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O God the Father of mankind, who hast given unto me these my children, and committed them to my charge to bring them up for Thee, and to prepare them for eternal life: help me with Thy heavenly grace, that I may be able to fulfil this most sacred duty and stewardship. Teach me both what to give and what to withhold; when to reprove and when to forbear; make me to be gentle, yet firm; considerate and watchful; and deliver me equally from the weakness of indulgence, and the excess of severity; and grant that, both by word and example, I may be careful to lead them in the ways of wisdom and true piety, so that at last I may, with them, be admitted to the unspeakable joys of our true home in heaven, in the company of the blessed Angels and Saints. Amen.
O Heavenly Father, I commend my children to Thy care. Be Thou their God and Father; and mercifully supply whatever is lacking in me through frailty or negligence. Strengthen them to overcome the corruptions of the world, whether from within or without; and deliver them from the secret snares of the enemy. Pour Thy grace into their hearts, and strengthen and multiply in them the gifts of Thy Holy Spirit, that they may daily grow in grace and in knowledge of our Lord Jesus Christ; and so, faithfully serving Thee here, may come to rejoice in Thy presence hereafter. Amen.
Four things to know about your candle on Catholic Online:
O God, I beseech You, watch over those exposed to the horror of war, and the spiritual dangers of a soldier's or sailor's life. Give them such a strong faith that no human respect may ever lead them to deny it, nor fear ever to practice it. By Your grace, O God, fortify them against the ... continue readingMore Prayer of the Day
In the centuries old Catholic tradition, holy cards or prayer cards are small, devotional cards for the use of the faithful. Prayer cards have an endless amount of use and make wonderful gifts and keepsakes.

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Jun 23, 2014 9:31 am
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Apologies - I haven't had a chance to go to the movies or do anything I would write about in-depth here. Why? World Cup! My husband and I are both fanatical World... More
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I watched an interesting short film by Mike Mills yesterday: A Mind Forever Voyaging Through Strange Seas of Thought Alone. Previously at the SF MOMA, the... More
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The most problematic thing about the film adaptation of The Fault in Our Stars is in its opening lines. The lines are a voiceover by Hazel Grace... More
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Katsuya Kamo is a Tokyo-based master hair stylist and make-up artist.
The work shown in the gallery illustrates a very quirky and outlandish, but very artistic, style. Furthermore, Kamo's male and female models display a series of headwear with a very rich palette and wide range of vibrant, vivid colors. At the same time, he employs an extremely impenetrable shade of black in some of his nondescript designs.
Kamo's style is hard to describe, but I recognize a common theme in the way he uses feathers and avian motifs.
Stats for Avian-Inspired Headwear
Trending: Older & Mild
Research: 24,412 clicks in 391 w
Interest: 4 minutes
Concept: Avian-Inspired Headwear
Related: 79 examples / 61 photos
Segment: Females, 12-55
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Master Styling by Katsuya Kamo
By: lourdes sanchez bayas - Published: Nov 28, 2008 • References: cyanatrendland


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Getting HP for Saga Frontier 2Home / Playstation /
This page contains Saga Frontier 2 Hints for Playstation called "Getting HP" and has been posted or updated on Jul 24, 2009 by Ells641.
- Developer: Squaresoft
- Publisher: Square Ea
- Genre: Role-Playing Console-style RPG
- Release: Jan 31, 2000
- ESRB: Teen
Getting HP
Your Hp increases after every battle, depending on your maximum HP. Defeat enemies weaker than you to restore your HP for a big battle. It is best to be in a duel battle and use No Moment which is unavoidable and costs 1 WP. The combo to use No Moment is Ready-Ready-Ready-Slash. To make it easier to use the move, make sure your character is fast.
Please Submit a Problem for any incomplete, non-working or fake cheat listed above.
Stuck in this game? Set a specific, clearly defined question and let other gamers answer your question or view answers to previously asked questions. If you think you are an expert then please try to help others with their questions.
