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A diesel locomotive includes a number of auxiliary subsystems operating in conjunction with the locomotive diesel engine and deriving their energy, from the diesel engine. Included among the subsystems are various cooling systems, the battery charging system, and the electrical generation system, comprising one or more alternators drivingly coupled to the engine shaft. Each of the subsystems includes a component that is activated when one or more operational conditions associated with the subsystem are met. For instance, an engine cooling system fan motor is activated when the coolant temperature exceeds a predetermined value. Similarly, a battery charger is activated when the battery voltage falls below a predetermined value, and an alternator blower is activated when the main or auxiliary alternator temperature exceeds a predetermined value. The activation of these power consuming auxiliary devices while the diesel engine is transitioning from a first load state to a higher load state, causes the formation of excessive smoke emissions. According to the present invention, the activation of these auxiliary components is delayed until the diesel engine has reached steady-state operation, after which the elements are activated as required. Also, in the event a subsystem operational parameter exceeds a predetermined critical limit, the auxiliary device is immediately activated, even if the diesel engine is in a transition state to a higher load value.
1. For an internal combustion engine comprising a plurality of subsystems, a traction load and a plurality of auxiliary loads, wherein the internal combustion engine supplies operating energy to the traction load and to the plurality of auxiliary loads, and wherein the internal combustion engine operates in a transient mode while the engine speed or delivered horsepower is undergoing a change in response to an operator-initiated request, or in a steady-state mode during which the engine speed and delivered horsepower are substantially stable, and wherein during the transient mode the internal combustion engine may produce exhaust emissions, a method for controlling operation of the plurality of auxiliary loads, said method comprising:
determining whether the internal combustion engine is operating in a transient mode or a steady-state mode;
determining whether a command to activate at least one of the plurality of auxiliary loads, has been issued;
determining whether the subsystem associated with the commanded auxiliary loads is in a critical state, such that activation of the associated auxiliary load tends to relieve the critical state;
if the associated subsystem is in a critical state, activating the commanded auxiliary load; and
if the associated subsystem is not in a critical state, delaying activation of the commanded auxiliary loads to limit the exhaust emissions while the internal combustion engine is in the transient mode; and
activating the auxiliary load when the internal combustion engine is in the steady-state mode.
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17. A method for controlling the activation of auxiliary loads of an internal combustion engine of a locomotive, wherein the engine is drivingly coupled to a main alternator and an auxiliary alternator, wherein the main alternator provides current to one or more traction motors for providing motive power to the locomotive, and wherein the auxiliary alternator provides current to a plurality of auxiliary loads operative in conjunction with an associated subsystem, and wherein the locomotive further includes a manually-operated controller having a plurality of notch positions, and wherein each notch position commands an engine speed/horsepower pair, said method comprising:
determining whether a higher notch position has been commanded by movement of the manually-operated controller;
determining whether the internal combustion engine has reached the engine speed/horsepower of the higher notch position;
determining whether a command has issued to control one of the plurality of auxiliary loads because the operational parameter of the associated subsystem has a predetermined relation to a first predetermined limit;
determining whether the operational parameter of the associated subsystem has a predetermined relation to a second predetermined limit;
if the operational parameter has the predetermined relation to the second predetermined limit, controlling the auxiliary load; and
if the operational parameter has the predetermined relation to the first predetermined limit and does not have the predetermined relation to the second predetermined limit and the internal combustion engine has not reached the engine speed/horsepower of the higher notch position, waiting until the internal combustion engine reaches the engine speed/horsepower of the higher notch position, after which the command is executed to control the one of the plurality of auxiliary loads.
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20. A control system for an internal combustion engine comprising a plurality of subsystems, a traction load and a plurality of auxiliary loads, wherein the internal combustion engine supplies operating energy to the traction load and to the plurality of auxiliary loads, and wherein the internal combustion engine operates in a transient mode while the engine speed or horsepower is transitioning to a commanded value in response to an operator-initiated request, or operates in a steady-state mode during which the engine speed and horsepower are substantially stable at the commanded value, said control system for controlling the plurality of auxiliary loads, comprising:
a first module for determining when a request for an engine speed or horsepower change to a commanded value has been initiated and for determining engine operational parameters;
a second module for determining the relationship between an operational parameter for at least one of the plurality of subsystems and a first and a second predetermined threshold value, and for activating the auxiliary load associated with the one of the plurality of subsystems when the operational parameter of the subsystem has a predetermined relation with the first threshold value and the engine is in a steady-state mode, wherein in the steady-state mode the engine speed and horsepower are substantially stable at the commanded value; and
wherein said second module activates the auxiliary load associated with the one of the plurality of subsystems when the operational parameter of the subsystem has a predetermined relation with the second threshold value and the engine is in a transient mode, wherein in the transient mode the engine speed or horsepower is transitioning to the commanded value.
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The invention relates generally to an apparatus and method for controlling auxiliary loads of a diesel engine, and more specifically to an apparatus and method for controlling the activation of auxiliary loads during the time immediately following a command to the diesel engine to provide additional output horsepower and prior to the time when the diesel engine has reached steady-state operation in response to that command.
Large self-propelled vehicles, such as locomotives, off-highway vehicles and transit cars commonly use a diesel engine to drive an electrical generating system, which in turn supplies electrical current to a plurality of direct-current (DC) or alternating current (AC) traction motors having rotors drivingly coupled, through speed-reducing gearing, to axle-wheel sets of the vehicle. The generating device typically comprises a main three-phase traction alternator, having a rotor mechanically coupled to the output shaft of the engine, which is conventionally a 16-cylinder turbo-charged diesel engine. When current excitation is applied to the field windings of the rotating rotor, alternating voltages are generated in the three-phase stator windings. These voltages are rectified and applied to the armature windings of the traction motors via a DC link. Typically, there is also an auxiliary alternator, which is also mechanically coupled to the output shaft of the engine, for producing alternating current to drive a plurality of auxiliary vehicle systems, such as a cooling radiator fan and a cooling traction motor fan.
During the motoring or propulsion operational mode, a locomotive diesel engine tends to deliver constant power from the traction alternator to the traction motors, as determined by the throttle setting and ambient conditions, but regardless of the locomotive speed. For maximally efficient performance, the electrical power output of the traction alternator must be suitably regulated so that the full engine power is efficiently utilized. For proper train handling, intermediate power output levels are provided to permit graduated power application to the traction motors, by controlling the excitation current supplied to the main alternator, through the operation of the operator-controlled handle or throttle, discussed further below. The traction alternator load on the engine must not exceed the power the engine is capable of developing. Engine overloads can cause premature wear, engine stalling or other undesirable effects. Historically, the locomotive control system has included the operator controlled handle, allowing the operator to select the traction power level, in discrete steps between zero and maximum, so that the traction and auxiliary alternators can supply the power demanded by the traction load and the auxiliary loads, respectively.
The engine horsepower is proportional to the product of the angular velocity of the crank shaft and the torque opposing crank shaft motion. To vary and regulate the engine power output, it is common practice to equip a locomotive engine with a speed regulating governor for adjusting the quantity of pressurized diesel fuel injected into each of the engine cylinders so that the actual crank shaft speed (in RPM) corresponds to the desired engine speed. The desired speed is set within permissible limits, by the lever or throttle handle that can be selectively moved through eight steps or notches between a low engine speed position (notch one) and a maximum engine speed (notch eight). The throttle handle is one element of the operator's control console located in the cab of the locomotive. In addition to the eight conventional power notches, the handle further includes an idle position and a continuously variable dynamic braking position, allowing application of the dynamic brakes from zero percent to 100 percent of full allowable dynamic braking. The notch call or throttle handle position defines the engine speed and the engine load, as requested by the locomotive operator. A change from one notch position to the next consecutive notch position changes the delivered horsepower; certain notch position changes also command a change in the engine speed. In response to the throttle position the main locomotive controller commands the traction alternator to supply the demanded load, typically measured in the product of the traction alternator output current and the output voltage. The locomotive controller also responds to the engine speed demand at the notch position by controlling the fuel mass injected into each engine cylinder.
For each of its eight different notch settings, the engine is capable of developing a corresponding constant horsepower, assuming maximum output torque. The throttle notch eight position commands a maximum engine speed (e.g. 1,050 RPM) and a maximum rated gross horse power (e.g. 4,500). The engine output power at each notch position is equal to the power demanded by the traction motors, as supplied by the engine-driven traction alternator, plus the power demanded by the electrically driven auxiliary equipment or loads. Each notch position commands a different engine load or horsepower, but a few of the notch positions command the same engine speed with different horsepower values.
