text:
A shared vehicle system includes a central facility, at least one vehicle distribution port facility and a plurality or fleet of vehicles, each having a vehicle subsystem. In general, the central station and port facility and the vehicle subsystems communicate in a manner to allow a user to enter information at a port facility. That information is then communicated to the central facility, where the information is processed to select a vehicle from the fleet to allocate to the user at the port facility. Selection of a vehicle for allocation to a user may be based on selecting an available or soon to be available vehicle according to various algorithms that take into account the vehicles state of charge. The central station also communicates with the port facility and the vehicle subsystem to notify the user of the selected vehicle, to provide secure user access to the selected vehicle, to monitor the location and operating status of vehicles in the fleet, to monitor the state of charge of electric vehicles and to provide other functions. The vehicles communicate with the central station to notify the central station of the PIN number of the individual attempting to use the vehicle, and of vehicle parameters such as state of charge and location of the vehicle.
1. A vehicle sharing system for sharing a fleet of vehicles, comprising:
a plurality of ports at geographically remote locations relative to each other;
a computer system in communication with said plurality of ports and programmed to defining a search depth vehicle search group (VSG) for each port in which one or more available vehicles from the fleet may be located at any given time for possible allocation to a user at the port, determine a number of vehicles in a first search depth VSG of a first port and, in response thereto, to determine whether additional vehicles should be relocated to the first port; and
means for relocating one or more vehicles from a second port to the first port, upon a determination by said computer system that additional vehicles should be relocated to the first port.
2. A system as recited in
3. A system as recited in
4. A system as recited in
5. A system as recited in
at least one of the vehicles in the fleet is provided with a carrier hitch receptacle; and
said means for relocating comprises a carrier bracket connectable to the said carrier hitch receptacle of the one vehicle, for carrying a second vehicle.
6. A system as recited in
7. A method for sharing a fleet of vehicles among one or more users, comprising:
providing a plurality of ports at geographically remote locations relative to each other;
providing a central computer in communication with the plurality of ports;
executing a vehicle allocation program at the central computer to perform:
step for defining a first vehicle search group (VSG) for a first port, in which one or more vehicles from the fleet may be located at any given time, and a second VSG for a second port, in which one or more vehicles from the fleet may be located at any given time;
determining a number of available vehicles in the first VSG: and based on the number of available vehicles in the first VSG, determining whether additional vehicles should be relocated to the first port; and
relocating one or more vehicles from the second port to the first port, upon a determination by the central computer that additional vehicles should be relocated to the first port.
8. A method as recited in
detecting a location of each vehicle in the fleet;
transmitting the location of each vehicle to the central computer; and
determining a number of vehicles within a designated area with respect to the first port.
9. A method as recited in
10. A method as recited in
11. A method as recited in
connecting one end of a tow bar to a trailer hitch of a first vehicle and a second end of the tow bar to a trailer hitch of a second vehicle; and
towing the second vehicle with the first vehicle.
12. A method as recited in
connecting a carrier bracket to a carrier hitch receptacle of a first vehicle; and
carrying a second vehicle on the carrier bracket.
1. Field of the Invention
The present invention relates, generally, to systems and methods for sharing a fleet of vehicles among a plurality of users and, in preferred embodiments, to such systems and methods for sharing a fleet of electric vehicles, including systems and methods relating to allocating, tracking, securing, managing and relocating of shared vehicles and, in yet further preferred embodiments, to systems and methods relating to allocating, tracking, securing, managing, relocating and charging of shared electric vehicles.
2. Description of the Related Art
In most modern, industrial countries, private automobiles play an important and sometimes indispensable role as a means for transporting people within and beyond local areas, for example, to and from places of work, study or worship, on errand trips or in commercial activities, such as deliveries, sales visits, repair visits or the like. As a result of these important roles, the number of automobiles in and around most industrialized cities and neighboring regions continues to grow. The increasing numbers of automobiles results in higher occurrences of traffic jams and higher demands for parking spaces.
Mass transit systems, such as busses, commuter trains, subways, streetcars or the like can fulfill some of the transportation needs of those communities and municipalities that have such systems. However, travel with such systems is confined to pre-set stop locations and times, set by the route and time schedule of the bus, train, subway or streetcar. The prescribed routes and time schedules typically do not meet many travelers' needs or are too inconvenient for practical usage of the mass transportation system by some travelers. For many mass transportation users, the pre-set stop location is far enough from their origination or destination locations that they must find additional modes of transportation to or from the pre-set stop. For example, some users drive private vehicles to and from pre-set stop locations and park the vehicles near the stop locations. Some mass transportation systems even provide vehicle parking facilities near pre-set stop locations for such users.
For example, commuter train stops and bus stops in and near some cites are often provided with parking lots for train users to park private vehicles. However, vehicles in such parking lots typically remain parked throughout a large part of the day, and are driven only in the morning to bring the user to the train or bus stop and in the evening to take from the train or bus stop. Thus, while modern mass transportation systems can result in a reduced number of vehicles on the road at any given time, such mass transportation systems do not eliminate the need for private vehicles and can result in an inefficient use of private vehicles.
Accordingly, there is a need for a system and method for the efficient and convenient use of private vehicles, such as an efficient and convenient shared vehicle system and method. Shared vehicle systems can provide more flexibility than other means of public transportation. In a shared vehicle system, a number of vehicles are normally maintained in several designated parking areas. Each user is allowed to pick up a vehicle at one parking area, and return the vehicle to the parking area nearest to the user's destination. The user may also drive a vehicle out of a designated parking area for an errand and return the vehicle to the same designated parking area. Shared vehicle systems that are used by a relatively large number of subscribers should include sufficient security measures to protect the vehicles from theft and also to protect the user from crime.
Shared vehicle systems must be sufficiently convenient to motivate users to employ the system. Accordingly, vehicle availability within a reasonable time of a user's request for a vehicle is very important to the success of such a system. Of course, by maintaining a greater number of vehicles in the fleet of shared vehicles, the availability of a vehicle at any given time can be increased. However, system cost is minimized and vehicle-usage efficiency is maximized with smaller vehicle fleets. Accordingly, there is a need for a shared vehicle system that maximizes user convenience yet minimizes the number of vehicles required in the fleet.
In particular, by employing vehicles in a shared vehicle system or method, additional ecological advantages can be achieved. Vehicles in a shared system may be of many types. They may be the conventional petroleum based gasoline or diesel fuel type vehicles. They may however be cleaner forms of propulsion such as methanol or propane powered vehicles, or may be vehicles powered by hydrogen stored as a gas or metal hydride. Electric vehicles may draw energy from batteries, fuel cells, generators driven by internal combustion engines, or combinations of different energy sources. Electric vehicles powered by both lead acid and nickel metal hydride batteries have shown much promise and several manufacturers have produced viable electric vehicles employing these battery technologies. Electric vehicles are a good candidate for a shared vehicle, because they are among the cleanest and quietest forms of vehicle, but sharing systems and methods are in no way dependent on the use of an electric vehicle, and may be employed with a number of non electrical or hybrid technologies, including common gasoline power.
The use of electric powered vehicles in a fleet of shared vehicles, however, presents further complexities over other alternate power vehicles, for example, associated with vehicle charging requirements and vehicle unavailability during charging times.
Electric vehicles typically require charging more often than the conventional vehicles require refueling. Recharging stations are not nearly as available as conventional petroleum motor fuels. Moreover, recharging of an electric vehicle typically takes much more time than refueling a conventional vehicle. Thus, if a conventional vehicle is present at a designated parking area of a shared vehicle system, but does not have sufficient fuel to meet a user's travel needs, the vehicle can be quickly refueled and made available to the user. However, even when an electric vehicle is idle in a designated parking space, it is not available to a user unless it has a sufficient existing state of charge (SOC) to make the user's intended trip. Typically, an electric vehicle cannot be re-charged quickly enough to make the intended trip if its existing SOC is inadequate. On the other hand, if the user intends to make a short trip, the vehicle may be capable of making the intended trip even though it is not fully charged. Accordingly, there is a further need for a system and method for managing shared electric vehicles in an optimum fashion and to meet the needs of a maximum number of users with a minimum number of vehicles.
Therefore, preferred embodiments of the present invention relate to shared vehicle systems and methods that maximize user convenience and minimize the number of vehicles required in the shared fleet.
A shared vehicle system according to one preferred embodiment of the present invention includes a central facility, at least one vehicle distribution port facility and a plurality or fleet of vehicles, each having a vehicle subsystem. In general, the central station and port facility and the vehicle subsystems communicate in a manner to allow a user to enter information at a port facility. That information is then communicated to the central facility, where the information is processed to select a vehicle from the fleet for allocation to the user at the port facility. The central station communicates with the port facility and the vehicle subsystem, according to various embodiments described below, to notify the user of the selected vehicle, to provide secure user access to the selected vehicle, to monitor the location and operating status of vehicles in the fleet, to monitor the state of charge of electric vehicles and to provide other functions described below.
According to one aspect of the invention, allocation of shared vehicles to users is based, at least in part, on travel information received from the users. By allocating vehicles based on travel information the efficient usage of vehicles and user convenience can be optimized, for example, to maximize vehicle availability and minimize vehicle downtime. While various embodiments related to this aspect of the invention may employ any form of shared vehicle, according to further embodiments of the present invention, vehicle sharing systems and methods employing electric vehicles in the shared fleet and the allocation of electric vehicles to users is managed to maximize vehicle availability and minimize vehicle downtime, taking into account the state of charge of a vehicle and/or the charging rate of a vehicle.
