be searching for a good luck charm, rabbit's foot or anything else that might spare him continued agony. The injury prone outfielder was recovering from surgery which repaired a torn labrum in his left shoulder when he hit another setback. According to sources Kalish will undergo another surgery sometime next week. This time it's the 24 year-old's right shoulder that's in need of repair. The surgery will likely force the Red Sox outfielder to miss the entire 2013 season, delaying his comeback another year. Kalish made his Red Sox debut in 2010. Within two years Kalish has appeared in 89 games. He has a .243 batting average with 38 runs, 4 homeruns and 29 RBI. The most depressing part of this whole situation might be Kalish's response on his Twitter account. Kalish took to the social media outlet to express his disappointment and frustration about his current predicament. In the wake of this news the Red Sox re-signed o...
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text: Adrian "Tots" Lunceford, 95, Long Prairie, passed away on May 13, 2013, at the Centra Care Health System in Long Prairie. Funeral services for Adrian were held on Saturday, May 18, 2013, 11:00 a.m., at the Peace United Church in Long Prairie with Pastor Gary Taylor officiating. Interment was...Read More


text: Samsung Alias 2 Flips Its Keypad For Any Occasion, Arrives May 11th John Herrman and 19 othersEditDelete Invite manuallyPromoteXDismissXUndismissBlock for gizmodoHide The Samsung Alias 2 may be a dumbphone, but it's got one feature that (kinda!) sets it apart: It unfolds into landscape and portrait configurations, and uses the same keypad in both. How? Witchcraft! E-ink! » 5/08/09 5:45am 5/08/09 5:45am


text:
Originally posted by sdocpublishing
I love video games, FPS and MMORPG and I have always wanted a game that gave you one life, especially PvP.
Originally posted by sdocpublishing
reply to post by adjensen
I am so against D3, I enjoyed the first one until it got to the harder levels because all you do is push buttons as fast as you can.
Originally posted by RMFX1
reply to post by ErgoTheConfusion
Just out of interest, which games have you worked on?
Originally posted by benrl
the best games are the ones like you sugest.
Build a world, make the basic rules, let your player decide what he will make of the game.
Some very interesting things come out of that, look at EVE online, or Minecraft.
We are on the cusp of some amazing things....
But as you suggest, who knows, maybe we are all just souls playing this "sim" game as we go through life, when we die, we unplug and brag to our fellow souls all the cool things we did in the game...
and as a gamer, this concept does not frighten me, theres always another game to play...
Originally posted by ImaFungi
reply to post by ErgoTheConfusion
this is kind of a contemporary understanding of the universe as Gods.,.,.,,.,,..,
If we are really unbiased pure quantum of energy,, all born equally from the architect of the game,..,, and this energy has an eternal infinity to bounce around,.,., the ultimate roll playing game, the stakes are whats real,,,,, we made up the concept of "game" after the fact we are in this real life "game" .,.,.,.,.,
making your own game to trap your self in,,,,
Originally posted by Zaanny
I look at it like this..
We are the debuggers of the program.
Our reality is an illusion.
We are all one.


text:
Below is the poem entitled The Jacket which was written by poet
Stefania Carmen
Misaila. Please feel free to comment on this poem. However, please remember, PoetrySoup is a place of encouragement and growth.
Read Poems by
Stefania Carmen
Stefania Carmen Misaila
When I woke up, I could see
I was no longer part of your gravity.
I then tried so hard to fade away to sleep.
Could not breathe.
Could not hear.
Still I waited for you to crawl back
In my atmosphere.
But I got tired of waiting for nothing to wait.
I search. I weep.
I think out loud
All those imperfect words
Across your perfect tongue.
I notice that self in the mirror
That keeps screaming:
Try to sober up!
I feel distressed. Stripped of all my temper.
Slowly turning a whiter shade of pale.
This pain breaks through my silence
And rolls me underneath the soils
Of your feet.