Saga Frontier 2 - 22k+ Damage Combo
- May 30, 2014, Views: 107
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- Once upon a time, Rebecca De Mornay was a critically fêted actress who never got the parts her talent deserved – the serenely deranged nanny in 1992's 'The Hand That Rocks the Cradle' was the best of them. A career slowdown in recent years brings ...Read more
- In this live-action adventure, Mowgli (Scott Lee) is five before he's jungle-bred. The animals act like animals, sort of, which means that Mowgli wrestles with Baloo the bear, tumbles with wolves, but doesn't discuss philosophy with 'em. He swims ...Read more
- With dynamite timing and outrageous threads, Ryan Gosling is a blast in this action-comedy from genre veteran Shane Black ('Kiss Kiss Bang Bang', 'Iron Man 3'). Sharply crafted but still laid back – and hilarious from the off – Black's buddy-buddy...Read more
- There's a wince-inducing scene in the middle of 'X-Men: Apocalypse' that says just about everything you need to know about this sprawling superheroic mess. It's 1983, and a group of teenage mutants walk out of a screening of 'Return of the Jedi', ...Read more
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"Where Fillmore County News Comes First"
Online Edition
Sunday, May 29th, 2016
Volume ∞ Issue ∞
- 9:54:03, May 28th 2016 - what? - I'll be putting my child's name on my house! Problem solved! And I'll do it ... [Read More]
- 9:51:37, May 28th 2016 - wow - I see a guy in a girl's bathroom, well......it will not be good! ... [Read More]
- 3:25:48, May 27th 2016 - Laughing out loud - Grow up, you just proved yourself to be a moron. ... [Read More]
- 3:16:33, May 26th 2016 - SV resident - Wish this report included more of the specifics about what the public h ... [Read More]
- 1:46:00, May 26th 2016 - Livin' The Dream - grow up....Man, your parents were twisted to give you that name. ... [Read More]
- 12:26:28, May 26th 2016 - Kim Wentworth - @Paul- I have read through the above commentary and can not find muc ... [Read More]
- 10:51:07, May 26th 2016 - grow up - People that are to afraid to put there name on something they post are not ... [Read More]
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- 12:35:31, May 25th 2016 - Kit Kat Bar - I don't know... Everyone gets awards these days, but that, is ONE HUGE ... [Read More]
- 4:18:09, May 24th 2016 - Give me a break - This paper has officially turned into what every comedy movie think ... [Read More]
Roberton - Lois Rickert
Fri, Apr 2nd, 2004
Posted in Obituaries
Posted in Obituaries
Lois Rickert Roberton, 87, Rushford, a leader in many civic and local organizations, died March 27, 2004.
Lois Rickert was born Oct. 6, 1916, in Reinbeck, Iowa, graduated from Rush Presbyterian-St. Luke's Nursing School in Chicago and was employed as a nurse in Chicago and at Cornell Medical Center in New York City. On Jan. 23, 1944, she married Theodore S. Roberton Sr. in Chicago, and they moved to Rushford in 1946. She worked at Rushford State Bank as a teller and as her husband's secretary and served on the board of directors. In 1978, she graduated magna cum laude from Winona State University where she majored in independent studies with a concentration in theater arts. Mrs. Roberton was the local chairperson of Crippled Children's Association, local and county chair of the Polio Foundation during the polio epidemic in Rushford, served on the local and Fillmore County American Lung Association boards, served as director/secretary of the Minnesota TB and Health Board for 10 years and received a distinguished service award for her work in that organization. She served as chairwoman of the Fillmore County Republican Committee, organized and served as first president of the Rushford Federated Women's Club and sponsored the Town and Country Federated Club. She was a lifetime area representative of the Winona Community Hospital, was one of the incorporators of the Rushford Community Clinic and served on that board until her death. She took an active role in the development of the new clinic building in downtown Rushford and served on the Study Commission for consolidating the city of Rushford and the village of Rushford. Following her graduation from Winona State University, she served on the organizational board of RASA, directed several one-act plays and organized the Reader's Theatre at Rushford elementary school. A 50-year member of the Order of Eastern Star, she served as worthy matron, grand page of Minnesota Grand Chapter, grand adah of Minnesota, grand representative of Minnesota in Oregon Grand Chapter and the Iowa Grand Chapter of the Order of Eastern Star, and was district instructor of Eastern Star for eight years. She was named Mrs. Rushford for the Homecoming Celebration in 2002 and is listed in the fifth edition of the Who's Who of American Women for her volunteer work. Survivors include a son, Theodore S. (Anne) of Rushford; a daughter, Teryl R. (Brian) Nelson of Payson, Ariz.; four grandchildren; four great-grandchildren; and a sister, Faye Paulsen of Reinbeck, Iowa. Her husband and a brother preceded her in death. The funeral for Lois Rickert Roberton was March 31, 2004 at Rushford Lutheran Church, with the Rev. Roger Michelson officiating. Burial was in Oak Grove Cemetery. Hoff Funeral Homes-Rushford Chapel was in charge of arrangements.