According to another aspect of the invention, a shared vehicle system or method provides controlled or secured access to and/or enablement of the shared vehicles. In preferred embodiments, user identification information is provided to a vehicle that has been allocated to a user and such information must match information entered by the user in a user interface device installed on the vehicle, before the user is allowed access to the vehicle. In yet further preferred embodiments, a user's personal identification number PIN must be entered by the user in a second interface device installed on the vehicle and must match an expected PIN, before the vehicle is enabled for operation.
According to yet another aspect of the invention, a shared vehicle system and method involves allocating vehicles from a group of available vehicles and returning vehicles to the group upon detection of a parking state while the vehicle is located at a port. A port is a vehicle staging area where vehicles may be parked prior to being allocated to a user. A typical port contains a user kiosk containing a computer terminal for interacting with the shared vehicle system. Throught this disclosure the term "kiosk" will be used to mean a kiosk with a user terminal. The terms kiosk and terminal shall be used interchangeably herein. In preferred embodiments, the detection of a parking state is accomplished by, for example, the detection of the setting of the vehicle in a parking gear, the lack of motion of a vehicle for a period of time, the opening and/or closing of a vehicle door, or a combination of such events, each of which require no user interaction other than the typical actions taken to park a vehicle.
According to yet another aspect of the invention, a shared vehicle system and method involves protecting access and enabling vehicles from a remote location relative to the vehicles, for example, in the event that a user loses an identification code or PIN.
According to yet another aspect of the invention, a shared vehicle system and method involves tracking stored energy and/or other operational parameters of vehicles in the shared fleet. In preferred embodiments, vehicle parameters, such as stored energy, are tracked and processed for purposes of efficient selection and allocation of vehicles to users or selection of vehicles for charging.
According to yet another aspect of the invention is that, if electrical vehicles are employed within a shared vehicle system, the electrical vehicles are allocated to users based on the state of charge (SOC) of the vehicles, in addition to vehicle location, user travel information and statistical analysis of vehicle usage. According to a further advantage of preferred embodiments, vehicles are allocated from a defined vehicle search group (VSG) of a port facility. A vehicle search group is defined as the set of vehicles that may be allocated to a user. A vehicle search group is determined by deciding what time period is acceptable as a vehicle search depth time, that is how long a predefined wait is acceptable before a vehicle becomes available. The vehicle search group then is ascertained by determining which vehicles will be available at the end of the predefined waiting period. Vehicles within the vehicle search group of a port facility include vehicles that are due to arrive at the port facility within the predefined period of time or electric vehicles that are due to become sufficiently charged at the port facility within a predefined period of time, minus the vehicles within the port that have been allocated for departing trips or are scheduled for transport to another port facility.
In one preferred embodiment that includes electrical vehicles within the shared vehicle group, a user is allocated a vehicle having the highest SOC within a vehicle search group of vehicles having sufficient SOC to meet a user's needs. In another preferred embodiment, a user is allocated a vehicle having the second highest (or Nth highest) SOC within a vehicle search group of vehicles having sufficient SOC to meet the user's needs, such that the highest (or N-1 highest) SOC vehicles may be reserved for users having travel needs which requiring a higher SOCs. In yet another preferred embodiment, the system or method has the ability to allocate the highest or Nth highest SOC vehicle, depending upon other criteria, such as the time of day or day of the week. Thus, for a certain time period of the day and/or day of the week (for example, between 7:00 a.m. and 9:00 a.m. on Monday through Friday) the system or method may allocate the highest SOC vehicle in the vehicle search group is allocated to a user, while at other times of the day and/or days of the week, the Nth highest SOC vehicle is allocated to a user.
According to a further aspect of the present invention, a shared vehicle system and method involves transporting or relocating vehicles from one area or port having a surplus of vehicles to another area or port having a shortage of vehicles. Vehicles may also be transported to effectively use storage space for the parking of the vehicles. According to yet a further aspect of the present invention, a shared vehicle system and method involves a vehicle carrier for carrying a first vehicle with a second vehicle, for example, for relocating the first and/or second vehicle.
The above and other aspects, features, and advantages of the present invention, will become apparent from the following description when taken in conjunction with the accompanying drawings in which preferred embodiments of the present invention are shown by way of illustrative example.
Referring now to the drawings in which like reference numbers represent corresponding parts throughout:
In the following description of preferred embodiments, reference is made to the accompanying drawings which form a part hereof, and in which is shown by way of illustration a specific embodiment in which the invention may be practiced. It is to be understood that other embodiments may be utilized and structural changes may be made without departing from the scope of the preferred embodiments of the present invention.
The present invention relates, generally, to systems and methods for sharing a fleet of vehicles among a plurality of users, and various aspects of such systems and methods including optimizing vehicle allocation, vehicle tracking, security, and charging and managing of shared electric vehicles. As discussed above, in a shared vehicle system, a number of vehicles are normally maintained in several designated parking areas. Each user is allowed to pick up a vehicle at one parking area, and return the vehicle to the parking area nearest to the user's destination or return the vehicle to the same designated parking area.
To successfully attract people to subscribe and become users of a shared vehicle system, the system must be sufficiently convenient and inexpensive. More particularly, users should be able to pick up a vehicle at a convenient location and with minimal or no waiting time. The system should be easy and inexpensive for the user and cost effective for the system administrator to operate. To have minimal environmental impact, the system should be capable of addressing the above needs and employing clean means of transportation, such as electric powered vehicles, as its primary shared vehicle.
Preferred embodiments of the present invention relate to shared vehicle systems and methods which address the above-described needs and which address additional needs and provide additional advantages discussed below. As will become apparent from the discussion below some embodiments pertain only to sharing systems containing at least some electrical vehicles. Those embodiments of the invention relate to charging or state of charge (SOC) of electric vehicles and may be implemented with or without various other aspects relating to, for example, vehicle allocation, tracking, and securing. Similarly, embodiments of the invention relating to vehicle allocation aspects may be implemented with or without various other aspects such as vehicle charging, tracking and securing, and embodiments relating to vehicle securing may be implemented with or without other aspects such as vehicle tracking, allocation or charging.
A schematic representation of a shared vehicle system 10 according to a preferred embodiment of the present invention is shown in
Selection and Allocation Off Sharing Systems Containing Electric Vehicles
According to one aspect of the present invention, systems and methods for sharing electric vehicles involve selecting and allocating vehicles to users, based on a combination of factors for maximizing efficiency and user-convenience. Such factors may include various combinations of the following: the location of the vehicles within the fleet, state of charge of the vehicles, the distance which the user expects to travel, the period of time that the user expects to use the vehicle, the user's expected destination, statistical analysis of vehicle use patterns and the identity of the user, the number of individuals waiting for vehicles in the port, and the number of vehicles present in the port.
A user desiring to obtain the use of a vehicle 16 arrives at a first port facility 14 and enters a request for a vehicle and other information into a computer system. The information may include the destination port or kiosk. The information may also include the additional distance and/or time that the user expects to travel beyond the normal distance and/or time to reach the destination port facility, for example, to conduct errands or other excursions. The information may further include user identification information, for example, read from a card key 21, smart card, magnetic strip, fingerprint, retinal scan or other machine-readable method of identification.
In a preferred embodiment, described with reference to the system in FIG. 1 and the flow chart of
In the present preferred embodiment, the computer system at the port facility 14 is programmed to prompt the user to enter the above-noted travel information, upon the user registering by swiping the card key 21 (or other token) past the reader. The computer system may display destination options and/or additional time or distance options. Thus, the display may prompt the user to, for example, select or click an icon for a proposed destination port facility. In addition other icons for selecting a proposed additional number of minutes or miles of expected travel beyond the route to the destination port may be displayed. By selecting the additional icons the user may inform the system that the user will have an errand trip. An errand trip is a detour from the regular route that would be taken in traveling between points. For example a user of a vehicle may travel directly to a destination or they may take a side excursion for example to pay a bill or to buy a newspaper. Such side excursions are errand trips. The user can select different icons notifying the system that, for instance an errand trip wilt take an additional 45 minutes and add an additional 10 miles beyond what would be expected if the direct route to the destination were taken without the errand trip. In yet further embodiments, a map is displayed to the user and the user is prompted to identify locations on the map corresponding to a destination and/or side trip locations or zones. It can be very important to the scheduling and allocation of vehicles to allow for excursions such as errand trips. Efficient allocation of vehicles is easier if vehicle trips can be predicted with greater reliability and accuracy. Embodiments of the vehicle sharing system and method include implementations which reward users for accuracy, for example if the user returns the vehicle within 5 minutes of the planned return time the user may get an "accurate return time" discount. Users may also get a discount if they give notice of unexpected delays. For example if the users were charged a per hour rate a user would be charged for a whole hour if they returned a vehicle 10 minutes late, whereas if they gave notice of their late return, so that the vehicle could be reallocated during the proper time frame, they might be charged for only a portion of an hour. Similar discounts might be given for accurately predicting the number of miles driven. By accurately predicting the distance to be driven the system could more accurately predict, at the beginning of a trip, the state of charge (for electrical vehicles) that will be present when a vehicle is returned, thus enabling more efficient allocation of vehicles and charge facilities.
The information entered by the user at a port facility 14 is communicated to the central facility 12. In addition, the central facility 12 receives information transmitted from the vehicle subsystem 18 in each vehicle 16, relating to the location, parking state, odometer information, state of charge SOC of the vehicle, trip time, and various other trip information and statistics. Based on the information received from the first port facility 14 and from the vehicle subsystems 18, the central facility 12 selects a vehicle from among the fleet to allocate to the user, as shown in step 28 in FIG. 2.