I try to shake off the rust
And this rise of swarming regret.
Still, all in vain!
You know I always let the worst
Get the best of me…
© 2009 Stefania Carmen Misaila


text:
GR Auto Gallery is pleased to present this 1971 Plymouth GTX for purchase. The GTX burst on the scene in 1967 as a hot... More
- Rotisserie restoration- 1 of 62 produced in 1971 with the 440 Six Pack engine and 4-speed transmission- Hurst Pistol Grip shifter- Super Track... More
A pristine trailer queen is this retro-mod GTX with a 440ci V8 and a 4-speed transmission. It had a fantastic $100,000 rotisserie restoration 8... More
Gateway Classic Cars of St. Louis is proud to offer a beautifully restored 1970 Plymouth GTX. This GTX received a complete restoration in... More
For sale: 1968 Plymouth GTX 440 with factory air conditioning and an automatic transmission. It has 156,000 original miles on the car. It... More
Plymouth got a two-for-one out of their Road Runner/GTX twins, but they played distinctly different roles. The Road Runner was all about bargain performance,... More
~CALL US FOR A DETAILED DESCRIPTION OF THE CAR! WE DO A 150+ POINT CHECK ON EACH VEHICLE AND ARE HAPPY TO SHARE... More
Up for sale in our Tampa showroom is a beastly 1969 Plymouth Belvedere GTX. The Plymouth GTX was introduced as the Belvedere GTX... More
All vehicle trades considered, including classics and performance. Back in 1970 the GTX was Plymouth's top-of-the-line offering for luxury performance. As such, it is one... More
1967 Plymouth GTX: Real RS23 GTX. 440 c.i. engine. Dark red with black interior. 727 torqueflite, 8.75 sure-grip rear end with 3.23 gears. 15 inch... More
For Sale is maybe the last numbers matching 1969 Plymouth GTX -- but a project car. Clear title. The 440 engine, 727 transmission, 3.23... More
1971 Plymouth GTX FastbackThe GTX is restored in its original condition. Even the chrome luggage rack looks like new. The original matching numbers... More
1967 Plymouth GTX, 1 of only 99 GTX's from the lynch road plant, 440 auto. All paperwork shows the mileage of 24,391 to be accurate. Car... More
1968 Plymouth GTX VIN RS23LA219794 This rare GTX was restored in 2006 and has been driven very little since. The 440ci/375hp Super Commando was... More
This car is almost completely restored. I would say its 98% done. We were going to finish it but just haven't had... More


text:
Arms: Vinhold Baronial Championship
Arms: Vinhold All Hallow's Feast
Barony of Vinhold Seneschal
The seneschal is the legal representative of a branch. Seneschals sign all contracts, make sure that things are done pursuant to the restrictions of all modern laws, corpora and kingdom law, work with the chatelaines to handle all public relations, and normally conduct the business meetings.
Arms: Vinhold Baronial Championship
Arms: All Hallow's Feast
Arms: Vinhold Fighter Practice
Basic practice happens every Sunday except when there is a major event that runs on Sunday.
Arms: Vinhold Baronial Championship
Come join the populace of Vinhold as our Baron, Sir Gregory Falconheart chooses his champions!