The output power (measured in kVA) of the main or traction alternator is proportional to the product of the RMS magnitude of the generated voltage and load current. The voltage magnitude varies with the engine speed and is also a function of the excitation current supplied to the alternator field windings. To accurately control and regulate the power supplied to the electrical loads (i.e., the main traction motors and the auxiliary loads), it is common practice to adjust the field or excitation current supplied to the main alternator to compensate for load changes, i.e., changes in the traction motor loading and/or auxiliary equipment loading. This minimizes the error between the actual output power and the desired output power and reduces the engine load. The desired output power is established by the locomotive operator by placement of the throttle handle in one of the notch positions one through eight. The resulting control over the excitation current creates a balanced steady-state condition resulting in substantially constant and optimum electrical power output for each position of the throttle handle.
It is also desirable to control the engine fuel flow to maintain a constant engine RPM for the notch position horsepower. Sudden changes in demanded horsepower (either by way of the traction or the auxiliary alternator) can cause the engine to be temporarily over-fueled or under-fueled due to the compensation made by the controller to maintain engine speed. If the engine is over fueled, the resulting low air-to-fuel ratio causes incomplete combustion, resulting in excessive exhaust emissions from unburned hydrocarbons. If insufficient fuel is supplied, the engine may bog and stall.
Recent amendments to the United States environmental protection statutes and regulations mandate specific visible smoke/particulate and invisible emissions levels from locomotive diesel engines. One such requirement is the reduction of oxides of nitrogen (NOx) emissions, which can be lowered by retarding the injection fuel timing of the diesel engine. But this timing modification increases fuel consumption and operating costs and therefore it is desirable to increase the engine compression ratio to gain back some of the fuel consumption losses. However, increasing the compression ratio increases the visible smoke emissions when the engine is not fully loaded. The problem of visible smoke is especially acute during low load conditions and transient load and speed changes, i.e., when the locomotive operator advances the throttle to a higher notch position to call for higher speed and/or greater load pulling capacity (i.e., horsepower). NOx emissions are especially prevalent at high engine loads.
Given the substantial focus on the reduction of smoke and NOx emissions, many different techniques for lowering these emissions have been proposed. One class of solutions involves the after-treatment of the exhaust stream by use of selective catalytic reductions (e.g. injecting urea into the exhaust system to reduce NOx emissions) and catalytic converters. A second solution involves in-cylinder treatment to reduce the formation of a particular pollutant within the combustion chamber. In-cylinder control can be achieved through the manipulation of a fuel injection parameter (such as injection pressure, spray angle, timing, etc.), exhaust gas recirculation, water emulsification or the direct injection of water into the combustion chamber. Attention has also been focused on new injection systems including common rail unit pumps, split injection and injection rate shaping.
The auxiliary alternator discussed above supplies power to the auxiliary loads that include the motors powering the radiator fan, the traction motor blowers and the alternator blower. The auxiliary alternator also powers the brake system air compressor, the battery charging system and the main (or traction) alternator excitation system. Typically, the radiator fan, the traction motor blower and the air compressor are powered by three-phase multi-speed AC motors that run synchronously with the engine revolutions. The availability of multiple speeds for these motors is achieved through the use of cycle skippers that control the frequency of the alternating current (AC) delivered to the blower motors. To increase the speed of an auxiliary motor, for example, from � speed to � speed (i.e., where the fraction is with respect to maximum engine speed), the cycle skipping process requires that the motor first be brought to full speed, the input power removed, allowing the motor to coast down to the desired speed. When the motor has reached the desired operating speed, power is reapplied, but at the proper AC input signal frequency to maintain the desired speed. For example, for operation at � speed, the AC frequency signal is divided by two. Typically, only the radiator cooling fan and the traction motor blower operate at less than synchronous speed. In particular, the cooling fan is operative at �, � and full speed and the traction motor blower is operative at � or full speed.
At lower notch positions, i.e., when the engine is delivering less energy, the horsepower required to start or increase the speed of an auxiliary load, for instance, the radiator fan, can be about the same order of magnitude as the steady-state traction motor load, thus creating a large load on the diesel engine. Analysis of the auxiliary load situation further must consider the possibility that additional auxiliary loads (e.g., blowers or fans) may be added to future locomotives to further reduce steady-state and transient emissions limits.
It is also known that when the locomotive is operating in the mid and lower notch positions, there is insufficient energy in the exhaust system to power the engine turbocharger and as result, the engine behaves as a naturally aspirated engine. Under these conditions, the engine operates with lower air-to-fuel ratios and is more sensitive to transient load changes, that is, either an increase in speed and/or load. If the speed and/or load is increased too rapidly, smoke and particulates are formed and the engine performance is degraded.
The increasingly stringent environmental regulations mentioned above suggest the development of a better strategy to control transient loading of the diesel engine to ensure compliance with applicable emission regulations. Current Environmental Protection Administration regulations permit short term visible emission spikes (of 5 seconds or less) during steady-state operation (defined as operation during which there is no commanded speed and/or load change) to allow air compressor operation to maintain the brake system reservoirs at full pressure. However, if an auxiliary load other than the air compressor is energized during a commanded speed or load change (a notch change) the emission limits must be met.
The present invention provides improved control over the auxiliary loads, i.e. over the auxiliary power demand of a diesel engine during notch or throttle position changes that command a higher engine output. During load increases, the engine demands more fuel. But, because the air handling system lags the delivery of the increased fuel, the optimum air-to-fuel ratio that provides complete combustion of the fuel is not maintained. Additional simultaneous load demands by an auxiliary component (e.g. the air brake system compressor, radiator fan or motor fan blowers) further increase the engine load, causing the formation of additional smoke and particulates. The auxiliary control system according to the present invention monitors, screens and prioritizes the application of additional auxiliary loads and when possible, defers the application until the load increase demand on the engine due to the throttle position change has been satisfied, i.e., the engine has reached steady-state operation at the new load value. The prioritization scheme is based on the operating condition of the engine and the specific auxiliary load requesting activation. Also, if operating conditions do not permit deferral of the additional auxiliary load, then the auxiliary loads are sequentially switched on and off to avoid a situation where several auxiliary loads simultaneously demand additional power from the diesel engine.
For better understanding of the present invention, reference may be made to the following detailed description, taking in conjunction with the accompanying drawings, in which:
FIG. 1 is a schematic diagram of the principle components of a locomotive system;
FIG. 2 is a flowchart illustrating the auxiliary load control process of the present invention; and
FIG. 3 illustrates a controller for controlling the auxiliary loads according to the teachings of the present invention.
Before describing in detail the particular scheme for controlling auxiliary loads in accordance with the present invention, it should be observed that the present invention resides primarily in a novel combination of processing steps and hardware elements related thereto. Accordingly, these processing steps and hardware elements have been represented by conventional processes and elements in the drawings, showing only those specific details that are pertinent to the present invention so as not to obscure the disclosure with details that will be readily apparent to those skilled in the art having the benefit of the description herein.
Referring now to FIG. 1, there is shown a simplified functional block diagram of a locomotive propulsion system 8 including a variable speed prime mover or engine 10 mechanically coupled to drive a three-phase alternating current (AC) synchronous generator 12, also referred to as the main or traction alternator 12. The three-phase voltages generated by the alternator 12 are applied to AC input terminals of at least one three-phase, bi-directional power rectifier bridge 13. In the illustrated system, the locomotive utilizes DC traction motors 15 and 16 for driving the wheels of the locomotive although it is known that AC traction motors can also be utilized. The rectified electric power output of the power rectifier bridge 13 is supplied via a DC bus 14 to the parallel connected armature windings of the traction motors 15 and 16. While only two motors, 15 and 16 are shown, in practice a traction motor is supplied for each axle of a locomotive and there are typically two to three axles per truck with two trucks per locomotive, so that a conventional locomotive may have from four to six traction motors. If the traction motors are AC rather than DC motors, a controlled inverter (not shown) is interposed on the DC bus 14 to supply variable frequency power for driving the AC traction motors.
The prime mover 10 is a thermal or internal combustion engine and is typically a high horsepower, turbocharged, four stroke, sixteen cylinder diesel engine that is intercooled and equipped with electronic fuel injection. The turbocharger 11 supplies compressed air to each diesel engine cylinder to improve the fuel efficiency of the diesel engine.