To select a vehicle, a vehicle search group is defined for the first port facility. The vehicle search group preferably includes vehicles 16 located and parked at the first port facility 14 that are not presently allocated to other users. The vehicle search group may also include vehicles 16 expected to arrive at the first port facility within a pre-defined time period. Vehicles scheduled to leave the port for transfer to another port or otherwise can be removed from the vehicle search group, as can vehicles that have insufficient SOC for the intended use. The pre-defined time period is preferably selected to minimize user-waiting time, yet maximize vehicle usage efficiency, or minimize energy usage or vehicle emissions. A pre-defined time period of, for example, about ten minutes may be sufficient to improve vehicle usage efficiency, without significantly inconveniencing users.
Vehicles 16 with an insufficient SOC to make the trip to the expected destination, including any additional distance and/or time entered by the user and an additional margin for error or unexpected travel may be excluded from the vehicle search group. Thus, a determination is made of the total charge necessary to safely make the trip, based on the expected destination, additional distance and/or additional time information entered by the user. The total necessary charge is compared with the SOC information received from vehicles present at the port facility or otherwise within the vehicle search group of the first port facility. Vehicles that have SOCs below the total necessary charge are excluded from the selection process. However, vehicles 16 which are in the process of being charged at the first port facility 14 may be included in the vehicle search group, provided that they will be sufficiently charged within a pre-defined time period (which may be the same pre-defined time period as noted above or a second time period) as may vehicles arriving at the port form completed trips, or from being transported to the port.
If a group of more than one vehicle 16 is in the vehicle search group of the first port facility and has sufficient SOC to make the requested trip, then, according to one embodiment of the present invention, the vehicle with the highest SOC within the group is selected and allocated to the user. It has been found that selecting the higher SOC vehicles first, typically improves the efficiency of the charging facilities by utilizing the charger in its more efficient linear range between 212 and 214 (see FIG. 11).
However, in the event that a user enters a request to make a long distance trip and, thus, requires a vehicle having a relatively high SOC, it would be advantageous to have a relatively high SOC vehicle available for the user, without requiring the user to wait a long period of time. Accordingly, in further preferred embodiments, the vehicle having the highest SOC within the above-defined group is reserved for the long-distance user and the second highest SOC vehicle is allocated to other users. Of course, if the group consists of only one vehicle, then that vehicle is allocated to the user, rather than reserving the vehicle for a further prospective long-distance user.
While the above alternative embodiment refers to reserving the highest SOC vehicle within the defined group for a prospective long-distance user, other embodiments may reserve the highest and second highest SOC vehicle and so forth. Moreover, different numbers of vehicles may be reserved for long-distance users depending upon the time of the day or the day of the week, statistical or simulated use patterns, vehicle reservations, or a variety of other factors. In preferred embodiments, statistics of users driving practices and habits at each port facility can be collected and analyzed to determine the optimal number of vehicles which should be reserved for long-distance users for any given port facility, day and time. In yet further preferred embodiments, the system and method switches between a routine of selecting the highest SOC vehicle within the group and a routine of reserving one or more of the highest SOC vehicles within the group for long-distance users, based on expected usage patterns or statistical analysis of actual or simulated usage patterns.
A port facility can contain a plurality of charging facilities 169 (shown in
Once a vehicle is selected based on the above-noted routines, the vehicle is allocated to the user and the particular vehicle is identified to the user, as shown at step 30 in FIG. 2. The vehicle may be identified to the user by identifying the location of the vehicle, e.g. a parking space number, or by a number, e.g. license plate, displayed on the vehicle. If the selected vehicle is due to arrive at the port facility or is due to be sufficiently charged at the port facility within the above-noted pre-defined time periods, then the user is notified of the expected wait time and is asked if they will wait for the availability of the vehicle which will arrive at the port. In preferred embodiments, the user is provided with an option to accept or decline, for example, by a displayed a command prompt to accept or decline the proffered vehicle. If the user declines the vehicle, step 32, the system returns to an idle condition to await the next user, step 34. If the user accepts the vehicle, step 36, the user may then pick up the vehicle at the port facility 14, step 38.
Vehicles may arrive at the port in two distinct ways. A vehicle may arrive at the port if the user completes a trip and returns the vehicle to the port. A vehicle may also be relocated from another location.
If no vehicles are within the vehicle search group and have sufficient SOC to meet the user's needs, then the system determines that a vehicle may need to be relocated from another port facility to the first port for the user, as shown in step 40. In such an event, information is displayed to the user relating to the expected time of arrival of a relocated vehicle or user returned vehicle, step 42, and is provided with an opportunity to accept or decline to wait for the vehicle. If the user declines, step 44, then the system returns to an idle condition, step 34, and awaits the next user. If the user accepts the wait time, step 46, then the user waits, step 48 until the vehicle arrives, step 50. Upon arrival of the vehicle, the user is prompted to confirm the request for the vehicle. If the user does not confirm the request within a preset time period, for example, five minutes as shown in step 52, then the system returns to an idle condition, step 34. If, however, the user timely confirms the request, step 54, then the user may pick up the vehicle, step 38.
Vehicles may be relocated from one port facility to another in a variety of manners. For example, an attendant may simply drive the vehicle from one facility to the other. However, the attendant performing the relocation would then be displaced from his original location. Accordingly, two attendants may drive two vehicles from one port to the next, leave one vehicle at the destination port and then both attendants may return to their original port in the other one of the two vehicles. However, that process requires two attendants to transport a vehicle between facilities. Accordingly, in a preferred embodiment, some or all of the vehicles within the fleet are provided with towing bar connectors and each port facility is provided with towing bars for connecting two vehicles together. In this manner, one vehicle may be readily connected to another and towed to a remote port facility by a single attendant. The attendant may then disconnect the connected vehicles, leave one of the vehicles for the user and return to the original port facility with the other one of the two vehicles. Alternatively a secondary vehicle, for example a motor scooter, may be secured to the second vehicle. The motor scooter can, upon delivery of the vehicles, be used to transport both the attendant and the towing bar equipment thus allowing the two connected vehicles to remain at the destination port while the attendant and the towing equipment depart.
Controlling Access to Allocated Vehicles
According to another aspect of the present invention, systems and methods for sharing vehicles involves controlling access to each allocated vehicle, so that access is allowed only for the user to whom the vehicle had been allocated. Security measures are implemented with the use of card keys (or other suitable machine-readable tokens) and personal identification numbers (PINs) issued to each user. Thus, according to this aspect of the invention, a user registers at a port facility, such as by swiping a card key (or other token) or by entering identification information through other suitable user interface means, such as described above with respect to step 22 of
Once a vehicle is selected, identified and accepted by the user, such as described above with respect to steps 28, 30 and 36, then the user's identification information is sent to the vehicle subsystem 18 in the selected vehicle from the central facility 12, as shown in step 56. In preferred embodiments, the information is encrypted for security and addressed to the vehicle subsystem of the selected vehicle. Upon receipt of the user identification information, the vehicle subsystem starts a counter for timing a preset time period, such as five minutes, as shown in step 58, and stores the identification information in memory, as shown in step 60.
Meanwhile, the user walks to the vehicle, such as in step 38. With reference to the flow chart of
If, on the other hand, the user's identification information (card key or token) is read within the preset time period, step 68, then the vehicle subsystem compares the stored identification information received from the central facility with the identification information entered by the user (read by the card or token reader), as shown in step 70. If the identification information does not match, then the user is denied access to the vehicle, step 72.
If the identification information received from the central facility matches the identification information (card key or token) entered by the user, the user is allowed access to the vehicle, as shown in step 74, and a counter stops timing a preset time period, such as five minutes, as shown in step 76. In preferred embodiments, the vehicle subsystem employs an electronic door lock that is controlled to selectively unlock the vehicle, step 78, to allow access to the vehicle interior. In addition, counters within the vehicle subsystem are set and started for counting the number attempts of entering a personal identification number PIN, step 80, and for timing a preset time period by which a correct PIN must be entered, such as 200 seconds, step 82.
After gaining access to the vehicle, the user enters the vehicle and closes the vehicle door, step 84. The user is provided with an opportunity to enter a PIN in a user interface and display device mounted, for example, in the center console, dashboard or overhead console of the vehicle. If the user does not enter the correct PIN within a preset number of attempts, for example, five attempts, as shown in step 86, or within a preset time period, such as 200 seconds as shown in step 88, then the user's request for a vehicle is canceled, step 90 and an error message is displayed on the user interface and display device, step 92. Thereafter, when the user leaves the vehicle, step 94, and closes the doors, the doors are automatically locked, step 96, and the vehicle subsystem returns to an idle state, step 98. The vehicle is then made available for further users, as shown by the connection to step 66. If, on the other hand, the user enters the correct PIN within the preset number of attempts and the preset time period, step 100, then the vehicle subsystem enables the vehicle and the user may operate the vehicle, step 102.