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Significant cuts to funding
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A "failing" promotions group has had its funding slashed and its promotions officer $10,000 out of pocket.
Discussions heated up as Cromwell Community Board members received applications to the contestable Cromwell Promotions Grant at its meeting yesterday.
Purse strings were pulled tight with a budget of $103,000 having be spread across applications totalling $178,000 for the 2014-2015 financial year.
The Cromwell & Districts Promotion Group, asking for the "lion's share" of the funds with an application of $100,000, came under the most scrutiny.
Board members questioned the group's ability to not only provide value for money, but its ability to perform capably in a modern marketing environment.
"There is a lack of capability in modern marketing and promotion methods and because it is bulk funded there is a lack of accountability and lack of transparency," Cr Nigel McKinlay said.
The members rejected an application of $15,500 to support the group's attendance to the Canterbury A&P Show, rejected its application of $5600 to support local events, paid out $2000 of the $8000 requested for the fire works display and shaved $10,000 off the salary of the group's promotion officer who receives $40,000 annually - unless the group can provide evidence the position is worth $40,000.
Shirley Calvert said it was an "extraordinary" amount of money for what the community was getting.
"I cannot see the justification . . . When I see the number of events on the calendar and what we are getting - it is an extraordinary amount of money for what we are getting."
McKinlay also questioned the value for money, and the salary level given the number of events the group held and the fact it was a voluntary organisation.
"Maybe we are paying $40,000 for $30,000 worth of work? It is very hard to judge that because the way building funding application is presented."
He suggested the position be funded on a pro rata basis.
"Somewhere in the region of $30-35 sounds not unreasonable for the quantum of work presented," he said.
Chairman Neil Gillespie questioned if the board took money away from the position, who would do the work, to which Calvert responded "people will come out of the woodwork".
"That sounds like blind faith to me. We have a very different view of what that group does . . . it sounds like you are setting it up to fail," Gillespie said.
Calvert said she thought it had "failed already".
"This has gone on for too long," she said.
"We have just agreed to fund a whole lot of stuff."
Gillespie said the role had to be sustainable for someone to get an income from, he said.
"There are certainly issues that are happening with where they [the group] are going . . . but the group itself has to be the ones to drive change," he said.
"If we want to drive change, we have to become the Promotions Group and I don't think it's a viable option."
- The Southland Times
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text:
|Publication number
|Publication type
|Application number
|Publication date
|Mar 24, 1981
|Filing date
|Nov 17, 1978
|Priority date
|Mar 14, 1977
|Publication number
|Karl S. Schroeder
|Original Assignee
|Schroeder Karl S
|Export Citation
|BiBTeX, EndNote, RefMan
|Patent Citations (28), Referenced by (15), Classifications (20)
|External Links: USPTO, USPTO Assignment, Espacenet
This is a continuation in part of my application Ser. No. 777,355, filed Mar. 14, 1977, now abandoned.
1. Field of the Invention
The present invention relates to vehicle brake systems and more particularly to a substantially friction-free, magnetically triggered braking system for coupling a vehicle wheel to a vehicle suspension by means of a torsional energy-absorbing system.