The prime mover 10 has a number of ancillary systems that are represented by the labeled blocks in FIG. 1. A combustion air system 21 conventionally includes the engine exhaust gas driven turbocharger 11 for supplying compressed air to the combustion air intake manifold of the engine, as discussed above. A lube oil system 22 conventionally includes an engine crankshaft driven pump and associated piping for supplying lubricating oil to the various moving parts of the engine. A cooling water system 23 conventionally includes a pump for circulating relatively cool water from a plurality of air cooled heat exchangers or radiators to a lube oil cooler and to the cylinder liners of the engine for absorbing heat created during the combustion process. Cooling water is also supplied to intercoolers through which the combustion air passes after compression in the turbocharger. Still further, the locomotive propulsion system 8 includes a fuel system 24 comprising a fuel tank, fuel pumps and nozzles for injecting fuel oil into the combustion cylinders, which are arranged in two rows or banks on opposite sides of the prime mover 10. Tappet rods cooperate with fuel cams on a pair of camshafts for actuating the respective fuel injectors at the proper time during each full turn of the engine camshaft. The electronic fuel injection (EFI) controller then controls the initiation and duration of the fuel flow into a cylinder when the associated pump is actuated. The excitation of each fuel pump solenoid and hence the quantity of fuel that is supplied to the engine, is controlled by output signals from an engine speed governor 25, which regulates engine speed by automatically controlling the fuel flow in a direction and by an amount that minimizes the difference between actual and the desired speeds of the engine crank shaft. The desired speed is set by the variable speed control signal received from a controller 26, which signal is herein called a speed command signal or speed call signal. Although shown separately, the electronic speed governor 25 is actually incorporated into the controller 26.
In the normal motoring or propulsion mode of operation, the value of the engine speed call signal provided by the controller 26 is determined by the position of a handle 27 of a manually operated throttle to which the controller 26 is coupled. A locomotive throttle conventionally has eight power positions or notches (N1-N8), plus an idle position and a continuously variable dynamic braking position. N1 corresponds to the minimum desired engine speed and engine horsepower, while N8 corresponds to maximum engine speed and full power delivered to the traction motors 15 and 16. In idle position, the locomotive produces no tractive power, but the diesel engine is operative to produce power for auxiliary functions, such as the motors driving various blowers and fans. In the braking mode, the engine runs at a sufficient speed and horsepower so that those required auxiliary loads, including those that supply cooling air, can continue to operate.
In a consist of two or more locomotives, only the lead unit is typically attended and the controller on board each trailing unit receives a signal, over a train line 28, that indicates the throttle position selected by the operator in the lead unit.
For each throttle position there is a corresponding desired load or current demand by the traction motors 15 and 16. The controller 26 translates the throttle notch information into a control signal of appropriate magnitude on the input line 19 of the alternator field regulator 17, whereby the traction power is regulated to match the called-for power, so long as the product of the alternator output voltage and load current (representing delivered power) is within predetermined limits. For this purpose, it is necessary to supply the controller 26 with information about various operating conditions and parameters of the propulsion system, including the prime mover 10 and its support systems. More particularly, the controller 26 typically receives voltage and current feedback signals representative of the power supplied to the traction motors and a load control signal issued by the engine speed governor 25 if the engine cannot develop the power demanded and still maintain the called-for speed. The controller 26 also receives an engine speed signal (in RPM) indicating the rotational speed of the engine crankshaft and ambient air pressure signal (BP) from a barometric pressure sensor 29, an intake manifold air pressure signal (MAP) from a pressure sensor associated with an air intake manifold at the engine, an oil temperature signal (LOT) from a temperature sensor on the hot oil side of the lube oil cooler, a water temperature signal (EWT) from a temperature sensor in a hot water section of the cooling water system 23 and an ambient air temperature signal (AAT) from an appropriate air temperature sensor. The controller uses the EWT signal to control radiator fan motors for forcing air across the heat exchange tubes of the radiators to maintain a relatively constant engine operating temperature over the load range of the engine and with wide variations in ambient temperature.
The above listing is representative of the signals that are applied to the controller 26 to enable the controller 26 to properly set the fuel level to the prime mover 10 to regulate the power output of the engine to meet the requirements of the locomotive traction system and any auxiliary equipment coupled to the locomotive. Each cylinder of the engine 10 has an individually-controllable fuel injector responsive to a control signal supplied to each cylinder from the controller 26, so that a similar fuel quantity is injected into each cylinder.
A dynamic brake grid 52, also illustrated in FIG. 1, in one embodiment comprises a plurality of resistive or load elements for absorbing and dissipating electrical energy. The dynamic brake grid 52 is cooled by a shunt connected fan, not shown in FIG. 1. In the dynamic braking mode of operation, the dynamic brake grids 52 are shunted across terminals of the traction motors 15 and 16 while the motors, driven by the moving wheels of the locomotive, act as generators. The current generated by the traction motors 15 and 16 passes through the dynamic brake grid 52 where the resistive elements convert the current into heat, which is in turn dissipated by the dynamic braking cooling system.
The prior art locomotive employs a main or traction alternator load control strategy that is active only during notch increases. This load strategy controls the rate at which excitation current is supplied to the main alternator 12, as a function of the engine speed and horsepower, i.e., as a function of the notch position. According to the prior art, there is no load control strategy for the auxiliary alternator and the auxiliary devices deriving their power therefrom, except the radiator fan start-up is delayed for an interval between 15 seconds and 60 seconds after the throttle handle is moved to higher notch position. Specifically, for a change from notch position one to notch position two the radiator fan start is delayed 15 seconds. For a change from notch one to notch eight there is a 60 second delay. Because the locomotive can take longer than 15 seconds to reach steady-state operation after a notch change, this fixed delay time does not account for nor adequately accommodate all transient auxiliary loading scenarios. According to the prior art, no load control strategy is exercised for the brake system air compressor. Whenever the air compressor is required to charge the brake pipe and reservoirs, it is activated irrespective of the notch position or notch transitional state, that is, when the locomotive is transitioning to a new (higher) notch position.
As compared with the prior art, the load control strategy of the present invention incorporates distinct logic decision steps to reduce or eliminate random auxiliary device loading during the interval following a notch change, but prior to the onset of steady-state operation at the new notch position. As discussed above, the activation of traction and/or auxiliary loads during this interval can have a detrimental effect on the transient visible emissions, which may be violative of the current environmental regulations.
FIG. 2 illustrates an auxiliary load control strategy according to the present invention. The process can be executed by the controller 26, or on a dedicated or shared basis by another microcontroller or microprocessor aboard the locomotive. The process begins at a step 100 to determine whether a notch change has been requested. If a notch change has not been requested, the process loops back to the step 100, which is executed on a relatively frequent basis to ensure that the auxiliary loads are effectively controlled. In one embodiment, the decision step 100 is executed at approximately 60 to 180 millisecond intervals. Note that each request for activation of an auxiliary load is commanded because the condition of the subsystem with which the auxiliary load is associated has fallen below (or above, as the case may be) a first predetermined threshold value. This first threshold value does not necessarily represent a critical subsystem condition, but rather a condition that should be addressed soon to prevent further deterioration of the subsystem condition. Therefore, according to the teachings of the present invention, activation of the associated auxiliary subsystem to ameliorate the condition will not be immediate. Instead, activation is held in abeyance pending any active notch increase requests, that is, until the engine has reached steady-state operation at the new notch position. Thus by avoiding immediate activation of the auxiliary load during a notch transitional phase, prevents undue smoke emissions that may violate EPA regulations.
Generally, as will be discussed below with respect to the details of FIG. 2, when a notch increase is requested and an auxiliary load activation is requested before the engine has reached steady-state operation at the engine horsepower of the new notch position, the auxiliary system is not activated unless the subsystem condition is critical, as determined by the relationship between an operational parameter associated with the subsystem (engine coolant temperature, for example) and a critical threshold value. Only if the subsystem operational parameter exceeds the critical threshold value will the auxiliary load be immediately activated, so that the critical condition can be immediately relieved. If the critical threshold is not exceeded, then the auxiliary subsystem load is not activated until after the engine has reached full horsepower at the new notch position. However, during the time when the engine is transitioning to the new horsepower, the monitoring of the auxiliary subsystem operational parameters continues and if the parameter exceeds the critical value before engine steady-state operation is reached, the auxiliary load is applied, notwithstanding the resultant smoke emissions. In the event that the critical subsystem threshold is exceeded and the auxiliary load is activated, to avoid problems associated with auxiliary load start-up transients, the system halts for a predetermined number of seconds after auxiliary load start-up (five in one example) before the engine is commanded to the horsepower values of the new notch position.