In one preferred embodiment both the user's identification data and PIN are read from a user's identification card and communicated to the vehicle to be allocated to the particular user. As soon as the user's identification data and PIN are communicated to the vehicle to be allocated to the particular user, an authorized user may drive the vehicle on a trip without any further communication between the vehicle and the central facility. Upon use of the proper identification card and entry of a correct PIN within the vehicle, the vehicle is ready to drive. The identification card reader 242 may be located on a window as shown FIG. 13. The PIN entry is accomplished by means of an input and display device, which may be mounted in a center console within the vehicle as shown in FIG. 13. In another preferred embodiment, the determination of whether the entered PIN is correct or not is made at the central facility, for additional security. In this case the valid PIN is not sent to the vehicle, instead the user in the vehicle enters a PIN which is then sent to the central facility for validity determination. If the PIN is valid, the central facility sends a notification of valid PIN to the vehicle. In particular, the central facility 12 preferably includes or operates with a database, table, algorithm, number encoded on the user's identification card, or the like which associates each user's identification information (card key or token) with the user's personal identification number PIN. Accordingly, upon receiving the requesting user's identification information, the central facility 12 obtains that user's PIN, for example, by comparing the identification information with corresponding data base entries and reading PIN information associated in a database with the identification information. Furthermore, when the user enters a PIN in the user interface and display device in the vehicle, steps 86 or 100, the vehicle subsystem transmits the entered PIN to the central facility. The central facility then compares the PIN received from the vehicle subsystem with the PIN retrieved from the database, table, algorithm, user's identification card, or the like. If a sufficient match exists, the user is considered to have entered a correct PIN. The central facility may then send an enabling command to the vehicle, acknowledging that a correct PIN has been entered at the vehicle and the vehicle may be driven. The correct PIN can be maintained in the vehicle subsystem 18 for later identification of the user and enabling of the vehicle, even if the vehicle were not in communication with the central facility.
Accordingly, preferred embodiments provide multiple levels of security. A first level of security is provided by the fact that a valid ID card is required even to enter the port facility. A second level of security is provided by the requirement that a user must proffer the proper identification at the kiosk 14 to be assigned a vehicle. A third level of security is provided at the vehicle where the user must enter valid identification information (for example, by swiping a card key or token) to gain access to the vehicle. A fourth level of security is provided by the requirement that, once the user gains access, the user must input a PIN that corresponds to the same user associated with the identification information. Moreover, each of these entries must be made within a preset period of time. These multiple levels of security reduce the risk of unauthorized entry and unauthorized use or theft of the vehicles. Thus, users are provided with a more secure environment within the vehicles and the vehicle owners and system administrators are provided with a reduced risk of vehicle theft or misuse.
Vehicle Trip and Condition Monitoring
In accordance with further aspects of the present invention, after the user engages the engine as discussed above with respect to step 102, the user may shift into drive, step 104 of
The user interface and display device within the selected vehicle displays various information to the user, for example, usage time, or warnings relating to the SOC or other vehicle parameters, notices or travel information sent from the central facility, as shown in step 108. For example, the central facility may send a warning to a vehicle, to inform the user that the SOC of the vehicle is low or has experienced an unusual fluctuation. The user may be informed to return the vehicle to the nearest port or kiosk or to simply connect the vehicle to a charger, upon the user's scheduled return.
The user interface and display device within the selected vehicle may also be used to transmit messages to the central facility. A group of preset messages such as "flat tire", "vehicle inoperative" or "send help" may be transmitted from a user interface and display console within the vehicle by the user selecting which message to transmit to the central facility.
In further preferred embodiments, the vehicle subsystem may include or operate with a locator such as global positioning system (GPS), dead reckoning system, radio beacon triangulation system, or a variety of other techniques for providing tracking and route information. The user interface and display device may be used to display map and route information, in accordance with well known tracking and routing systems.
Vehicle Parking and Return
At some point in the duration of the user's trip, the user will stop the vehicle and place the vehicle in a parking gear as shown in steps 110 and 112. In preferred embodiments, the vehicle subsystem 18 includes a sensor system for sensing such an event. Upon sensing that the transmission is set in a parking state and/or the ignition or power is turned off, the vehicle subsystem 18 transmits a parking state signal to the central facility. Once the vehicle is placed in a parking state, the vehicle is turned off and disabled, as shown in step 114, until the user re-enters the correct user identification and correct PIN. If the vehicle is at a port facility however and the vehicle is placed in a parking state, the vehicles is turned off and disabled, the user must go through the vehicle allocation process again if they desire to use a vehicle further. At the port the vehicle is returned to the pool of available vehicles when it is placed in the park state.
In further preferred embodiments, the vehicle subsystem 18 includes or operates with sensors for sensing the user exiting the vehicle, step 116, such as sensors for sensing the driver-side door opening and/or closing after the vehicle is set in a parking gear. Further embodiments may employ other suitable sensors for sensing a parking condition, including, but not limited to a pressure sensor for sensing presence of weight on the driver's seat, a sensor for sensing the setting of the parking brake, or the lack of motion for a predefined period of time, or combinations thereof. In yet further embodiments, the user may simply enter a notice indicating that the vehicle is parked in the user interface and display device in the vehicle.
Information relating to the parked state of the vehicle is transmitted from the vehicle subsystem to the central facility. However, further information is needed to determine whether the vehicle is parked and being returned to a port facility or is merely temporarily parking while the user is conducting an errand. Accordingly, in preferred embodiments, if the vehicle is in a parked state, then the vehicle's location is determined, as shown in step 118. As discussed above, any suitable vehicle tracking system may be employed to track and determine vehicle locations, including, but not limited to, GPS systems, a Teletrac system (Teletrac is a trademark of Teletrac, Carlsbad Calif.), or the like.
If the vehicle is determined to be within a port facility when placed in a parked condition, then the vehicle subsystem is controlled to lock the vehicle doors within a preset time period, for example, 30 seconds, after the last vehicle door is closed, step 120. The vehicle subsystem then returns to the idle condition, step 122, and awaits allocation to a further user.
If the vehicle is determined to be outside of a port facility when placed in a parked condition, then the vehicle subsystem is controlled to lock the vehicle doors and disable the vehicle within a preset time period, for example, 30 seconds; step 124. The vehicle subsystem also may be controlled to lock the vehicle doors after a door has been opened or after the ignition has been turned off. However, instead of returning to idle condition, the vehicle subsystem remains programmed to allow access and the enabling of the vehicle to the user with the same user identification and PIN, as shown in step 126. In this regard, when the user returns to the vehicle, the user may input the same identification data (for example, by swiping the same card or token) thereby entering the same PIN that was previously entered by the user or sent to the vehicle via the central system, as shown in step 128. Thereafter, the process of comparing identification information and processing PIN information is carried out similar to that described above with respect to
Thus, in accordance with a further aspect of the present invention, the parking state of each vehicle 16 is sensed and a determination is made as to whether the vehicle has been returned or is merely temporarily parked during a user's trip. The identification information and PIN data required to access the vehicle remain the same, unless it is determined that the vehicle has been returned and parked at a port facility. Accordingly, a vehicle may be automatically reallocated to another user upon the determination that the vehicle has been parked and returned to that facility.
Safety and User Errors
According to further aspects of the present invention, safety measures are implemented to address situations in which a legitimate user inadvertently enters the wrong PIN more than the allowed number of attempts, fails to enter the information within the preset time period, loses a card key or locks the card key inside of the vehicle. In the event that a legitimate user is inadvertently denied access to or enablement of a vehicle, then the user may contact the central facility by suitable means, including, but not limited to, telephone, portable Internet connection, or other communication device. Upon verification of the user's identity, the central facility transmits a command to the user's vehicle to instruct the vehicle subsystem to unlock and enable the vehicle for the user. If the user is at a remote location from the vehicle, for instance at a public telephone, the enablement command may have a delayed enabling effect in order to allow the user to return to the vehicle before it is enabled.
User identity may be verified, for example, by requesting that the user provide certain personalized information for comparison with such information obtained from the user when the user originally subscribed to the system. In addition, the location of the vehicle may be determined, as noted above, and may be compared with the expected vehicle location, based on the travel information entered by the user upon requesting the vehicle.
In addition the vehicle possesses a "fail safe" operations mode. Once a vehicle is checked out by a user it will continue to operate for the balance of the user's trip, even if the communications unit which maintains communication with the central facility should fail, or should the central facility cease function for any reason. Thus there is no condition where loss of communications between the central facility and the vehicle will cause the vehicle to become disabled.
The vehicle may also be disabled in some circumstances, such as when the vehicle is reported as stolen, or when proper authorities seek to immobilize the vehicle. The vehicle may also be enabled in an emergency, for instance if the vehicle is in danger of being damaged if it is not moved. such as a spreading fire in a nearby facility.
Vehicle Relocation
As discussed above, in preferred embodiments, vehicles may be relocated from one port facility to another, to meet user demands or to relieve a facility of an oversupply of vehicles. Also as discussed above, in a preferred embodiment, some or all of the vehicles within the fleet are provided with towing bar connectors and each port facility is provided with towing bars for connecting two or more vehicles together. In this manner, one vehicle may be readily connected to another and towed to a remote port facility by a single attendant. The attendant may then disconnect the connected vehicles, leave one of the vehicles for the user and return to the original port facility with the other one of the two vehicles, or on a vehicle, for example a motor scooter, mounted on one of the vehicles.
The ability to connect vehicles, relocate the connected vehicles and disconnect the vehicles at the relocation in a time efficient manner requires a tow bar and connection system that can be operated quickly and easily. Accordingly in preferred embodiments some or all of the fleet vehicles are provided with tow bar connectors and each port facility is provided with at least one tow bar designed for quick and easy connection to the vehicles. The relocation aspect becomes more complex, however, when the fleet of vehicles includes a variety of different types of vehicles, such as four-wheel vehicles, two-wheel vehicles, and/or three-wheel vehicles. In such embodiments, it is preferred that a tow or carrier mechanism be provided to allow various types of vehicles to be towed or carried by other fleet vehicles from one port facility to another.
Thus, for example,