Arms: All Hallows Feast
Join the Barony of Vinhold for All Hallows, a banquet with games and competitions which this year honors the devious minds and nimble fingers of Alchemists and Engineers with feast recipes fr
Arms: Vinhold Fighter Practice (Napa, CA)
Arms: Vinhold All Hallows Feast - Barony of Vinhold (Napa, CA)
November 3, 2012
Vinhold All Hallows Feast - Barony of Vinhold (Napa, CA)


text:
This 1964 Chevrolet Chevelle Convertible Super Sport Convertible features a 327 V-8 8cyl Gasoline engine. It is equipped with a 5 Speed Manual transmission.... More
For sale in our St. Louis showroom is a classic first generation 1964 Chevrolet Chevelle SS. 1964 was the 1st production year for the... More
Chevrolet Chevelle Malibu SS 1964 in very good condition Rare, fully original, real Super Sport Chevrolet Chevelle Malibu from 1964. Car is matching numbers 327... More
1964 Chevelle Convertible Complete Rotisserie Restoration. Equipped with a 327/350hp V8 and Automatic Transmission. Dodge Viper Snake Skin Green Exterior with Light Beige Interior... More
The 1964 Chevrolet Malibu is already the kind of car that turns heads, but there's something extra special about this convertible. It is... More
To view more pictures and information please visit our website www.classiccarliquidators.com. After viewing the vehicle you may give us a call at 903-891-0000 and... More
1964 CHEVROLET CHEVELLE SUPER SPORT CONVERTIBLE, TRUE [5867] CODE SS CHEVELLE CONVERTIBLE, 283 MATCHING NUMBERS, FACTORY 4 SPEED, FACTORY IN DASH TACHOMETER, VERY RARE... More
1964 CHEVROLET CHEVELLE MALIBU SS CONVERTIBLE If you are interested in this vehicle or have any questions, please call Bill at 360-901-0503 Numbers Matching car. Factory P/S, P/B. Originally purchased... More
NUMBERS MATCHING RESTORED REAL SUPER SPORT CONVERTIBLE, NO RUST, MINT CONDITION, ALL ORIGINAL INTERIOR- A MUST SEE CAR.THIS CAR CAN BE SEEN HERE AT... More


text:
Russ Wellen
Author Bio
Russ Wellen edits the Foreign Policy in Focus blog Focal Points for the Institute of Policy Studies. A student of the metaphysics of nuclear weapons, he has written about disarmament for a variety of publications such as AlterNet, Asia Times Online, Bulletin of the Atomic Scientists, the Journal of Psychohistory, and Truthout.
Content by this author
Does Prague Stop With START?
December 23, 2010
"Scam Fatigue" May Save Singh's Hide
December 22, 2010
New START Closer to Breaking Out of the Blocks
December 21, 2010
Why Would U.S. Urge U.N. to Allow Iraq a Nuclear Energy Program?
December 20, 2010
Nuclear Disarmament: First Line of Defense Against the Destruction of the Environment
December 20, 2010


text:
A glint of hope......
Started Oct 5, 2012 | Discussions thread
A glint of hope......
Oct 5, 2012
Niko rumors after the V2 (can you think of a worse name for a product?) announcement, "Oh, DX Format is not dead....." with news around CES (Jan.).
-- hide signature --
Jeff4500's gear list:Jeff4500's gear list
Nikon D7000 Nikon D7100 Olympus PEN E-P5 Nikon AF-S DX Nikkor 12-24mm f/4G ED-IF Nikon AF-S Nikkor 300mm f/4D ED-IF +11 more
Nikon 1 V2
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text:
lllaass Sep 4, 2012 9:29 AM
Re: Connect iPad to a WEP encrypted network? in response to antennaguy90
Note that the use of WEP is not recommended for compatibility, reliability, performance, and security reasons; WEP is insecure and functionally obsolete. However, if you must support legacy WEP devices and you have a newer (802.11n) Wi-Fi router, you may be able to select the WEP Transitional Security Network (WEP TSN) security mode. This mode will allow legacy WEP clients to join your network with WEP encryption while allowing newer devices to use more modern and secure encryption modes, such as WPA TKIP or WPA2 AES. If WEP TSN mode is not supported, then WEP128 with Shared Authentication should be used (with a single WEP key in key index 1). For compatibility reasons, WEP128 networks should use 13-character ASCII passwords.
I use WEP 128 and enter the first hexadecimal key as the password and the router is setup to use the first key.


text:
Newbie cannot install nforce ethernet controller
I am an absolute newbie to Linux. Don't understand anything about it. I have a ASUS A7N266-VM/AA motherboard that incorporates the Nvidia components. I installed Fedora Core 2 on it and everything appears to be working fine except for the ethernet controller.