Returning to FIG. 2, if a notch increase has been requested, then processing moves to a step 102 to determine whether there has been a request for starting the radiator fan (i.e., a request for a load application to the radiator fan motor). This request would be made by the controller 26 when the coolant temperature reaches a first predetermined value. By way of example, this first predetermined threshold value for the coolant temperature is preferably lower than the coolant temperature threshold as used on prior art locomotives. Using this lower threshold value allows for a limited coolant temperature increase, without any damaging effects, while the engine is transitioning to the new notch position horsepower value. Thus, according to the teachings of the present invention, activation of the radiator fan can be delayed for a short period if the coolant temperature is above the first threshold value, but below the critical value at which the radiator fan must be immediately activated to prevent damage to the diesel engine and the locomotive. If a radiator fan load application request has been made at the step 102, the process flow moves to a decision step 104, where the water temperature is compared to an exemplary critical value such as 195� F., as shown in FIG. 2. This temperature threshold value represents a critical threshold value and thus if the response at the decision step 104 is affirmative, processing moves to a step 106 where the auxiliary load application is executed. That is, an affirmative answer from the decision step 104 indicates that immediate action is required to lower the coolant water temperature and avoid damage caused by the high temperature. The resulting smoke emissions must be accepted as the price for avoiding engine and locomotive damage.
Following the step 106, a step 108 indicates that some period of time should elapse during which any transients associated with starting the radiator fan motor have ended. The requested notch change can then be initiated at a step 110. The process flow loops back to the initial decision step 100, pending another notch increase request.
Note that a coolant water temperature greater than 195� F. indicates a critical operating condition and therefore the radiator fan must be immediately activated, notwithstanding the formation of detrimental smoke emissions. Thus, the control strategy according to the present invention affords a high priority to water temperature above a critical threshold, recognizing that safe operation requires activation of the radiator fan motor to bring the coolant temperature down, while allowing the undesirable smoke emissions. It should be further noted that under normal operating conditions (i.e., other than during a notch increase request) the radiator fan motor is typically activated if the water temperature exceeds a value less than 195� F. For example, a value of 190� F. might be appropriate. The latter value is designated the first threshold value herein and is used by the decision step 102 to determine whether the radiator fan motor should be activated to reduce the water temperature. This approach builds in some margin to permit the water temperature to increase slightly during a notch change transient before the critical value is reached.
More complicated multiple temperature strategies can also be employed, and the fan control scheme can also take into consideration the ambient temperature and the locomotive notch position. For example, in one control scheme, if the ambient temperature is above 45� F. and the locomotive is in a high notch position (typically considered notch positions four through eight) then if the coolant temperature exceeds 172� F. the radiator fan is energized to run at one-quarter of its full speed; the fan runs at one-half speed at 175� F. coolant temperature and at full speed when the ambient temperature is 182� F.
If the water temperature is not greater than 195� F., then the process moves to a step 112 where the notch change is executed by the controller 26, as discussed above. The process next proceeds to a step 114 where the critical threshold parameter is again checked to determine whether that limit has been exceeded. In the case of the coolant water temperature, that critical value is 195� F. as discussed above. If that critical value has not been exceeded the process moves from the decision step 114 to a decision step 116 where the engine horsepower is checked to determine whether it has reached the full horsepower value associated with the new notch position. When that full horsepower value is reached, the result from the decision step 116 is affirmative and the auxiliary load application is permitted, as shown at a step 118. In one embodiment, the process flow loops between the decision steps 114 and 116 approximately every 0.18 seconds. This loop back ensures that so long as the parametric value is below the critical limit, then the auxiliary load application does not occur until the engine has reached the full horsepower value associated with the new notch position.
Returning to the decision step 114, if the subsystem critical threshold value is exceeded, then processing moves immediately to the step 118 for application of the auxiliary load. Again, in this situation it is deemed preferable to activate the auxiliary load and accept the smoke emissions because a subsystem has reached a critical operating condition.
In summary, according to the FIG. 2 process flow chart, the auxiliary load application occurs only when a subsystem reaches a critical operating condition, as determined by a parametric value exceeding a critical threshold limit. Otherwise, the auxiliary load will not be activated until after the engine has reached the full horsepower value associated with the new notch position.
If there has not been a radiator fan load application request, then from the decision step 102, the process moves to a step 124 to determine whether an air compressor (i.e., for supplying compressed air to the air brake system) load application request has been made. From here, the process executes in a manner similar to the execution associated with the radiator fan motor load application discussed above. From the step 124 the process moves to a step 126. If the air pressure in the brake reservoir is less than 90 psi (in one example) then the air compressor is activated, at the step 105, although the diesel engine has not reached steady-state operation at the new notch position. If the air pressure is not less than 90 psi, then the process moves to the step 112 where the notch change is implemented. Note that activation of the air compressor is commanded by the controller 26 due to a drop in brake air pressure below a first predetermined value. It is in fact this first predetermined value that produces an affirmative response at the decision step 124. But for the transition state of the engine, the air compressor would be energized at this first predetermined value, which is less than the critical value of 90 psi.
If the result from the decision step 124 is negative, the process moves to a step 128 to determine whether a battery charger load application has been requested. If such a request has been made, the process moves to a step 130 where the battery voltage is measured and compared with 65 volts. If the battery voltage is below 65 volts, then the battery charger is immediately activated at the step 106. If the battery voltage is not less than 65 volts, the process flow moves to the change notch step 112 and the subsequent steps of FIG. 2. The battery charger load is then applied after the full horsepower is attained, so long as the battery voltage does not drop below the critical value of 65 volts.
Continuing with FIG. 2, the traction blower (cooling) motor status is examined at the step 132 and the traction motor temperature measured and compared with a value of 125� F. at a step 134. Here again, if the traction motor temperature is greater than 125� F., the traction blower motors are activated (or their speed increased, as the case may be) at the step 106 to cool the traction motors 15 and 16. If the traction motor temperature is less than 125� F. then the process continues to the change notch step 112 and subsequent steps of the FIG. 2 flow chart. According to the FIG. 2 process, the traction blower motors will be activated once the locomotive has reached full horsepower, so long as the motor temperature is not greater than 125� F.
If energization or a speed increase of the alternator blower motor is requested, then the result of the decision step 134 is affirmative, and at a step 136 the alternator temperature is measured. If the temperature is greater than a critical value of 125� F., the alternator blower motor is activated or its speed increased to cool the auxiliary alternator 18 and the main alternator 12. But, if the temperature is less than 125� F., then the activation or speed increase of the alternator blower motor awaits steady-state operation, under control of the steps 112, 114, 116 and 118.
Finally, if the decisions from the decision steps 102, 124, 128, 132, and 134 are all negative, then the process moves to a step 140 to determine whether a request has been made for the activation of any other auxiliary loads. Like the specifically-identified auxiliary loads discussed above, these other auxiliary loads will be energized only after the locomotive has achieved the full horsepower value at the new notch position, or immediately in the event a critical operating parameter had been exceeded. Reference character 141 indicates the step of determining whether the critical operating parameter of other auxiliary loads not specifically mentioned above has been exceeded.
If following the notch change request there has been no request for activation of an auxiliary device, then the process executes through each of the negative result paths from the decision step 102, 124, 128, 132, 134 and 140 to the change notch step 148. Since notch decrements coincident with an auxiliary device loading request do not result in excessive emissions, the notch change reference at the step 100 relates only to notch changes that involve a load increase.
The application of auxiliary loads, including those referenced in FIG. 2, can also be prioritized such that if two auxiliary load application requests are made following a notch change, but prior to the onset of steady-state operation at a new notch position, then only the more critical auxiliary load is applied prior to reaching full horsepower. The second, less critical, auxiliary load is not activated until full horsepower has been achieved. By way of example, typically the air compressor is considered the most critical auxiliary load and thus it would be activated before any of the other loads identified in FIG. 2. To implement such a priority scheme, each of the various engine auxiliary loads, including those set forth in FIG. 2, must be prioritized so that the processor executing the FIG. 2 flow chart can determine the auxiliary load with the higher priority. Thus, according to one embodiment, each of the requests for the application of an auxiliary load (that is, the steps 102, 124, 128, 132, 138 and 140) must be monitored in a parallel fashion to prioritize load application when two or more loads are demanded simultaneously or are demanded during the period that the locomotive is transitioning to a new notch horsepower request. It is also beneficial to implement this parallel monitoring scheme to avoid a situation where a critical operating value is attained by an auxiliary load, thus requiring immediate energization of that load, during the time when the process is executing through other process steps, such as the loop of the steps 114 and 116. Thus although the process of monitoring the loads is explained and illustrated as a serial process in FIG. 2, in another embodiment monitoring of the various loads is conducted on an interpret basis. That is, at certain predetermined intervals during execution of the FIG. 2 process, each subsystem is monitored (the process steps 102, 124, 128, 132, 134, and 140) to determine whether a request for an auxiliary load application is pending. This embodiment is illustrated by the dashed lines shown as an input into each of the process steps 102, 124, 128, 132, 134, and 140.