In operation, the horizontal leg 144 of member 132 is shaped to fit within and connect to the standard tow bar receptacle on the back of at least some of the fleet vehicles. The horizontal leg 146 of member 134 includes a key or pin receptacle aperture 148 and is configured to couple to an inverted "U"-shaped bracket mounted to the underside of the vehicle 16′ to be carried. For example,
After relocating the vehicles 16 and 16′, the vehicle 16′ may be detached from the bracket 130 by removing pin 54 and lifting the vehicle 16′ off of the horizontal leg 146. If needed, the member 134 may be lowered by unwinding the spool or reel 142 to assist in removing the vehicle 16′. The lifting mechanism can enable someone to transport a vehicle that would otherwise be too heavy for an individual to lift onto a vehicle carrier without the lifting facility.
In preferred embodiments, many of the functions of the port facility computer system, the central facility and the vehicle subsystem described above with respect to the flow charts of
Port Facility
In preferred embodiments, the system 10 in
The registration web-server 256 also interfaces with a database 258. The database 258 contains user data 266, in which is kept a record of user information and statistics, such as the time and date that the user used the system, the user ID, the destination of the past trip, vehicle information, port information, as well as the time and distance estimates entered by the user for the past trips. These statistics can be used to predict vehicle usage, for example if a user makes a reservation for a shared vehicle. The database 258 may contain a user request database 268, in which user requests for vehicles and allocation information of the vehicle may be kept, as well as a wait request data 262. The wait request data 262 may contain information about vehicle requests that cannot be immediately filled, for lack of a vehicle or in the case that the vehicle is, for instance an electrical vehicle, lack of a vehicle with sufficient battery charge. The wait request data 262 may contain such information as the time and date that the user used the system, the user ID, the destination of the past trip requested as well as the time and distance estimates entered by the user for the trip requested. In one embodiment the wait request data may be on a separate computer and may be accessed by a user having the proper database permissions 260. Safeguarding the wait request database 262 is important because the monitoring and control process 264 within the system control computer 254 uses the wait request data 262 to allocate vehicles to users who are waiting for vehicles.
The computer subsystem 158 is preferably disposed in a well lit and highly visible location and, more preferably, is also housed within a building or enclosed structure 166 (as shown in FIG. 6), to which access is controlled for user security. Access may be controlled by an attendant stationed at the port facility 14 or by a standard lock and key system, wherein a key to the door 168 is issued to each user. However, in preferred embodiments, the door lock is controlled by a card key entry system and each user is issued a card key comprising a card on which magnetic, optical or other machine readable data is recorded. In such systems, the enclosed structure 166 is provided with an electronic door lock and a card reader 172 disposed in a user accessible location outside of the structure 166, for example, adjacent the door 168.
To gain entry to the structure 166, a user must swipe or insert the user's card key past or in the card reader 172, to allow data from the card to be read and communicated to the computer 160. The computer 160 is programmed to process the user ID and, provided user ID is in the database of currently valid users, controls the electronic door lock to unlock the door 168 and allow the user to enter the structure 166. For example, the data may comprise a user identification code or an expiration date code and the computer 160 may be programmed to compare user identification code with a database of valid user identification codes or compare the expiration date code with the current date. Thus, the computer 160 may be programmed to unlock the door 168, only if the user identification code is valid or an expiration date has not passed.
Once the user has entered the structure 166, the user will have access to the port facility display and user interface device 162. The display and user interface device 162 may comprise any suitable display including, but not limited to, a cathode ray tube CRT display, liquid crystal display LCD or the like, and any suitable user interface, including, but not limited to, a touchscreen integrated with the display, a keyboard, a mouse, a joy stick or the like. For user convenience, a CRT display with a touch-screen user interface is preferred.
The display and user interface 162 is provided to display instructions, prompts and information to the user and to allow the user to enter information, such as travel information and/or identification information, from the users ID card, for processing by the computer 160 or communication to the central facility 12. For added security, a second card reader (also represented by box 172 in
In the
In preferred embodiments, the vehicle fleet includes or is composed entirely of electric powered vehicles. Accordingly, each of the vehicle distribution port facility examples shown in
Central facility:
A generalized block diagram representation of an example central facility 12 is shown in FIG. 9. The central facility 12 in
As discussed above, the computer 180 is preferably programmed to conduct vehicle tracking routines, for example, in accordance with standard vehicle tracking and communication software, including, but not limited to a Teletrac system (Teletrac is a trademark of Teletrac, Carlsbad Calif.). Accordingly, the central office facility 12 also includes display devices 184, for providing a system administrator with visual information regarding the location and also regarding various monitored operational conditions of vehicles in the fleet, and an input device 186, such as a keyboard, mouse, or the like, for allowing the system administrator to input instructions and data. Preferably, the central office facility is located in a secure environment, such as a secure office building, where data relating to user identification codes and other sensitive or private information may be maintained in a secure manner.
Vehicle Subsystem
As described above, each vehicle 16 in the fleet is provided with a vehicle subsystem 18 for communicating with the central office facility 12 and for performing a variety of other functions, depending upon the embodiment of the invention. A generalized block diagram representation of a vehicle subsystem 18 is shown in FIG. 10. Each vehicle subsystem 18 includes a programmable processor or computer 188 for processing information and controlling the operation of other components of the subsystem 18. The vehicle subsystem 18 also includes a transmitter/receiver unit 190 for wireless communication with the central facility, as discussed above. The vehicle subsystem also includes a display and user interface unit 192.
In embodiments in which the vehicles within the fleet are enclosed vehicles, such as those shown in
The vehicle subsystem for enclosed vehicles also includes a card reader 196 mounted for access by a user from outside of the vehicle. Thus, for example,
Once the vehicle door is unlocked, the user may enter the vehicle and gain access to display and user interface 192. The processor 188 is programmed to operate with the display and user interface 192 to display instructions to the user and to receive data input by the user, including a personal identification number PIN. The processor 188 is further programmed to enable or disable the operation of the vehicle by providing an enable or disable signal 200 to an operation-critical element, based on the validity of the PIN entered by the user. The enable or disable signal may be used to control a suitable device for enabling or disabling any operation-critical element of the vehicle, including, but not limited to, the vehicle ignition system or fuel line (for internal combustion powered vehicles), the battery power source, or the like. Devices which respond to enable or disable signals for enabling or disabling ignition systems, fuel lines, battery power sources or the like are well known in the vehicle security field. In the case of an electric vehicle, for example, a disable signal would be activated by the vehicle being in a charging state. This would prevent the vehicle from being driven while it was connected to the charging facilities, thus eliminating damage that could be caused if the vehicle were accidentally driven while still connected to the charging facilities.
In further embodiments of the invention, the vehicle subsystem includes one or more parking state sensors 202, for sensing the parking state of the vehicle. As discussed above, the parking state of a vehicle may be sensed in various manners, including, but not limited to, sensing the setting of the transmission in the parking gear, the setting the parking brake, the lack of movement for a predetermined period of time, the opening and/or closing of a vehicle door or combinations of those events. In a preferred embodiment, a parking state is sensed by the combination of the vehicle being placed in a parking gear and the driver-side door being opened and vehicle speed being equal to zero. In such preferred embodiment, the parking state sensors 202 would, therefore, include a parking gear sensor for sensing the setting of the parking gear and a door sensor for sensing the opening and closing of the vehicle door. Other embodiments may contain various other methods for deciding that a user trip is over. For example the location of the vehicle at the port may be taken into account in order to determine that vehicle is in the parking state and the current trip has ended. There are several ways of determining that the vehicle is located at a port. The vehicle location system may place the vehicle at the port, the vehicle identity may be read at the entry gate to the port for instance by tripping a switch that may cause the vehicle identity to be read. The reading of a vehicle identity may also occur by sensors located at the vehicle parking spaces, or at the entrance to the parking lot. In addition placing a vehicle in park in a parking space and opening the door may signal the end of the trip, or a user may directly enter that the trip is over on the vehicle console. There is a great variety of flexibility in methods of deciding that a vehicle is in the parking state and the exact method chosen will depend on the implementation.
In yet further embodiments of the invention in which vehicles in the fleet include electric powered vehicles, the vehicle subsystem for each electric powered vehicle includes a state of charge SOC monitor 204 for monitoring the available charge remaining in the vehicle. Data representing the SOC is provided to the processor 188, for transmission to the central station 12 by the transmitter/receiver 190 for use vehicle allocation and monitoring functions described above. Data representing other parameters 207, such as vehicle speed, door open, vehicle charging, and so forth are also provided to the processor 188, for transmission to the central station 12 by the transmitter/receiver 190.
In yet further embodiments, the vehicle subsystem includes a vehicle location or tracking system. Such systems are known in the art. Vehicle location may be tracked through a variety of methods, the vehicle itself can employ triangulation using radio beacons or dead reckoning, the vehicle may also be tracked by receiving a signal from the vehicle and triangulating on that signal. In one further embodiment a GPS device 206 provides location information to the processor 188, for transmission to the central station 12 and/or for providing on-board tracking and route planning data. The choice of tracking system, however is a matter of implementation convenience.
The foregoing description of the preferred embodiment of the invention has been presented for the purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form disclosed. Many modifications and variations are possible in light of the above teaching. For example, while many of the data processing and decision making functions are described above as being performed by the central facility, other embodiments may include port facility computer substystems that are programmed to perform some of such functions. In yet further embodiments, the vehicle susbsystem may be programmed to perform some of such functions. Therefore, it is intended that the scope of the invention be limited not by this detailed description, but rather by the claims appended hereto.
Patent Citations
Non-Patent Citations
Referenced by
Legal Events
Original Image