I ran "uname -r" at the terminal prompt and got this as my kernel version:
Now what I need is REALLY REALLY BASIC instructions on where to go from here to get the ethernet controller working.
Please do not assume that I know anything about this, because I pretty much don't. Yeah, I'm an idiot. :retard:
Thanks very much.
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text:
When rain or snow puts a damper on playing outside and cabin fever is driving everyone bonkers, these quick play-and-pretend ideas will keep kids occupied and happy for hours:
We've all created puppets out of cotton socks, paper bags, markers, and a handful of buttons. But kids can get really creative with a cool grab-bag of puppetry accessories that you gather and store in a special Puppet Box. As you're cleaning the house or shopping at grocery, thrift, or dollar stores, keep an eye out for fun adornments for homemade puppets.
Collect and buy: glitter, dried beans, sequins, tinsel, pipe cleaners, string, ribbons, yarn, buttons and appliques, holiday decorations, stickers, seashells, etc. (beware of small objects, though, that could pose a choking hazard for small children).
Also keep your Puppet Box stocked with must-have items like glue, scissors, washable markers, Popsicle sticks, and a needle and thread (when sewing, supervise young kids or do sewing projects yourself). Also, keep a few small cardboard boxes — folded and flattened for easy storage — to cut out and color for nifty background scenes and props.
Get out some old sheets, blankets, or comforters and drape them over the living or dining room furniture. (Be extra careful around breakable and valuable items.) Use ribbons from your sewing kit, or hair scrunchies and hair ties to secure the bottoms of the fabrics to chairs and tables.
Have kids create a secret password that allows outsiders (e.g., Mom and Dad, siblings) into the private hideaway. Give your kid a battery-operated camping lantern, sleeping bags, camping-themed books, and flashlights for that added outdoorsy appeal.
Keep an eye out for interesting old clothes items and accessories around the house, on discount racks, and at dollar stores or thrift shops. Stock up on scarves, funky hats (cowboy hats, sombreros, team baseball caps, construction hard hats, etc.), costume jewelry, shoes (adults' and kids'), shirts (oversized white shirts for doctors' lab coats, Hawaiian shirts for a luau, etc.), dresses, skirts, and jackets. Collect any piece of clothing or accessory that could lend itself to make-believe.
Put the items in a sturdy plastic storage bin or cardboard box. Then pull out the dress-up chest for plenty of imagination-powered entertainment during rainy or super-snowy days.
Kids often like to thank their caregivers, grandparents, aunts and uncles, teachers, babysitters, neighbors, and childcare workers. Bake a few batches of cookies that your child can lovingly decorate and wrap with colored plastic wrap and ribbons; or create thank-you cards on regular old printer paper or construction paper. Add special glued-on adornments like family photos, ribbons, glitter, and buttons (again, beware of small objects that could pose choking hazards for babies and toddlers).
Help improve kids' spelling and letter identification skills by letting them type and print out their own messages in fancy fonts on the computer. Instead of doing crafts just to get through the day, this project will help kids feel like their time and efforts are being spent on a greater purpose — giving to someone they care about.
Reviewed by: Steven Dowshen, MD
Date reviewed: March 2012
Note: All information is for educational purposes only. For specific medical advice, diagnoses and treatment, consult your doctor.
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text: This thai restaurant is ideal for hungry coastal travelers, as it is right off the 95. It is great food for a Popham Beach picnic. As a vegan, I usually get green curry with tofu (hold the fish sauce). And when you ask for spicy, they give you what you ask for! The service is always... read more


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Anisotropic filtering: no drop in FPS?
I'm just doing some benchmarking with several 7000 series
cards and an 8800GTX and i have recognized that setting
__GL_LOG_MAX_ANISO has very little or no effect concerning
the frames per second measured for UT2004 (UMark-ONS) and
Enemy Territory (Radar demo).