FIG. 3 illustrates a representative hardware embodiment of the teachings of the present invention. Modules 170 and 172 are elements of the controller 26 of FIG. 1. The module 170 is responsive to the throttle notch position, identified as the handle 27 in FIG. 1 and also to the state of the engine relative to the commanded notch position. That is, the module 170 determines whether the engine is operating at steady state at the commanded notch position, or is in a transient mode, ramping up (or down) from a present operating condition to the commanded operating position. The module 172 is responsive to selected subsystem operational parameters to determine if any of those subsystems have reached a critical operating status that requires the activation of an auxiliary load to relive the critical condition. This determination is made by comparing the real-time operational parameter with a threshold value also input to the module 172. Exemplary subsystems and their corresponding auxiliary loads are discussed in conjunction with FIG. 2. Auxiliary loads are activated, as described in the FIG. 2 flowchart, based on the subsystem operating condition (critical or non-critical) and the engine status (transient or steady state). Critical situations are relived by the immediate application of the auxiliary load while the auxiliary load is not activated for non-critical operation conditions during an engine transient that involves a ramp up to a higher engine speed or delivered horsepower. Instead, the auxiliary load is activated only after the engine has returned to steady-state operation. In one embodiment, if the engine speed or horsepower is ramping down to a new commanded notch position, then the auxiliary load is applied even under conditions where the subsystem is not in a critical operating condition because application of the auxiliary load during the ramp down interval will not unduly load the engine.
While the invention has been described with reference to preferred embodiments, it will be understood by those skilled in the art that various changes may be made and equivalent elements may be substituted for elements thereof without departing from the scope of the present invention. In addition, modifications may be made to adapt a particular situation to the teachings of the present invention without departing from its essential scope. For example, the present invention is not limited to diesel engines for locomotive, trucks or off-road vehicles, since other engine types used for automotive, marine or other applications can equally benefit from the teachings of the present invention. Therefore, it is intended that the invention not be limited to the particular embodiments disclosed, but that the invention will include all embodiments falling within the scope of the appended claims.
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Robert Lee Morris Unveils Trunk Show Of New Collection 5/12
Legendary jewelry designer RoBert Lee Morris will unveil his latest jewelry creations, the "Museum Collection," alongside a selection from his archives of hand-made samples and first-trial pieces from past signature 24K matte gold-plated collections in a special trunk show, on May 12, 2011 from 5:30 to 8:00 pm. Mr. Morris will also be signing copies of his book, The Power of Jewelry (Harry N. Abrams, 2004) and jewelry that visitors may bring in from their personal collections. The "Museum Collection" and the archival jewelry will remain available for purchase at The Store through May 31, 2011.
The trunk show's prototype 24K gold-plated jewelry pieces are of special significance. When Mr. Morris's jewelry first appeared on a Vogue cover, in December 1976, it literally revolutionized the accessories business by creating a new "designer jewelry" category. These sleek adornments served as a new and exciting bridge between traditional fine jewelry and costume jewelry. Mr. Morris has chosen to present these works for sale at MAD because of the strong affinity with he feels to the museum.
"MAD has the finest modern jewelry collection in the country and perhaps the world" says Mr. Morris. "I treasure knowing my work is not only in the Permanent Collection but now available for the collectors to buy through The Store, which I find a fascinating, soul-filled place, purveying all matter of objects and products that embody the mission of the Museum."
The Store at the Museum of Arts and Design is overseen by Franci Sagar, Vice President of Retail and Brand Development, who became acquainted with Mr. Morris in the 1970s when they both had shops in SoHo: She was the proprietor of ZONA and he of ARTWEAR. Both quickly became destination venues, garnering many celebrity clients as well as acclaim in the press. Because of the legendary success of those enterprises, Sagar and Morris today are considered retail visionaries.
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Oh, you have NO idea how much I've missed you all. I've spent several days watching Bravo in bed while couped up with some nasty bug. By the way, I think Watch What Happens Live and Million Dollar Listing L.A. are my two new favorite shows. (*sigh* I know.) Ideally, I would have had these gorgeous new lip shades from MAC up for you a few days ago—and I truly apologize! But here they are! The new Cremesheen + Pearl collection is home to eight lipsticks, and seven Glass shades—I have a few pieces from the collection to share. Ready? Go!
Shades From the MAC Creamsheen + Pearl Collection
From MAC…
A shimmering twist on an instant classic. Cremesheen Lipstick and Cremesheen Glass get infused with crushed pearl in 15 new Asian-inspired shades. Modern pinks, nudes, and corals pop and glow against all skin tones with a light-reflecting finish that leaves lips luminously and decidedly lacquered. With foolproof coverage, gleaming shine, and creamy gloss, this smooth and seductive update to Cremesheen is Double Happiness for your lips.


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Jr Odd Ball – Camo Blue
Jr Odd Ball – Has a unique shape that makes it easy for dogs to pick up, toss around and play with - great for fetch! Its soft edges won't hurt your dog's gums.Great For Indoors! Washable! And Floats!! Because of the unique shape, the Odd Ball does not have a squeaker.
Tuff Scale:
For Dogs:
Under 20 lbs
7x 4x 4
Jr Construction: Tuffy Pet Toys are the most durable toys available. All the layers of this toy are bonded and sewn together to make one "Tuff" Layer. Sewn Multiple Times: Most toys have just one seam to hold the toy together. We sew webbing around the edges of the toy and then sew the edges together to make each toy Tuff. These toys are machine washable (air dry) and float.


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Hi all,
I just heard from Saleema and I have her permission to repost her email to me here.
Hi Steph,
Thank you again for your incredibly touching and generous idea you shared on Bella's Bookshelves. As much as I love the idea of receiving a hand-picked book from literary folks all over Canada, I could never accept them. Not least because many of our belongings (including books!) have been saved, but also because we are now guests in somebody else's house — we will be staying with my in-laws for the next two months.
[Steph: No worries! You can send the books to me or give them to her personally. If you send them to my address, which you'll find on my Contact page, I will personally deliver them to Montreal or ship them myself.]
[Saleema's response: Thanks so, so much … Of course, I would never object to somebody buying my books! But honestly that is the most I could accept, and the support I have already felt from everyone is the most amazing bolstering help I could ever receive or want. Please do feel free to post my earlier email. I'm hoping to do a blog update, but I'm so exhausted, having been up for so long with just a couple of hours of snatched sleep… I'm not sure how soon it can come.]
You have no idea how much it means to me that so many people came to our aid…with offers of places to stay, food to eat, clothes to wear, and so wonderfully, books to read.
Some books have been lost to water and falling plaster, but most seemed to have been spared based on our cursory visit to the building this morning. In fact, although half of our kitchen, the bathroom, the front entryway and most of the living room have been destroyed (not by flames, but by falling plaster, fire axes, and water), our bedrooms and our hallway were spared from everything except for very heavy smoke. Many of the books were actually on bookcases in our hallway and in the half of the kitchen that was spared.
It is like a tornado has ripped through the place, with odd items here and there lying intact amidst the destruction of splintered wood and crumbling plaster.
I'm not sure how costly (or, indeed, possible) it will be to remove the smell of smoke from our large collection (and from everything else we own), but it is one we will cheerfully investigate. I am so grateful to you and all the loved ones, friends, acquaintances, and strangers who have reached out to us.
With so much thanks,
I've asked Saleema to keep me posted on whether or not the books that were not damaged by water or fallen plaster and such can be salvaged from the smoke damage (this can be pretty bad as to render the books unreadable), and if so, whether or not insurance will cover it. If the books can be salvaged and insurance will not cover it, perhaps we could start a campaign to help her pay for the recovery.
Alternatively, I've asked her if she has a wish list. Again, I'll let you know. If not, even if she receives doubles, your copy will be better than what she has, and she could always pay it forward by donating hers. Don't be afraid, either, of not knowing what to choose. As a former long-time bookseller, I can advise: Let your heart tell you. What book would you match her to? What book would you press into a friend's hand and say, oh, you must read this? Whatever you send, it will be picked with concern and thoughtfulness and received with gratitude.
Thank you so much, everyone, for your generosity of spirit so far.
PS. Saleema is on Facebook, and her Twitter handle is @pinkmeringue


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Coming from one of the top producers of Spatburgunder (Pinot Noir) this "entry level" Pinot has the ability to make others look foolish. With the chalky soils in the area, Becker produces some of Germany's finest Pinot Noir. Full of spicy strawberry and bright cherry fruit, just a hint of tobacco and a dusty earthiness and layers of subtle textures tell you that you paid way too little for this offering. Delicious on its own, but also compliments heavier seafood, poultry and fine cuts of beef or game.
The item you have chosen is not in stock in our retail stores or within our main warehouse.