text:
SunCal has become one of the largest real estate development companies in the U.S. that specializes in large-scale, mixed-use master-planned communities because we create the types of communities that families love to call home. And more than 80 years of experience has taught us that the best way to accomplish this is by listening.
Before ever creating a plan, we are committed to hearing from the local community and understanding their needs and concerns. This public planning process allows us to create communities that are assets to an area, providing far more than new homes. Every SunCal community is different, and with the help of public input, each one is designed to be a good neighbor.

subset: commoncrawl


text:
| Stay Connected
Newsletter Subscription
Enter your email address and start getting breaking law firm and legal news right now!
|Free Market Evaluation - Send us your resume and we will give you free feedback
Corporate law employers NYC
In-House Corporate Attorney Jobs in New York City
For successful corporate attorneys in top U.S. cities, the differences in work patterns between corporate departments and law firms have almost ceased to exist, though earning patterns continue to vary. Those who have embraced the change are able to shift…>read moreNo Comment July 10, 2014
|Job of the Day
Assistant General Counsel
USA-MO-Saint Louis
Title: Assistant General Counsel Employer: American Association of Orthodontists Location: St. Louis Compensation: Salary Travel Requirements: Moderate; domestic. Contact: Sen...
Apply now
Articles By Harrison Barnes


text:
"[The U.S. government] doesn't believe that parents have a right to educate their children
Focus on the Family Executive: Homeschool Asylum Case 'Critical'
Comments | Print friendly | Subscribe | Email Us
PURCELLVILLE, Va., —Focus on the Family spokesman and Truth Project founder Dr. Del Tackett yesterday declared his support for HSLDA's efforts to defend the Romeike family. Tackett believes that the U.S. government is siding with the restrictive homeschooling laws in Germany and that this could have serious implications for American homeschoolers.
"[The U.S. government] doesn't believe that parents have a right to educate their children," Tackett said. "It is more in line with the National Education Association that homeschooling shouldn't be allowed. It believes that the government can best educate 'America's children.' It doesn't want another worldview taught in this country. It wants America's children to have one worldview and one worldview only."
In 2008, the Romeikes fled their home in Germany after facing fines and jail time and came to the U.S. seeking asylum, but now, the Obama Administration is opposing their quest for asylum by saying homeschooling is too vague and amorphous to be protected under asylum law. Their case is now set to be argued in the Sixth Circuit Court of Appeals on April 23 by HSLDA Chairman Mike Farris.
In addition to representing the family in court, HSLDA has also launched a petition on WhiteHouse.gov calling on the Obama Administration to "grant full and permanent legal status to Uwe and Hannelore Romeike and their children."
Tackett applauded the petition and urged people to sign it. "This will be the first time that I have advocated signing a petition, but I believe this is a critical issue, one that is being played out behind big media coverage and one that could put a deep chill in the rights of parents in this country to determine the educational direction of their children," he said.
"We are appreciative of the support from Focus on the Family and encourage others to get behind these modern day Pilgrims who came to America to seek religious freedom for themselves and their children," said Farris.
Home School Legal Defense Association is a nonprofit advocacy organization established to defend and advance the constitutional right of parents to direct the education of their children and to protect family freedoms. Visit us online at www.HSLDA.org


text:
Area Belk stores and Home Instead Senior Care are again working in partnership with nonprofit senior service agencies, nursing homes and senior housing programs throughout the region to make Christmas a little brighter for seniors who will be alone during the holidays.
Be a Santa for a Senior shopping adoption trees with ornaments bearing the first names and gift wishes of hundreds of under-served seniors in Northeast Tennessee are going up this week in Belk stores throughout the region. In Johnson City, the trees are located at the Customer Service desks of both Belk stores at The Mall at Johnson City.
Project partners include the Area Agency on Aging and Disability, Arc of Washington County, Good Samaritan Ministries, Bethel Housing, Citiview Housing, Life Care Center of Gray, John Sevier Center, Jonesborough Senior Center, Elizabethton Senior Center, Ivy Hall, Appalachian Christian Village and Pine Oaks Assisted Living. These facilities and other service agencies and housing programs have submitted the names and small gift wishes of seniors who will be alone and are unlikely to receive any other gifts or visitors at Christmas to place on the adoption trees.
Shoppers who wish to help are invited to chose a senior's gift tag ornament from the trees and purchase a gift to return to the stores with the tag before Dec. 8. Community gift-wrapping parties will be held at the Boys & Girls Club of Johnson City beginning Dec. 8 and Home Instead volunteers will begin delivering the gifts Dec. 12.
Kim Howell, project coordinator for Home Instead, said other key partners in this year's project include the local chapter of the national Alzheimer's Association, Trinity Assembly of God, True Point Bank and Franklin Woods Community Hospital, whose staff provided gifts for 107 seniors in need last year.
All total, Be a Santa for a Senior volunteers distributed gifts to a total of 1,244 seniors in Washington, Carter, Unicoi, Greene, Johnson, Sullivan and Hawkins counties last Christmas season and have set this year's goal at 1,400 seniors.
Howell said while the seniors' gift wishes are modest and humbling, the project has grown to include more seniors every year since its inception and the number is greater again this year.
"We've gotten the trees out earlier this year to give shoppers more time because the number is larger," Howell said.
For more information about the project, visit www.beasanta  toasenior.com   or call Home Instead Senior Care at 753-5111.


text:
News, trends and ideas we're tracking today.
Posts filtered on Tag
Judge rules pot-bellied pig Wilbur can stay
A Harris County district court judge ruled Monday that a Vietnamese pot-bellied pig can stay in a Spring neighborhood in his family's home, even though the homeowner's association wanted him out. Wilbur had his day in court after being the subject of a lawsuit filed by the Thicket at Cypresswood Community Improvement. The homeowner's association wanted the judge to declare the pig was livestock, which is […] [Read More]
Texas City man convicted of capital murder
View Larger Map On Friday, a jury found a Texas City man guilty of capital murder in a bar shooting that killed two and injured one, the Daily News of Galveston reported. Robert Hernandez Ramos is expected to be sentenced to life in prison, the newspaper reported. The incident happened in 2010, according to the […] [Read More]
Teen charged in Project X-type party not allowed before judge because of attire
Conner Bennet was scheduled to go before a judge today on charges related to a party thrown in a vacant lot, but was unable to enter the courtroom because of his attire, according to KHOU. Bennet was wearing a V-neck T-shirt, cargo shorts and sneakers with no socks. He was also chewing gum which is […] [Read More]
Judge denies Stanford trial delay
U.S. District Judge David Hittner denied Stanford's motion for additional time to study possible testimony from expert witnesses. [Read More]
Transgender widow jailed until later court date for stolen Rolex
By Brian Rogers Houston Chronicle A Houston judge Friday jailed Nikki Araguz, the transgendered widow who is fighting in court to share her late husband's estate. Araguz, 36, was expected at 8:30 a.m. in state District Judge Vanessa Velasquez's courtroom to plead guilty to stealing a Rolex last year. Araguz missed docket call. When she […] [Read More]


text:
You are viewing Ben 10: Race Against Time on Dubbed-Scene.com. Ben 10: Race Against Time English Dubbed | Subbed online. View Ben 10: Race Against Time and other episodes in high quality streaming for FREE.
Ben 10: Race Against Time
Series Information:
Title: Ben 10: Race Against Time
Genres: action, sci-fi
Taking place after the series, the story opens in Bellwood as a mysterious figure appears and immediately starts destroying things. Ben Tennyson (Graham Phillips), in the form of Heatblast (voiced by David Franklin), confronts him. After a short battle, Ben seemingly obliterates the villain.
Watch Ben 10: Race Against Time:
Click here to join and Like us on Facebook
▪ Are you experiencing problems with this video? Please refresh the page. If this does not work please clear cache and refresh the page again. Still don't work? Some videos take about a minute or two to load. If they fail to load, you can refresh the video by pressing F5 or CTRL-R.
▪ We work hard to maintain this website so please NO inappropriate, racist, or hateful comments.
Then click this link to state what the video is and the problem you are having with it. Problems With Video


text:
Brady's First Goal Tames Wildcats
- Release Date:
- October 10, 2005
- Contact:
- The Office of Sports Information
- (716) 649-7900 ext. 333
BUFFALO, NY – Hilbert College's Jeanmarie Brady (Derby, NY/Lake Shore) scored the game winning goal with 32 minutes left to play to lead the host Hawks over SUNYIT (2-11) 2-1 on Monday in women's collegiate soccer action. The deciding goal was the senior's first of the season.
Hilbert freshman Amber Balseca (Newfane, NY/Newfane) opened the scoring with a breakaway goal 41 minutes into the game to give the Hawks a 1-0 half-time lead. Hawks freshman Kelly Goodwin (Niagara Falls, NY/Niagara Falls) earned the win in goal recording six saves on the day.
The Hawks (4-7/0-4) return to action on Tuesday, October 11th when they play host to conference foe Lake Erie College at 2:00 pm.
Hilbert College, located in suburban Hamburg, N.Y., south of Buffalo, is a private four-year college founded in 1957 in the Catholic Franciscan tradition. With nearly 1,100 students, Hilbert is a dynamic Western New York college that offers career-focused majors, including one of the top criminal justice programs in the region, and more than 50 minors and concentrations. The college's engaging, student-centered campus community offers numerous leadership, internship, and service learning opportunities from which students launch successful careers while making positive changes in their communities. The Hilbert Blueprint promotes a well-rounded student experience over four years – starting with the Foundations Seminar in the freshman year, followed by Sophomore Service, Junior Symposium, and culminating with the Senior Capstone. Hilbert has expanded its academic offerings with the college's first graduate programs and new Accelerated Degree Programs geared to adult learners.
Upcoming Events
- First Year Student Orientation
- Aug 14, 2015
- Summer Session A2 Ends
- Aug 21, 2015
- First Year Student Orientation
- Aug 28, 2015