2. Prior Art
It is known in the art to accomplish braking operations by means of belts or bands which are magnetically contracted in length so as to cause the belt or band to wrap upon or against a rotating member, such as a wheel or drum, thus acting as a brake. It has been the practice in such systems to rely upon friction with the belt or band and consequent heat generation as a means for absorbing the energy associated with the vehicle or other moving element which is to be braked. The difficulties encountered with such braking systems in the prior art have involved the need for a magnetically actuated mechanical linkage for moving the belt or the like to initiate a braking action and have furthermore involved substantial amounts of frictional wear and heat generation, with the result that the operating life of such braking systems is reduced by the frictional wear of the belt or band.
In the present invention, frictional wear and consequent heat generation is minimized by use of a convoluted spring. Means to create a magnetic field in proximal relation to the spring are utilized to bias a portion of the spring to frictionally engage a cylindrical hub connected to the vehicle wheel in such fashion that the motion of the wheel supplies the energy required to wrap the spring against the hub. Since the engagement results primarily from a wrapping action, sliding friction is nominal and in fact virtually nonexistent.
Torsion means resists movement of the wheel when the braking action is occurring. Electronic control means including means to sense relative movements of the parts indicative of the stress applied to or the displacement of the torsion means functions to release the grip of the brake spring at appropriately timed intervals so as to maximize vehicular deceleration while also avoiding wheel lockup conditions which might produce a skid. The efficiency of energy dissapation is improved in the present invention by utilizing a low friction transfer of energy through the torsion means.
FIG. 1 is an elevation view of a brake assembly in accordance with the present invention, a substantial portion of the assembly having been broken away to reveal greater detail.
FIG. 2 is a section view taken substantially along the line 2--2 of FIG. 1 and also illustrates by the line 1--1 the plane at which the assembly in FIG. 1 is substantially broken away.
FIG. 3 is an exploded perspective view of the brake assembly.
FIG. 4 is a fragmentary sectional view showing an electromagnet as employed in the present invention.
FIG. 5 is a fragmentary sectional view analogous to FIG. 2, illustrating the brake assembly on a driven wheel.
FIG. 6 is a diagrammatic illustration of electrical connections suitable for use in the present invention.
FIG. 7 is an elevation view with parts broken away analogous to FIG. 1 and illustrating a presently preferred embodiment of a brake assembly in accordance with the present invention.
FIG. 8 is a section view of the embodiment of FIG. 7 taken substantially along the line of 8--8 thereof and also illustrates by the line 7--7 the planes at which FIG. 8 is substantially broken away.
FIG. 9 is an exploded perspective view of the embodiment of FIG. 7.
For purposes of illustration, the present invention is disclosed in a form suitable for use as a brake for a vehicle wheel. FIGS. 1, 2, 3 and 4 depict, in particular, the application of the present invention to nondriven or free-wheeling automobile wheels. FIG. 5 illustrates the present invention as a brake for a driven or powered automobile wheel.
Although the present invention is being described in reference to brakes for vehicles such as automobiles and airplanes, it will be apparent to those skilled in the art that the present invention is applicable to the braking of diverse forms of movement and is not limited in its field of applications to vehicular wheel movements.
Referring initially to FIGS. 1 and 3, the brake assembly of the present invention is illustrated in reference to the stationary axle 10 of the nondriven wheel of a vehicle, such as an automobile. The brake assembly may be considered as the front wheel assembly for an automobile having a rear wheel drive. Placed upon the axle 10 is a plate member 12 having a central aperture 14 adapted to receive the axle 10. The plate member 12 is provided with three equiangularly and circumferentially spaced apertures 16 for the receipt of bolts 18, illustrated in FIG. 2, for attachment of the plate member 12 to a nonrotatable portion of the wheel suspension.