2011 Von Hövel "Estate" Riesling Kabinett
2014 Josef Leitz Pinot Noir Rosé
2013 Leitz "Dragonstone" Riesling (Previously $18)
Fritz Müller "Perlwein" Rheinhessenn Müller-Thurgau Trocken
2013 Georg Albrecht Schneider "vom Kalk" Riesling Trocken (dry)


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Philips Advance Mark 70-10V dimming ballasts provide maximum versatility with low voltage dimming from a variety of 0 to 10-volt dimming controls. The Advance IZT-2S26-M5-BS dimming fluorescent ballast operates (2) 26 Watt CFL lamps at 120/277 input volts. Ideal for use in normal light areas, this ballast is typically used in offices, board rooms, and general lighting.
Advance's Mark 7 0-10V series of dimmable electronic ballasts for Linear Fluorescent, 4-Pin CFL, and T5/HO Lamps represents and affordable, flexible, and versatile dimming solution for a broad range of commercial, institutional, and retail applications. Ideal for energy management systems, Mark 7 0-10V ballasts offer full range continuous dimming and fully supported sustainable (green) design.


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Your browser does not support iframes.Teams have been known to employ the use of some strange tactics over the years to improve their play on the field.Take the Kansas City Royals, for example. They have opted to adopt a "rally barbecue sauce" to help get their offense going lately.It's called Billy's, boasts a catch phrase of "Hit it a TON," and is apparently the secret weapon for the Royals in their pursuit of offensive success.It appears as though it is working, too. Kansas City just swept a three-game series at Kauffman Stadium this past weekend. However, it should be noted that each of those wins came against the woeful Houston Astros. Nonetheless, the secret seems to be in the sauce.
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I have just done a fresh install on a hosting company that I've never used in the past.
The website is showing /index.php/ on every page except the home page. For example it looks like http://www.example.com/index.php/about.
How can I remove "/index.php/" from these page names? Have I done something in the initial setup?
Thanks for you help!


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September 2, 2014
Echosmith To Perform On The Today Show
Echosmith have announced their first ever morning television performance! The band will play "Cool Kids" on The Today Show, September 10th during the 9AM hour. Set your DVR!
For more on Echosmith, visit echosmith.com.
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Member since Jun 2012
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stop being an endorser for the stupidest drug around. no one gets high off marijuana. they just get …
like instead of tell people the name of the drug lets just call it "bath salts"
cause it's more helpful than …


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1946 Morris "Moe" Berg Signed Nuremberg Trials Ticket....
2014 May 15 - 17 Sports Collectibles Catalog Auction - Dallas #7105
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1946 Morris "Moe" Berg Signed Nuremberg Trials Ticket. He was one of the most fascinating figures in baseball history despite his limited athletic talents, a Princeton-educated multi-linguist who joined legendary players like Ruth, Gehrig and Foxx on the 1934 Tour of Japan for the purpose of espionage on behalf of the OSS, the precursor to the modern-day Central Intelligence Agency. Here we find an autograph from the man Casey Stengel once called "the strangest man ever to play baseball," provided in the most intriguing format we've ever encountered, a ticket for the "International Military Tribunal" of Nazi Germany war criminals, better known to history as the Nuremberg Trials. Berg's black fountain pen ink survives at 8/10 strength, and the ticket (2x4") appears NRMT, though has not been examined outside of the mat. Visitors were instructed to sign their tickets, so this specimen derives from Berg's personal collection. It is particularly noteworthy that the ticket is for Session 189, which focused primarily upon the persecution and extermination of Jews in Nazi concentration camps, as well as Hitler's manipulation of his cabinet and the German people. As a member of the Jewish faith, Berg surely witnessed the proceedings with particular interest and sadness. The ticket is part of a lovely framed display that measures 18x22". Our last offering of a Berg signed Nuremberg ticket realized $8,963 in April 2010. Pre-certified by PSA/DNA. Auction LOA from James Spence Authentication.
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Hi there everyone, this is transparentchaos with my first fic about Jaden's adventures after Duel Academy and the Bonds Beyond Time movie. I haven't seen many of these and want to try my hand at them. I'm not quite sure about the characters and so the canon characters might be out of character, so please, tell me if I'm going off track, and give me some ideas on original characters please, no perfect people though.
Disclaimer: I do not own Yu-Gi-Oh GX and nor do I intend to. This is just for fun and nothing else. Thanks!
Chapter 1: A New Beginning
Jaden's POV
"It's good to be back where I belong, no evil, flying motorcycle things and no crazy people. I swear this is definitely gonna kill me some day," I mused to myself as I was walking down a semi-busy street in Venice. I had just gotten back from fighting Paradox with Yugi and Yusei. Sometimes this gig is one hell of a blast, other times, not so much.
"Well you should have read the job description before you took the job," said Yubel as she appeared out of nowhere scaring me out of my thoughts.
"Gah! Yubel! Can't you give me a warning before you appear out of nowhere and scare the hell out of me?" I half-screamed gaining the attention of some of the others on the street. When I noticed, almost immediately, I grinned sheepishly and started scratching my head, a nervous tick I suppose.
"I'm sorry, but you should have known better," she admonished. At that moment, I felt and smelled cat breath on the back of my neck as I saw a ball of light in my peripheral vision.
"Stowaway," I muttered dejectedly.
"I agree with Yubel!" The ball of light, now the semi-transparent for of Professor Banner said. "But it is still very admirable what you are doing."
"I know!" I said. "I was just saying, I know what I'm doing!"
"Sometimes you are such a child," Yubel said, I was about to retort, when she growled, "I know what you're going to say, so don't even think about it!"
"You get into so much trouble, or rather, like Alexis says, trouble seems to find you," Professor Banner laughed as I blushed at the mention of Alexis. Why? I'll never know.
At that moment, I stopped walking. "Why have we stopped, Jaden?" Yubel asked.
"I'm a little hungry and wanna catch a bite to eat, maybe I can figure out something," I replied as I walked into the small café. It was a nice place. Simple, yet warm and inviting. I ordered a coffee and a sandwich while pulling out my laptop. 'Well,' I thought, 'It seems Chazz and Aster are doing well in the Pro Leagues, and Syrus and Zane's Pro League is gaining a lot of momentum, riding duel eh? I wonder if I'll ever see Yusei duel,' I thought. I browsed the web a little more looking for anything when my food came. The waitress, who looked about twenty-two, smiled at me and winked slipping me a piece of paper with some random numbers. I politely thanked her for the food in very broken Italian and gave some of my sandwich to Pharaoh.
It was a nice change of pace to sit and relax for once, but like all things... "Jaden, I found something," Yubel said as she appeared making me almost spill my coffee.
"Didn't I just ask you not to scare me like that?" I said as I placed the coffee down and turned to face her. Long before now, Professor Banner had been swallowed by Pharaoh. No consideration!
As she was about to reply, my cell phone rang. "That," she said as she disappeared leaving me to pick up the phone.
"Hello? Jaden Yuki speaking, how may I help you?" I said. What came next was surprising.
"Ah! Jaden-boy, I finally got a hold of you!" I heard from the other line. How did Mr. Pegasus get my number?
"Mr. Pegasus? How did you get my number?"
"I need your help with something."
"W-wait, can you answer my question please?" Of course my asking was in vain since he either didn't hear me or he decided to ignore me.
"Last week, a convoy of some prototype cards was stolen and I need you to get them back. We have traced the thief, but not the cards. We need you to catch the thief and the cards before something bad happens. Everything is set up and ready for you, car, housing, and food of course. Your flight leaves in two hours," he said. "The information has been sent to your phone."
"I know you will do well Jaden-boy!"
I sighed. No chance to even decline the offer. Oh well, at least I'm getting excitement. I thanked the waitress again and grabbed my cat-in-a-bag and left, taking a cab to the airport. I hated these places so confusing, almost like they wanted me to miss my flight.
"At least it's first-class," I smiled.
"I think there's something more," Yubel said, "but what I don't know."
"You're thinking that too? They're calling me instead of the police, kinda fishy if you ask me," I answered. "Guess I'll just have to keep my guard up."
I boarded the plane. 'San Francisco eh?' And found my seat between some pretty girls who also winked at me. 'What's with the winking? Do they have something in their eyes?' Shrugging it off, I sat in my seat an began ordering my deck, fixing it and creating new strategies.
"This... no, maybe... no, God damn I'm bored," I whined causing some of the girls to giggle.
"Such a child," Yubel sighed.
"I can't help if I'm bored!" I said.
A few long hours later, okay, maybe half a day later, we landed in San Francisco International when I recieved an email. Go to lot E4, there will be a black car with the keys taped to the tire; the coordinates for your place of residence are in the nav. A brief will be on the kitchen table for you with a snack since you're probably hungry.
I took a shuttle from the pick up zone to the lot and spent thirty minutes trying to find the car. I really wish that the lot wasn't ordered by color. Thank God I had help searching from my deck.