When setting the environment variable to 1,2,3 or 4, i think
i'm experiencing the "shimmering effect" as discussed at:
The suggested solution also works for me (at least the
shimmering seems to be reduced but doesn't fully disapear),
so i guess AF is actually working for me in some way.
Now the situation is that there is only a drop from 64 FPS
to 60 FPS when enabling any AF level for a 7300GT and there
is no difference at all for 7800GTX, 7950GT and 8800GTX
(any AF levels).
Since AF is "computationally expensive", i would have suspected
that FPS results should drop for higher AF levels?!
BTW.: FSAA results look "good", means: for the 7300GT, FPS
results drop for increasing modes, while it almost makes no
difference for the 8800GTX. The 7800GTX and the 7950GT do
sort in between. This is what i would have expected, but the
AF behaviour sounds strange to me ...
Any feedback is highly appreciated!
Re: Anisotropic filtering: no drop in FPS?
I remember this, I've always been able to use AF on games that stressed that card quite a lot without it slowing down. Never understood why but it's nice that AF seems to only have a tiny performance hit if at all.
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Originally written on The Last Angry Fan | Last updated 4/8/13
It's truly amazing to see Blake Griffin go from an easy finger roll layup to a dunk in midair during the Clippers' Pacific Division clinching 109-95 victory over the Lakers. It's like Griffin got up there and decided that layups are for mere mortals, and he, being a basketball playing god, best stick to his bread-and-butter and slam it home. Two things that stand out in this incredible clip—1) you can almost see the moment that Griffin makes the decision to forego the finger roll and switch to the one handed slam (after he remembers that he is indeed Blake Griffin), and 2) I'm willing to bet any money that Lakers center Dwight Howard's one and only thought watching Griffin's spectacular play was that he wished he could do that (Ed. note: by any money I mean less than or equal to $1.63). [Deadspin] The post Blake Griffin goes from finger roll to slam dunk in midair with ease appeared first on Last Angry Fan.
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Spring is finally upon us and that means I get to usher in my second season of grilling. This year I bought a new grill, going from a tiny portable one to a 3-burner. #movingonup
Grilling is still fairly new to me, so I'm learning as I go. One of the things I'm making sure to do right is protecting my new toy. After seeing the prices for grill covers, I vowed to make my own. In doing so, I saved at least $10!
But the best part? Not having the standard, black cover that everyone else has. Continue reading to learn how you can make a personalized cover for your grill. I promise it's easy! Continue reading for my tutorial.


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Daniel Leveille Danse Presents Toronto Premiere of THUS SPOKE... as Part of SummerWorks, Now thru Aug 16
Montreal's Daniel Leveillé danse presents the Toronto premiere of Thus Spoke... as part of the National Series at theSummerWorks Performance Festival. Thus Spoke explodes the codes and conventions of theatre and dance as it bodily takes hold of our era to disrupt the established order. Together, the brilliant writer Étienne Lepage and the wild choreographer Frédérick Gravel have concocted an unclassifiable pop piece that is cheeky and devilishly sexy, combining speech and movement that shifts from Nietzsche to Hendrix, from scathing tirade to rock-and-roll show, from electrifying rant to laid-back rhythmics. Thus Spoke... runs today, August 9-16 at The Theatre Centre Mainspace, the primary venue for SummerWorks.
Co-directed by Lepage and Gravel, Thus Spoke... is a theatre of combat based on the collision of their respective practices - a combination of speech and movement. First, defiant words. Words that are spit out, that bewitch, that say too much or not enough. And then, a few gestures, lazy approximations that recall call slouching on a sofa. Lepage and Gravel subvert established norms of performance, striking a provocative smack in the face to conformism as four performers - Gravel, Frédéric Lavallée, Marilyn Perreault and Anne Thériault - grapple with the contradictions of society, their movements on stage in perpetual counterpoint to the offhand, impudent dialogue of these disruptive freethinkers.