text:
Privacy and Cookies
Indonesian carrier Sriwijaya Air has tentatively agreed to acquire up to 30 Embraer 190 regional jets, a deal disclosed during the Paris air show.
Embraer said the agreement - which is "subject to final documentation" - comprised the acquisition of 20 E-190s with purchase rights for another 10.
The airframer values the deal at $856 million at list prices but added that it could reach $1.28 billion if all rights for the aircraft are exercised.
Jakarta-based Sriwijaya Air will fit the aircraft with 100 seats in a single-class layout.
"The airline identified a need for a dedicated fleet of 100-seat aircraft to replace some of its narrowbodies and to achieve its expansion objectives," said Embraer.
These include adding new frequencies on domestic routes and opening new non-stop services.
Sriwijaya Air chief executive Chandra Lie said the airline chose the Brazilian-built jet "because it best fits our strategy of developing new non-stop markets that are not economically viable with larger aircraft".
He added: "The new aircraft type also lets us redeploy our bigger jets elsewhere in the network, where their size is more compatible with demand."
In addition to flights from Jakarta, Sriwijaya will use the aircraft for services from Balikpapan, Makassar, Surabaya and Medan.
Aircraft | Aerospace | Aviation | Military | Business aviation | MRO | General aviation | Space | Airports | Engines and propulsion | Flight tests | Accidents and incidents | Flightglobal blogs | E-newsletters |
Flightglobal dashboard | ACAS | MiliCAS | Ascend Fleets | Flightglobal Insight | ICAO | CapStats | Airport charges | Ascend Values | Aviation Exchange | Aircraft Ratings | Helicopter Fleets | Market Commentaries | FlightMaps Analytics | Industry resources
Browse by job role | Career advice | Jobs by email | Jobs search | Recruiter services
Airline Strategy Awards | Air shows | Conferences | Exhibitions | Flightglobal events
… part of Reed Business Information Copyright © 2015


text:
Still playing catch up in a few areas, so this week's menu plan is going to be matching what's in the freezer with what-ever happens to work on a particular night. It's kind of an eclectic week. There's at least one night that I'll be making dinner for the family and reheating leftovers for me, but it's getting the freezer cleaned out and I'm okay with that.
I'm at that point in this season that I'm tired of winter clothing, tired of the heater and tired of winter foods. We enjoyed a few days of spring-like weather and the fact that there's rain in the forecast with a high that's 20 degrees lower than yesterday isn't sitting well with me right now. It's time to put a little effort into finding some new regular dinner ideas.
I'm not sure which night these will be eaten, but here are the options:
Chocolate Chili (from Well Fed – should double to freeze)
Chicken and Vegetable Lo Mein (made with pork)
White Rice (cooked in bone broth – for the family)
Crockpot Chicken with gravy
Mashed Potatoes
Mashed Cauliflower (me)
BBQ Drumsticks
Kale with Carrots (in the pressure cooker – this recipe alone makes the pressure cooker worth it's price)
Spaghetti with Meatballs (the kids have been requesting – I'll probably just do meatballs and salad)
Orange Chicken (kid's choice – not paleo or GF, so I'll probably eat leftovers)
Sandwiches/Lettuce Wraps
Carrot sticks
Shared at Org Junkie's Menu Plan Monday, Musings of a Housewife's Gluten Free Weekly Meal Plan, the Gluten Free Menu Swap at Angela's Kitchen and the Healthy Branscoms What's for Dinner. Need ideas for dinner? They've got them!


text:
Hotels/Motels close to Albert Dock are provided below sorted by distance (closest first). Browse our hotels to find accommodations near Albert Dock in Liverpool United Kingdom for your leisure or corporate travels.
We list the best lodging close to Albert Dock so you can review the available Liverpool United Kingdom lodging below and securely book your ideal hotel. Booking 5+ Rooms for a group? Lock in a Liverpool United Kingdom group hotel rate
Lodging & Accommodations close to Albert Dock
Next 20 Hotels > [1 - 20 of 25]
Next: Show All Available Albert Dock Hotels with Pricing >


text:
Zen and the Art of Low-Maintenance Hair
Barbara Hannah Grufferman on why to step away from the blow-dryer
That's what my hair looked like on my 51st birthday. And why not? I had spent the last 30 years blow-drying my naturally wavy hair into submission. On most days, I would stare into the mirror, separate my hair into neat sections and blow-dry each one – tugging and pulling with the brush in one hand, and drying with the other, until my hair was sleek and shiny and completely under my control. Humidity was my mortal enemy.
This love affair with making my hair something it wasn't meant to be started in July 1969 – a summer filled with all kinds of rebellions. I wanted straight hair parted down the middle, just like Michelle Phillips from the Mamas & the Papas. I should have followed the lead of Janis Joplin, who had hair more like mine, but my mind was made up. Even if I had to sleep with my hair slathered with Dippity-Do, rolled up in concentrated orange juice cans (which I did), one thing was certain: My hair would be straight.
Click here for three easy steps to low-mainenance hair
In the '90s, things got easier (and more expensive). Straight, highlighted hair was in, and doing it yourself was out. I got a professional "blowout" twice a week, and tackled it myself on the other days. To add insult to injury, a hair iron was used to make sure everything stayed in place. New technology allowed blow-dryers to reach the hottest possible temperatures for maximum impact (and destruction?).
Damaged locks, anyone?
By the time I hit my early 50s, the healthy head of hair from my youth was a distant memory. Years of blow-drying, ironing, yanking, pulling, highlighting and washing the hell out of it every day caused my hair to look like … something that didn't belong on a head. I had won the battle with my hair, but lost the war.
Even more profound, I realized that I had been fighting with my identity. It saddened me to think that since 1969, I had been trying to make my hair into something it wasn't. I was tired and grumpy. I didn't want to stand in front of a mirror for 45 minutes every day, blow-drying. It was boring, tedious and wasted a huge amount of energy – mostly my own. I was trying to figure out a newer, simpler paradigm for the other areas of my life since turning 50, and wanted to figure out this one, too. But what to do?
Having coffee with a friend one day, I commented on how great her hair looked – natural, not blow-dried and healthy. She looked … free and sexy. She directed me to Lorraine Massey, the co-founder of Devachan, the uber-stylish hair salon in Manhattan's Soho district. Lorraine has a mop of corkscrew ringlets, and a very clear idea of how hair should be treated – no (or very little) shampoo, no blow-frying (as she calls it), no brush and no comb. Her simple theory is this: the least amount you "do" to your hair, the better – and healthier – it will look. Lorraine claims to not have used shampoo on her hair in over 25 years. "Hair is like buried treasure," she told me. "We need to stop the abuse and set it free." I loved what she said — but what did it really mean to a blow-dry-aholic like me?
I let Lorraine give me a much-needed cut (while my hair was still dry), keeping the length around my shoulders, with longer layers, letting my natural waves sneak out. She chatted the entire time about the tools of mass destruction that women continue to use on their hair, shaking her head of curls in disbelief. She also mentioned that shampoo (especially those with sulfates) strip the natural oils from hair, making it dry and unmanageable — especially for women over 50 because our hair gets drier as we age. She instructed me to cleanse my hair every day (or every other day) with water and conditioner only. And (she frowned while saying this) use a little shampoo on the scalp just once a week.
My "six-month hair experiment" lasted two years, and I still haven't used a blow-dryer, comb or brush. My hair has grown out past my shoulders, and I think I'll keep it this length for a while. Since embracing my hair, I'm told that it looks sexy, healthy, stylish and, most importantly, like me. Finally.
Editor's Note: Barbara Hannah Grufferman is the author of The Best of Everything After 50: The Experts' Guide to Style, Sex, Health, Money and More.