"Kuri-Kuri!" I heard from Winged Kuriboh.
"You found it? That's great!" I yelled. "Where- wow!" I whistled. How did he know? He definitely went all out. "Remind me to call later and ask him if I can keep the car," I told Kuriboh and I walked up to the black Nissan GT-R. "I've always wanted one of these."
I drove home, to an apartment in downtown San Francisco, completely ignoring the stares I got and grabbed my keys. When I reached the apartment, I was amazed again! Top floor view with game room, flat screen, fully furnished and decked! "Might as well the find out what the job is," I said. I sat down and looked at the letter as I grabbed a donut and started munching.
Hello Jaden-boy, do you like the stuff? It's yours. Consider it, and a salary as payment for this assignment and recovering The Sun Dragon Ra in your second year. Now we have been creating some cards, but recently they were stolen and we have no idea where they are being kept. We have traced the thief, or thieves to a high school in that area, to which you will be going. You will be conducting an investigation and recover those cards, since I know you can do this. Yours truly, Maximillion Pegasus.
P.s. enclosed is the information you'll need. And please report if you find anything important.
Well, this can't be so bad; I said as I looked over the papers and reread the letter. Then it hit me... "I'M GOING BACK TO SCHOOL?"
So how is it? This is my first fic to any criticisms would be great, but no spam, or downright dissing.


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Originally written on CLNS Radio | Last updated 11/3/11
Recently, CLNS writer Nick Sannicandro wrote a piece on homosexuality in sports. In it, he expressed the opinion that the culture of fear pervasive in sports is keeping professional athletes in the closet. I do not agree with many of his conclusions, and in fact, previously wrote an article putting forth different ideas. He and I have different opinions, both expressed publicly, yet neither of us had to be shamed or kowtowed. Imagine that. At the end of Sannicandro's post, professional provocateur Mike Munger wrote the following comment regarding former NBA player John Amaechi: I'm sure there have been plenty of gay ball players throughout the years. My biggest issue is that it wasn't convenient for Amaechi to come out about it until he wrote a book. While I don't condone any kind of homophobic behavior in sports, it needs to be understood that sports are one of the last things left in the world where men feel like they can act like men. Sports are driven by A LOT of testostero...
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Penabled Tablet PC Eraser Pen with pressure sensitive tip, a single side switch and a pressure sensitive eraser. Exact replacement of the large Acer Tablet PC pen and the Walkabout Tablet PC pen.
Customer Reviews of Wacom Eraser Pen
WACOM Quality + Buy.com Price = Great Deal!8/12/2008
I purchased this WACOM stylus as a cost-saving alternative to the ($111.90) original on my HP TC1100 Penabled Tablet. At first I was unable to get the eraser & second button to function properly; this turned out to be caused by an out of date driver on my freshly restored Tablet.<P> After downloading the latest drivers from WACOM, the pen functions better than the original (which didn't have an eraser) EVER DID! Better control, more precise lines, PLUS IT ADDS ERASER FUNCTIONALITY!<P> The only caveat (which I knew before I purchased it) is that the stylus pocket on my Tablet PC is designed for a stylus of 11mm x 130mm size; this one is 9mm x 140mm. This means it protrudes a little and it doesn't latch in place like the original. For the nearly $100 difference in price (with S/H), I think I can either live with the tether (which If I had done before, I wouldn't be shopping for this stylus) or mod my tablet to hold onto this one.<P> The best part? Free shipping, and 2 days later it was in my mailbox!<P> Way to go, BUY.COM!
No clip8/13/2007
This functions flawlessly with the Acer Travelmate C312; however, there is no clip. Because of this, it will not stay in the slot on the computer. Apart from this and the color, it is identical to the original. It is priced significantly lower than the one from Acer. This makes a great spare, but a poor replacement.


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Teachers of Oxford
Professor Ruth Harris
Prof. of Mod. History, Oxford, New College
Research interests: Dreyfus Affair; French History; History of medicine; cultural History; women's History.
Dr. Robert Harris
University Lecturer (Inter-Collegiate), Oxford, Worcester College
Research interests: 18th c. British and Irish political, social and cultural History; early History of the press; urban History; History of gambling *c*.1650-1850.
Dr. Alana Harris
Oxford, Lincoln College
Research interests: Gender, religious and cultural History; transnational History.
Professor Mark Harrison
Prof. of the History of Medicine, Oxford, Wellcome Unit for the History of Medicine
Research interests: History of disease and medicine, especially in relation to the History of war and imperialism 17th-20th c.; History of medicine and British imperial expansion, $c$.1700-1850.
Professor Angus B. Hawkins
Prof. of History, Oxford, Kellogg College
Research interests: Biography of 14th earl of Derby 1799-1869.
Professor Dan Healey
Prof. of Mod. Russian History, Oxford, St. Antony's College
Research interests: Modern Russian and Soviet History.
Dr. Jonathan Healey
Oxford, Kellogg College
Research interests: English rural and social History 15th-19th c..
Dr. David J. Hine
Oxford, Christ Church
Dr. Catherine J. Holmes
University Lecturer (Inter-Collegiate), Oxford, University College
Research interests: Medieval Europe 900-1400; Byzantium.
Dr. David Hopkin
University Lecturer (Inter-Collegiate), Oxford, Hertford College
Research interests: Rural and coastal societies; oral and visual culture; folklore; military and maritime History.
Professor Howard Hotson
Prof. of Early Mod. Intellectual History, Oxford, St. Anne's College
Research interests: Ramism; encyclopaedism; irenicism; millennarianism; universal reform; international systems of Intellectual reform.
Dr. W. Gregg Huff
Sen. Res. Fellow, Oxford, Pembroke College
Research interests: Southeast Asian economic History and development; development economics; money and finance in developing countries; economics of war.
Professor K. Jane Humphries
Prof., Chair of Fac. Board, Oxford, All Souls College
Research interests: Relationship between the family and the economy; child labour in the British industrial revolution.
Dr. Graciela Iglesias Rogers
Oxford, St Peter's College
Research interests: History of the Atlantic world since 1700.
Miss Joanna M. Innes
University Lecturer (Inter-Collegiate), Oxford, Somerville College
Research interests: British social policy 1688-1840; re-imagining 'democracy' as a modern concept; Europe and Americas, 1750-1800.
Dr. Ben Jackson
University Lecturer (Inter-Collegiate), Oxford, University College
Research interests: History of modern political thought; labour History.
Dr. Christine A. Jackson
Oxford, Kellogg College
Dr. Helen Jacobsen
Oxford, New College
Dr. Simon John
Depart. Lecturer, Oxford, Balliol College
Research interests: Medieval Europe; noble mentalities and aristocratic culture.
Dr. Geraldine A. Johnson
University Lecturer, Oxford, Christ Church
Research interests: Visual culture of the Renaissance; women as art patrons.


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Second death rocks rugby community
Last updated at 13:10, Thursday, 29 May 2014
A SECOND death has rocked the local amateur rugby league scene with the tragic loss of Kells star Luke King.
The 23-year-old was found dead at his home in Hensingham on Friday afternoon and since then tributes have been pouring in.
Kells coach, Peter Smith, said everyone at the club was 'devastated' and said all their thoughts were with Luke's family.
They held a minute's silence ahead of their clash with Bradford Dudley Hill on Saturday and they also retired their number nine shirt in his honour.
"Everybody is devastated regarding the sad loss of Luke at such an early part of his life," said Smith.
"He was well liked by all the lads and they were in bits when the news broke on Friday. The dressing room was very quiet ahead of the game on Saturday, everyone was just in shock.
"We retired the number nine shirt as a mark of respect to him. He lived at Hensingham but he has always played his rugby for Kells and he will be a big miss."
Luke, who worked as a postman, had played for Kells since he was a youngster, and was a regular member of the Cumberland League team, playing at hooker.
He came through the club's junior ranks alongside the likes of Greg McNally, who is now at Championship outfit Leigh Centurions.
McNally dedicated the try he scored in Leigh's victory over Sheffield on Sunday, to his former team-mate, pointing up to the sky.
He tweeted after the game: "This one was for you today Podge. Love you pal. ThePeoplesPostman. RIP."
Other local clubs and from the National Conference League, also paid their respects on social media sites.
A police spokesman confirmed they were called to Lincoln Road on May 23 in relation to a sudden death but that there were no suspicious circumstances.
The minute's silence at Kells was also in memory of Eric Wear and Keith Henderson, who were heavily involved with the club.