Conceived as a result of research conducted by Lepage and Gravel on the possible combination of speech and movement that invites the body to move within the script itself, Thus Spoke... creates a universe based on the collision of their respective practices for the presentation of a new performance genre - an entanglement of forms, a fusion of energies. Thus Spoke is provocative, reckless - and constructive; a bold and unique antidote to gloom and apathy.
The French-language version, Ainsi parlait, premiered last summer at Montreal's Festival TransAmériques - see an excerpt here: http://vimeo.com/72378550- and subsequently toured internationally, including to the Théâtre de la Bastille in Paris.
Frédérick Gravel is a choreographer, dancer, musician and lighting designer who has been active in Montreal for a dozen years. He is known for turning the structures of choreography upside down, incorporating diverse elements linked to rock and performance art. In 2009, his Gravel Works was presented at the Festival TransAmériques (FTA) and was later invited to the Rencontres Chorégraphiques Internationales de Seine-Saint-Denis in France. In 2010, Gravel returned to the FTA with Tout se pète la gueule, chérie. His Usually Beauty Fails was presented in November 2012 in Montréal and has since been on tour across Europe and North America.
Étienne Lepage is a playwright and translator who has earned a prominent place in Montreal's cultural scene, known for his incisive, forceful language that gives voice to a distraught generation with characters who are lost, unsettled and terribly human. Rouge Gueule (2009) marked his impressive debut; since then, several of his plays have been brought to the stage and translated into many languages. A versatile artist, he co-wrote Éclats et autres libertés, a play for young audiences that won the Louise Lahaye Award in 2010. His play Histoires pour faire des cauchemars was presented by Théâtre Barakha in Brussels. In 2012, Lepage received the "Best Original Script" award from the Association québécoise des critiques de théâtre for L'Enclos de l'éléphant (and was a finalist for the 2011 Governor General Award). After Toronto, Thus Spoke... tours to Théâtre La Bastille, Paris (France, October 13-18); Musis Sacrum Schouwbourg, Arhnem (The Netherlands, October 22); and Maison de la culture Frontenac, Montréal (Québec, November 17). Thus Spoke... is presented with the support of Conseil des arts et des lettres du Québec and Canada Council for the Arts. Co-producer: Automne en Normandie and Festival TransAmériques. Creative Residences: Maison de la culture Frontenac, Agora de la Danse.
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Additional file 2.
Table 2b Socio-economic status and financial stress variables and unadjusted odds ratios (95% confidence interval) for carer report of child illness in previous two weeks. N = 618 children. Socio-economic and financial stress variables and categories are listed and results provided according to illness categories: skin infection - no scabies; scabies w/wo infection; respiratory infection; diarrhoea and vomiting; ear infection.
Format: DOC Size: 44KB Download file
This file can be viewed with: Microsoft Word Viewer
Bailie et al. BMC Public Health 2010 10:147 doi:10.1186/1471-2458-10-147


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Standings by Town
Records for D/S Soccer Club - By Gender - Age - Division - Section
Below you will find the standings of all teams part of D/S Soccer Club.
Section Schedule?
If you click on the Section Letter, you will be provided with the Sections full schedule, and section details.
Team Schedule?
By clicking on the Team Name, you will be presented the team's full schedule, and coaching information.
Playing Field?
By clicking on the Field, you will be presented with the team's home playing field.
Organizational Members
|Mike Balmer
|(508) 545-0105
|Peter Lamson
|(508) 653-2286
|Susan Cottrell
|(508) 785-0643
|Referee Assignments
|Chris Browne
|(508) 642-8228
|Referee Assignments
|Chris Mayer
|617) 308-5033
|Field Scheduler
|Chris Mayer
|617) 308-5033
|Adrian Hill
|(617) 512-2287
|Girls Director
|Oliver Stocks
|(617) 785-5021
|Boys Director
|Not Available
|Boys Director
|Lars Niit


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PRLog - Dec. 30, 2011 - PILANI, India -- HelpAge India voices the concerns of India's elderly. Mathew Cherian, Chief Executive of Helpage India who had graduated from Birla Institute of Technology and Science – BITS Pilani says "The elderly need food; they need pensions; they need healthcare and we are completely at a loss, and this problem is only going to grow. Its high a time the government of India addresses this issue without any further delay."