text:
Madison Heights
Eco-friendly entrepreneurs set sights on ice-melt market
By Andy Kozlowski
November 26, 2013
MADISON HEIGHTS — Yipeng Wang has come a long way — all the way from Beijing, China, to be precise. And he has a long way to go, now that his company, Dando Chemicals, has a foothold in North America, with the opening of its U.S. subsidiary in Madison Heights.
"As a new company, it's a bit difficult to start here, since the market is mature, and we don't have any networks," said Wang, who registered Dando Chemicals as an offshore company in England in 2008, opened the main offices in Beijing in 2010 and arrived in the U.S. in 2012. "We're not native (to America), and we have many competitors here … but we're starting to find our way."
His company is pushing a new product this winter, DANDO Premium Ice Melt, aimed at homeowners willing to pay a bit more — an MSRP of $7.99 per 10-pound bag — for an ice melt that is 20 times less corrosive on concrete than regular salt.
It's a mild solution that provides instant ice melt at minimal environmental impact. Unlike regular rock salt, it doesn't harden soil or lessen fertility. It's made of all-natural magnesium chloride, no chemicals added, instead of the usual sodium chloride or calcium chloride mix. The magnesium chloride comes from an unpolluted salt lake 14,000 feet above sea level in the Tibetan Plateau. And unlike sodium chloride, which absorbs heat as it melts, magnesium chloride gives off heat, lasting longer. It's also safer for people and pets.
Wang believes strongly in his product, and that belief is carrying him against some daunting odds. His company is a fish in a sea of sharks — large-scale chemical companies already established in the U.S. — and thrifty municipalities, among the largest consumers of ice melt, aren't likely to purchase a premium product, even if it's more eco-friendly and less corrosive to public property in the long run.
As such, Wang is keeping the company's focus on homeowners who care about the upkeep of their properties and want to be good stewards of the environment.
"It's more suitable for home application than industrial. You can use it (for industrial), but most cities can't afford that," Wang said. "We have done market research, and we find the products used in homes are the same kind used on the streets, so we want to offer a product much better for someone's home implementation."
Dando Chemicals has found other uses for magnesium chloride, as well, selling it to companies in Australia that use the raw material for cosmetic skincare products.
Once it's extracted from the snowy mountains of Qinghai-Tibet, it's refined in the city of Tianjin. Raw materials are just one facet of Dando Chemicals' sprawling scope, which also includes food additives and chemical reagents in laboratories. The company started out in the agricultural fertilizer industry and continues its work there.
Wang came to the U.S. as an exchange MBA student of China University of Political Science and Law, one of the premier law schools in China. He also earned a bachelor's degree with a focus in applied chemistry from the Beijing University of Chemical Technology in 2007.
Once in the U.S., he enrolled at University of Detroit Mercy in April 2012 to pursue a master's degree in business administration. His intention was to open operations in North America — what he considers one of the most lucrative markets for chemical sales.
It was at the University of Detroit Mercy that Wang met his future collaborator, Ronan Zhong, who was also pursuing a master's degree in business administration, with intentions to seek employment in California. Zhong, a native of Kunming, capital of China's Yunnan Province, had already earned his bachelor's degree in environmental science from Wenzhou University. He arrived in the U.S. in 2011, a year before Wang.
Wang didn't have a place to stay when he arrived in America, so Zhong said he could stay at his apartment. The two roommates soon realized they could work together to open the U.S. subsidiary of Wang's company, Dando Chemicals U.S. LLC.
Now that the company is open in Madison Heights, they're looking for accounts, talking to small shops and big-box stores alike.
At one point, they visited every gas station on 11 Mile from Mound Road to Coolidge Highway, about 100 by Zhong's estimate.
"We got several accounts, but we still have a long ways to go," Zhong said. "Coming from China means we're still on our way to expanding our niche work to a larger scale. But for now, we're focusing on a niche market, since we don't have the resources yet to compete in wholesale."
But all companies have to start somewhere, he noted.
"It's been very challenging," Zhong said, "but very exciting."
Dando Chemicals U.S. LLC is located at 551 E. 11 Mile Road, Suite 3B, and can be reached at (248) 629-9434, or by visiting www.dandochem.us.
Most Popular
- Viewed
- Today
- Man rips wallet from resident's pants - St. Clair Shores
- Police search for suspect in geese killing - Clinton Township
- Friends remember man killed in collision with patrol vehicle - St. Clair Shores
- Thief targets Chrysler touch-screen electronics - Warren
- Local author shares perspective on Chaldean community - Sterling Heights
- Fatal crash occurs on Hayes Road - Macomb Township
- Aquapalooza 2015 sees record attendance - Harrison Township
- Fatal crash occurs on Hayes Road - Macomb Township
- New boutique focuses on power of positivity - Madison Heights
- Suspicious man reported near school playground - St. Clair Shores
- Great Lakes water levels reach highest point since 1998 - Metro Detroit
- Allegedly drunken driver runs stop sign, crashes into business - Harrison Township
- Farmers market coming July 26 - St. Clair Shores
- Gone with the graffiti - Utica


text:
All that money wasted -- on words!
One of the proudest days of my life, I suppose, was when I packed all my earthly belongings into a $2.98 cardboard suitcase and went off to college.
I was going to learn to be a gentleman and a scholar, and speak $5 words, and read Ibsen and James Joyce, and drink wine with my meals and pretty soon nobody would be able to tell that I was the son of dirt-farming hillbillies.
Not that they were actually hillbillies, of course, since the only thing that even a generous interpreter could call a hill on those New Mexico plains was the puny sand dune out north of town, but they had hillbilly backgrounds just the same, and that was plenty bad enough.
They talked like hillbillies, you know what I mean? And though neither of them said "hit" for "it" or "his'n" for "his," my grandparents did — and if they had lived up a holler in the Cumberlands making moonshine on a hidden still, it would have been no deader giveaway.
Besides, my Grammy dipped snuff, and it was impossible to be more hillbilly than that.
So I was leaving all that behind me to be a gentleman of the world — suave, debonair, dashing.
That was a quarter of a century ago.
I went to college and did learn a $5 word or so, though the demand for them over the years has not been what you'd call brisk, and now I'm not sure what any of them mean.
It's a rare conversation indeed into which you can casually drop "onomatopoeia" or even "extraterritorial," so my $5 words lie somnolent, which is only a $3 word and seldom used either.
I learned to read Ibsen — and even to enjoy him. But I don't care much for wine — not after a summer's eve down in West Texas when I somehow got it into my head that dago red was simply another name for strawberry soda pop, and drank it accordingly with results that, to protect my image, we shan't discuss.
But the sad thing is, after all the money I spent, and all the effort I expended, and all the times I nodded until midnight over my textbooks, I have recently found that I am still only a hillbilly.
That was revealed in an article on hillbilly speech, "Old English Survival in Mountain Speech," sent to me by a reader.
Do I call a cemetery a "graveyard"? Yes.
Do I sometimes refer to toys as "playpretties"? Yes.
Do I say "sunup" and "sundown" instead of sunrise and sunset? Yes.
Do I refer to a widow as a "widow woman" and have I ever called Old Satan the "Booger-Man"? Yes.
And not only that, I call my aunts and uncles and cousins my "kinfolks," too, and I have been a witness many times in my life when people had "hissy-fits" — which are nothing more than conniptions.
And if my shoes are worn, with holes in the soles that let the water in, I say they're not "fitten" to wear.
They're not, either, but I never knew I was revealing all of the deep secrets of my past by saying so.
I might just as well have squirted those 25 years down a handy rathole.
Hit's a dirty shame, is what hit is.
n This Morning Assignment column was published originally in The Evansville Courier in 1970.
Subscribe to the Courier & Press or The Gleaner
Need Help? Call us at 1-877-304-7771.
Monday-Friday: 6am-5pm / Saturday: 6am-11am / Sunday: 7am-Noon


text:
PhET Team, University of Colorado at Boulder
Discuss this Resource»
Learn more about Teaching Climate Literacy and Energy Awareness»
Grade Level
Climate Literacy
About Teaching Climate Literacy
About Teaching Principle 2
Equilibrium and feedback loops in climate system
Other materials addressing 2f
About Teaching Principle 5
Observations are the foundation for understanding the climate system
Other materials addressing 5b
Benchmarks for Science Literacy
Learn more about the Benchmarks
Explore the map of concepts related to this benchmark
Scientific investigations usually involve the collection of relevant data, the use of logical reasoning, and the application of imagination in devising hypotheses and explanations to make sense of the collected data.
Explore the map of concepts related to this benchmark
Sometimes, scientists can control conditions in order to obtain evidence. When that is not possible, practical, or ethical, they try to observe as wide a range of natural occurrences as possible to discern patterns.
Notes From Our Reviewers
The CLEAN collection is hand-picked and rigorously reviewed for scientific accuracy and classroom effectiveness.
Read what our review team had to say about this resource below or learn more about
how CLEAN reviews teaching materials
Teaching Tips | Science | Pedagogy |
Technical Details
Teaching Tips
- Sample lesson plan can be accessed here: http://phet.colorado.edu/en/contributions/view/3133
- Teachers are strongly encouraged to go through the activity sheet and simulation prior to using with students so that they understand what the students will be asked to do.
About the Science
- Scientific tools are provided in this animation to measure thickness, glacier velocity, and glacial budget.
- Simulation will help students understand glacier mass balances so that they are well prepared to discuss the effects of climate change on glaciers.
About the Pedagogy
- Very easy and well-designed simulation with two different levels (introduction and advanced).
- Can be used to meet the following learning goals: Explain how environmental conditions, temperature, and precipitation impact glacial mass budget; identify where snow accumulates in a glacier, and justify why; explain how ice moves within a glacier; describe and illustrate flow within a glacier; explain or illustrate glacial dynamics.
- Supportive information, including a lesson plan, is available from the website.
Technical Details/Ease of Use
- Simulation can be run online, embedded, or downloaded.
- Technically robust and well designed.
Related URLs These related sites were noted by our reviewers but have not been reviewed by CLEANSample lesson plan can be accessed here: http://phet.colorado.edu/en/contributions/view/3133
Have you used these materials with your students? Do you have insights to share with other educators about their use? Please share with the community by adding a comment below.
Please use this space only for discussion about teaching with these particular materials.
For more general discussion about teaching climate literacy please use our general discussion boards.
To report a problem or direct a comment to the CLEAN project team please use our feedback form (or the feedback link at the bottom of every page).
Off-topic posts will be deleted.


text:
Alfred BallantyneName: Alfred Ballantyne, Sr
Locaton: Bradenton
Date of Death: 11/11/2012
Age at death: 80
Military Service:
Alfred D. Ballantyne, Sr., 80, Bradenton, died November 11, 2012.
He was a member of Trinity Baptist Church and a Veteran.
Survived by wife of 41 years, Cheryl, 3 sons, 3 daughters, 1 brother, 15 grandchildren, and 4 great grandchildren.
Funeral Information:
Visitation 6:00-7:00 P.M. Monday November 19, 2012 with Service to follow at Trinity Baptist Church. Burial will then follow at Manasota Memorial Park.
Brown & Sons Funeral Homes & Crematory 26th Street Chapel in charge.
Condolences www.brownandsonsfuneral.com.