The plate member 12 includes an outboard abutment member 20 disposed adjacent the outer periphery thereof. Also affixed to the plate member 12 by suitable fasteners, such as threaded screws 22, is an electromagnet device 24, the device 24 standing upwardly from the plate member 12 at a location disposed inwardly of the circular margin of the plate member 12. The electromagnet device 24 and the abutment member 20 perform functions to be described later.
Positioned concentrically to the plate member 12 is a tightly convoluted, helically coiled brake spring 26 having a rectangular cross section. The end 28 of the lowermost convolution of the brake spring 26, appearing toward the right in FIG. 3, is positioned in closely spaced, nearly abutting relationship to the clockwise face of the abutment 20.
The brake spring 26 is held in a concentric relation to the plate member 12 by means of a spider 30 comprising three upstanding legs 32 extending downwardly from an annular ring 34. The legs 32 terminate at their lower ends with radially inwardly directed feet 36 which are affixed to the plate member 12 by the aforementioned bolts 18 which pass through suitable apertures 38 located in the feet 36. The legs 32 are circumferentially spaced and arranged to fit closely to support the convoluted brake spring 26.
Projecting outwardly from the ring 34 above each of the legs 32 is a radially disposed arm, two of the three arms being of the same thickness and identified by the reference number 40. A third arm 42 has integrally added to its thickness a dependent lug 44 which is adapted to engage the end 46 of the uppermost convolution of the brake spring 26. With the spider 30 loosely holding the spring 26 and the ends 28 and 46 of the spring confined by the abutment 20 and lug 44 in the fashion described, it will be noted that the brake spring 26 has only a limited freedom for rotary movement about the spider 30. In view of the fact that the brake spring 26 is not fixedly attached in its mounting, it is convenient to consider this spring as having a floating mount, notwithstanding the fact that the spring is caged against any substantial rotary movement.
A second electromagnet device 48 comparable to the aforementioned device 24 is supported in downwardly depending relation to the ring 34 by means of suitable fasteners 50. It will be noted that, following assembly, the device 48 is located approximately diametrically opposite the comparable electromagnet device 24, the device 24 being located approximately 110� from the lower end 28 of the brake spring 26 and the device 48 being located approximately 110� from the upper end 46 of the same spring 26. As will be apparent from following remarks, the indicated 110� spacing from the ends of the brake spring 26 is not critical. However, as will be explained, a close proximity of operating portions of the electromagnet devices 24 and 48 to the upper and lower convolutions of the brake spring 26 is an important consideration.
Mounted in surrounding relation to the brake spring 26 is an inner or internal hub 52. As appears in FIG. 2, the hub 52 has an internal wall 54 which closely fits the outer periphery of the brake spring 26 but ordinarily does not rub thereagainst. The hub 52 has a radially outwardly directed flange 56 integral with and surrounding the lower edge thereof as appears in FIG. 3, the flange 56 fully encircling the hub 52 except where interrupted by a radially disposed notch 58. A portion of the flange 56 has been broken away for illustrative purposes so as to reveal uniformly spaced, downwardly depending teeth 60, whose function will be later described.
The upper end of the hub 52 has been apertured to receive the inner and outer races of a roller bearing assembly 62. As appears in FIG. 2, a comparable roller bearing assembly 64 is mounted within a sleeve 66 extending concentrically and internally of the hub 52 with which the sleeve 66 is one piece.
A torsion spring member 68 encircles the internal hub 52 and has a lug 70 depending from the lowermost convolution thereof into the radially disposed notch 58 formed in the flange 56 of the interior hub 52. The torsion spring 68 is thus restrained against any extensive rotation about the hub 52.
The torsion spring 68 is a tightly wound, helically coiled strap of spring steel. The uppermost convolution of the torsion spring 68 as it appears in FIG. 3 terminates with an upturned lug 72, whose function will be described shortly. In FIG. 3, the brake spring 26 appears as a left-hand helix. For reasons to be more fully explained, the spring 68 is preferably a right-hand helix.