HelpAge India Team at Shridhar University Pilani
Located in Shekhawati Rajasthan, Pilani which glitters like a diamond in the educational map of India today is well known for various top ranking educational institutions, CSIR Laboratory CEERI as well as upcoming BrahMos Missile Assembly Project unit.
A team of three lead members – Subhankar Biswas, Susmita Ghose and Nilesh from HelpAge India SAVE Mission visited Pilani to spread the message to various Pilani schools. The objective of their visit was to spread awareness of the 3 core values of SAVE (a) inculcating values of care & respect for the elderly in school going children, (b) Preparing today's children & youth for their old age, and (c) Creating an age friendly society. The schools covered by them in this visit for popularizing the SAVE anthem and administering the pledge included Birla Shishu Vihar (BSV), Jamuna Mishra Academy (JMA), Udairamji Padia Vidya Mandir, CEERI Vidya Mandir, Smt. Janaki Devi Mandelia Senior Secondary School and Jawahar Navodaya Vidyalaya (JNV - Kajra).
The team also visited Shridhar University Pilani and interacted with Pro Vice Chancellor Prof BR Natarajan and addressed various faculty members and students and urged them to spread the care for old message to a larger audience. The team profusely thanked Shridhar University for the wholehearted cooperation and particularly Prof Praveen Dubey for the excellent coordination.
For more details regarding Shridhar University Pilani (Rajasthan) see http://www.shridharuniversity.ac.in
# # #
About Shridhar University: An initiative of the Sarvhit Trust, Shridhar University Pilani has been established under Section 2(f) of UGC Act 1956 incorporated by Government of Rajasthan vide Ordinance No. 3 of 2009 and the same ratified by the Rajasthan Legislative Assembly vide Act No. 4 of 2010 as The SHRIDHAR UNIVERSITY ACT BIGODNA, JHUNJHUNU. Further, Vide letter F.No 8-3/2010(CPP-


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|Product #: EMC0798018_TQ
Indiana Sundays (Resource Book Only) eBookGrade 4|Grade 5|Grade 6
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This unit on celebrating diversity presents a two-page memory about growing up on a farm in Indiana, especially the events on Sunday afternoon. The unit includes four skills activity pages on answering comprehension questions, using figurative language & word meanings, listing personal images, and reading a map. (Find other units by searching 'Diversity 4-6+')
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06 ADV 1st Wrenching Nightmare
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pitbull doug
Gnarly Adventurer
Joined: Nov 2005
Oddometer: 214
Hey Andyb thanks for the info pretty much the same as what Creeper said,one question do you remove throttle cable assembly on left and little black box (plastic/w wire) on right side of carb /w soldered screws,seems on my 06 adv you would have too, to clear frame.Im wondering if my carb has more crap on it for calif smog shit for 06?Sorry for the dumbass questions, this 640adv is a learning thing for me, compared to my 525 which is much easier to work on.The carb area on the 640 06 is a cluster f---.Ktm Bill it feels good that I wasnt the only one dealing with that subframe to mainframe issue,glad you got yours on,at least we got a handle on it for next time.