First published at 12:09, Thursday, 29 May 2014
Published by http://www.whitehavennews.co.uk
Have your say
Such a shame a lovely cheeky chapie, always smiling and polite young man , thoughts are with his family and friends at this very sad time r.i.p luke
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Originally written on Fox Sports | Last updated 11/18/12
Andrea Hoover netted 14 points while Amber Deane and Jodie Cornelie each had 12 points and eight rebounds as the Dayton women's basketball team upset No. 13 Vanderbilt 71-66 Sunday. The win is the Flyers' second over a ranked opponent this year after dropping then-No. 25 DePaul 92-80 on Nov. 10. Dayton is 4-0 for the first time since 1992-93. The Flyers led by as many as eight in the first half and went into halftime up 33-30. The Commodores' Tiffany Clarke hit consecutive buckets to open the second half, vaulting Vanderbilt (3-1) ahead. The advantage lasted about five minutes until a Hoover jumper sparked an 11-0 Dayton run that put the Flyers up 48-43. Vanderbilt forced a tie at 52-all with 8:17 left, but Hoover hit two free throws shortly thereafter and the Commodores never regained the lead. Clarke scored a game-high 23 points for Vanderbilt.
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Originally written on NESN.com | Last updated 4/17/13
Andrew Luck was born in 1989 and, by the looks of it, so was his cell phone. Luck was the No. 1 overall pick in the 2012 NFL draft and signed a four-year, $22 million contract before even stepping on an NFL field for the first time. But he hasn't spent any of that money on a fancy smartphone. Colts backup quarterback Matt Hasselbeck tweeted out a photo of Luck's cell phone on Tuesday night, showing off the 23-year-old Pro Bowler's flip phone. Many scouts and experts viewed Luck as an old school pocket passer when coming out of Stanford last spring, and apparently so does the 37-year-old Hasselbeck. Hasselbeck seems to be having plenty of fun in his first days as with the Colts, as he enjoyed a little competition on the basketball court with teammate Chandler Harnish as well on Tuesday. Check out the photo of Luck's dumbphone below. True story… Andrew Luck's cell phone. #impressive twitpic.com/cjv4ez— Matthew Hasselbeck (@Hasselbeck) April 16, 2013 Have a question for Luke Hughes? Send it to him via Twitter at @LukeFHughes or send it here.
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Originally written on Fox Sports | Last updated 11/11/12
It hardly mattered that LSU's normally overpowering running game amassed only half of its usual average against Mississippi State. Suddenly sizzling LSU quarterback Zach Mettenberger more than made up for it with a second straight performance approaching the 300-yard plateau in a 37-17 victory over the sinking Bulldogs on Saturday night. The way Mettenberger has been throwing the ball lately, the Tigers find themselves on one hand looking forward to next year while at the same time wondering what could have been this year if it hadn't taken the talented quarterback and his young receiver corps eight games to get the passing game going. The Tigers' latest triumph moved them up to No. 8 while dropping Mississippi State out of the The AP Top 25 Poll.
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- Linux (10)
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winPenPack: Portable Software Collection
The portable software collection4,958 weekly downloads
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Syllable Desktop is a complete operating system that is easy to use, powerful, lightweight and extraordinarily fast and responsive. It has its own kernel, filesystem, GUI and applications. Syllable Server is a matching small and efficient Linux server.170 weekly downloads
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Sport injuries are those which occur while playing sports or doing physical exercise. Some are the result of an accident, while others come from bad training practices or inappropriate use of training equipment. In some cases, these injuries are due to inadequate warming up or stretching before play or exercise.
The most common sports injuries are:
– Sprains or twisted ligaments and pulled muscles or torn tendons
– Knee injuries
– Muscle swelling
– Fractures
– Dislocations
What is the difference between acute and chronic injuries?
There are two types of sports injuries, acute and chronic. Acute injuries occur suddenly while you are playing sport or exercising. The most frequent acute injuries include sprained ankles, back distensions and fractures to hand and wrist.
The symptoms that accompany an acute injury include:
– Sudden severe pain
– Swelling
– Inability to rest weight on the affected leg, knee, ankle or foot
– Bad pains in the affected arm, elbow, wrist, hand or finger
– Inability to move a joint normally
– Extreme weakness in a leg or arm
– A bone or joint which is visibly out fo place
Chronic injuries occur after sporting activities or exercise and last a long time.
The symptoms associated with chronic injuries include:
– Pain whilst playing sport
– Pain whilst exercising
– Slight pain even while resting
– Swelling
What should I do if I suffer an injury?
Never try to "just put up with" the pain of a sports injury. Stop playing sport or exercising as soon as you notice the pain. Going on can only worsen the injury. some injuries must be examined immediately by a doctor. Others, you can treat yourself.
Call for a doctor when:
– The injury causes severe pain, swelling or loss of feeling
– You cannot support any weight on the injured area
– A previous injury gives you pain
– A previous injury swells up
– A joint is abnormal or unstable in any way
I you are not suffering from any of these symptoms, you can safely treat your injury at home. If the pain or other symptoms worse, you should call a doctor. use the ICER method (Ice, Compression, Elevation and Rest) to alleviate pain, reduces swelling and speed up the healing process. Follow those four steps as soon as the injury occurs and over the following 48 hours.
What is the usual treatment for sports injuries?
The ICER method is the most commonly employed treatment for sport injuries. non-steroidal anti-inflammatory medications are also employed, as is immobilization. In some cases surgery may be required. After surgery there will be a period of rehabilitation.
Rehabilitation includes exercises that help the injured area to return step-by-step to a normal condition. Certain movements help the injured area recover. Rehabilitation should begin as soon as possible. Exercises start with a series of gentle movements of the injured area. this is followed by stretching. After a while, weights can be added to strengthen the injured area.
Is based on glucosamine sulphate and chondroitin sulphate, two natural elements that have been proven to help maintain our joints working and moving healthily, and mixed them with our stabilized Aloe Gel. Vitamin C and MSM are then added, a primary source of bio-available sulphate that the body needs to keep its connective tissues healthy and help joints to function properly.
Heat Lotion
Aloe Liniment is a lotion with a high level of stabilized Aloe mixed with heat-generating agents. Specially designed for use in massages to muscles and stiff joints. It can also be applied before major physical efforts or exercise, such as sporting competitions. Can be combined with MSM.
Gel made with stabilized Aloe gel. Methyl Sulfonyl Methane, a natural source of organic sulphur, and herb extracts. This gel is the perfect way to relieve aches and stiff muscles and joints.
Calcium citrate combined with Vitamin D and Magnesium. Keeps muscles and bones healthy, providing the correct dose of calcium. Ideal in the case of bone fractures.
Active HA
A unique way to provide low molecular weight hyaluronic acid together with Ginger and Curcuma oil. Hyaluronic Acid (HA) is a special protein produced by our bodies to lubricate and give support to our joints and muscles.
In any case, remember that any injury may be symptomatic of a serious health condition and if symptoms persist or worsen, you should consult your doctor.


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1870 $10 PR65 Cameo NGC. The Philadelphia Mint produced ...
2002 April Columbus, OH (CSNS) Signature Sale #288
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Exceedingly Rare Gem 1870 Liberty Ten Dollar, Cameo Proof Format1870 $10 PR65 Cameo NGC. The Philadelphia Mint produced just 4,025 business strike and 35 proof Liberty Eagles in 1870. Survivors are rare in both formats, and there are no Mint State coins known to either NGC or PCGS (1/02). This beautiful proof is one of just 10-12 coins believed extant (per Breen, 1988). The deeply reflective fields turn coal-black as the coin turns away from the light. The devices, on the other hand, are frosty in finish with a generally bold strike. As befits the grade, neither side reveals any bothersome hairlines. One of just five proof 1870 Eagles known to the two major grading services, only two of which have been designated Cameo (1/02). (PCGS# 88810)
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Originally written on Fox Sports Detroit | Last updated 7/30/12
Believe it or not, back on Feb. 21 the Detroit Red Wings sat atop the NHL standings, which was business as usual. Since that time, it has been anything but business as usual for one of the leagues premier franchises. Injuries during the second half of season, another playoff disappointment, a game-changing retirement and a summer of being jilted by big-name free agents have left many in the Motor City in a sheer panic. Based on my e-mails, voice-mail messages and everyday talk on the street Ive encountered, there's an overwhelming concern about this hockey team. What are the Red Wings doing, I mean, do you know what their plan is? Ive been asked this over and over and over again during this offseason. Detroit has had to modify its plan several times. Once Ryan Suter fell through, the Wings were working on a deal for Shea Weber, only to be crossed up by the Flyers offer sheet, which threw them for a loop. Columbus had zero intention of trading Rick Nash to Detroit; Zach Pari...
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|© 2015 Yardbarker, Inc. All rights reserved. Use of this website (including any and all parts and components) constitutes your acceptance of these Terms of Use and Privacy Policy. (What's New?)