Thanks again doug
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The PyCharm 3.4.1 Release Candidate is now available
PyCharm 3.4 – the brand-new major release of our intelligent Python IDE – has been released just a bit more than a week ago and now we're almost ready to release the minor 3.4.1 bug-fix update. Today we've published the … Continue reading
The Second Release Candidate for PyCharm 3.4 is now available
We are now approaching the final steps towards the PyCharm 3.4 release which is planned to be released in short. So today we're happy to announce the availability of the second release candidate for PyCharm 3.4. Generally speaking, feedback on … Continue reading
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Announcing the PyCharm 3.4 Release Candidate
We're pleased to announce the availability of the PyCharm 3.4 Release Candidate. This pre-release build 135.938 is available under the Early Access Program. That means a 30-day evaluation license agreement is already included with the Professional Edition of the PyCharm … Continue reading
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Announcing the PyCharm 3.4 EAP build 135.889
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The PyCharm 3.4 Early Access Program has begun
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Announcing PyCharm 3.1.2 Release Candidate
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The last PyCharm 3.1 Release Candidate 2
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Winter!: Prepare for holiday gaming!
One of the all-time great fighting games. So glad Xbox LIVE brought this game back for us. I hate that a few of the achievements are near impossible, but it's still fun to play.
Game Traits applied to Street Fighter II: Hyper Fighting (X360) by xMac73
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BA in Spanish
- Grammar: Solving the Puzzle
- Written Expression
- A Taste of Literature
- Vital Conversations
- Spanish for Business
- Latino Literature
- International Studies
- Business Administration
- Secondary Education
Spanish is not only a foreign language. It is the de facto second language in the United States, which now has a Spanish-speaking population of more than 30 million. As a result, there is a growing demand for people fluent in Spanish in many fields. Majoring in Spanish at Queens includes intensive language training. Be prepared to spend a lot of time studying the nuts and bolts of grammar and translation. You will also walk away with a rich understanding of Spanish literature, culture and history. As a result, you will become fluent in a language that will open the doors to many exciting careers.
- International Study
As a critical component of becoming fluent in French, you will participate in one (or more) of our international education programs - short-term faculty-led study tours, language immersion, study abroad or international internships. You will have the opportunity to immerse yourself first-hand in French language and culture.
- Thrive in today's global economy
Fluency in a language other than your own is key to understanding and fully participating in today's global economy. In addition, being a foreign language major assures a holistic appreciation of cultural patterns and linguistic excellence.
- Earn your teaching licensure
You have the option to earn a licensure to teach French through coordination with our Cato School of Education.
You will have opportunities to intern at a diverse group of sites including:
- Overseas aid agencies
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"I decided to join Habitat Charlotte on a trip to El Salvador. Queens provided me with the support, knowledge and encouragement I needed in order to reach my goal of being able to communicate in a foreign language, make new friends in other parts of the world, and redefine my personal definition of community." - Alumna Anna Gallant Carter
Queens Spanish majors go on to prestigious graduate schools and rewarding careers in a number of fields, including business, translation and interpretation, foreign service, education, law, diplomacy and government service, public policy, tourism, journalism and non-profits.
"Upon graduation, I was offered a position as a software trainer for a company in the automotive business. I realized the skills I gained in my Spanish major extended much more beyond the conjugation of Latin verbs. My classes afforded me a sense of versatility and ability to connect with others." - Philipe Araujo '08
Traditional Undergraduate Program, and the Hayworth School of Graduate & Continuing Studies Undergraduate Program. Prospective students should apply to the program whose curriculum and services best meets their needs.
- The Traditional Undergraduate Program has degree requirements and services designed for the 18-22 year old student. Most traditional undergraduates live in residence halls and are enrolled full-time. A full range of student life activities and student services are available to students in this program, including the Core Program in the Liberal Arts, the John Belk International Program and the Honors Program.
- The Hayworth School of Graduate & Continuing Studies Undergraduate Program has degree requirements and services designed for the adult learner. Most Hayworth undergraduates are employed full-time and enrolled part-time. The Hayworth School also admits those persons wishing to take undergraduate courses as a non-degree candidate. The Hayworth School of Graduate & Continuing Studies realizes the demands that adult students face and assists with study plans, individual student advising and programs designed with flexibility to meet the specific needs of the adult learner. Classes meeting Hayworth degree requirements and several majors and minors are scheduled in the evenings for the convenience of students employed during the day.