The torsion spring 68 is somewhat loosely surrounded, as is evident in FIG. 3, by an outer hub 74 having downwardly depending, equally spaced teeth 76. The upper surface of the hub 74 has an aperture 78 to receive the lug 72 extending upwardly from the torsion spring 68, and an upwardly projecting, annular collar 80 which, by reference to FIG. 2, can be seen to comprise the upper portion of a tubular internal wall 82. The outer surface of the internal wall 82 is received in the internal race of the bearing assembly 62. Supported within the tubular wall 82 are axially spaced bearings 84 and 86 which may be conventional tapered roller bearings.
Within the aforementioned collar 80, a nut 88 tightens upon a threaded end 90 of the axle 10 in conventional fashion to axially secure the bearings 84 and 86, with the consequence that the outer hub 74 is retained against axial movement relative to the axle 10 but is rotatable freely about the axle 10. The nut 88 and the threaded end of the axle 10 are protected by a conventional dust cover 92 press fitted into the collar 80.
The fit of the outer hub 74 and the inner hub 52 with respect to the torsion spring 68 is such that the torsion spring 68, when exposed to a torque applied to the outer hub 74, will permit relative rotations to occur between the outer hub 74 and the inner hub 52 without the spring 68 coming into abrasive rubbing contact with the confining walls of the hubs 52 and 74.
Projecting upwardly from the outer hub 74 and arranged in concentric relation to the collar 80 are a plurality of mounting bolts 94. The mounting bolts 94 enter suitable apertures, not detailed in the drawings, located in a wheel rim 96 (FIG. 2) which is secured to the outer hub 74 by means of nuts 98 in conventional fashion.
The wheel rim 96 is a conventional rim structure having outwardly flared walls 100 for the retention thereon of a conventional tire, not shown.
Referring further to the plate member 12 and more particularly to the illustration thereof in FIG. 2, it can be noted that the plate member 12 has welded or otherwise affixed thereto an offset shelf 102 adapted to support thereon a conventional turns counter 104 having a first notch 106 therein through which the teeth 76 depending from the outer hub 74 freely progress and having a second notch 108 therein through which the teeth 60 depending from the inner hub 52 freely progress. The hubs 52 and 74 and especially the hub 52 are ferromagnetic materials, and the turns counter 104 comprises a conventional proximity switch mechanism, not shown, which senses the passage of the teeth 60 and 76 through the slots thereof so as to output square wave signals during the occurrence of rotations of the hubs 52 and 74, such square wave signals allowing identification by conventional electronic circuitry, not detailed in this application because well known, of the relative positions and relative velocities of the hubs 52 and 74. Inasmuch as the turns counter 104, as well as the electronic circuitry associated therewith, are well known in the art, no effort has been made to display electrical connections to the turns counter 104 shown in the drawings.
The electromagnet device 48 appears in section in FIG. 4, where the device 48 can be seen to comprise a wound solenoid coil 110 surrounding a core 112 having affixed to one end thereof a radially outwardly projecting flux carrier 114. The carrier 114 cooperates with an axially extending and outwardly projecting flux carrier 116 affixed to the opposite end of the core 112 to provide an air gap opposite the uppermost convolution of the brake spring 26 as that spring appears in FIG. 4. Appearing within the air gap between the flux carriers 114 and 116 in FIG. 4 is the annular ring 34 of the spider 30. For the purposes of this invention, the ring 34 is a nonferromagnetic metal so as not to reduce the air gap between the flux carriers 114 and 116.
It should be noted that the flux carrier 114, while not permitted to rub the inner hub 52, which is ferromagnetic, is located close to the interior wall of the inner hub 52. This makes the hub 52 a part of the flux path associated with the electromagnet device 48.
Furthermore, the brake spring 26, while not mounted to normally rub the interior wall of the inner hub 52, is ferromagnetic and in such close proximity to the interior wall of the inner hub as to also be a part of the flux path associated with electromagnet 48.
Thus referring to FIG. 4, where the flux path is indicated by the arrows 118, it can be seen that the principal flux path associated with the electromagnet device 48 proceeds from the flux carrier 116 by induction through the uppermost convolution of the brake spring 26, which is shown as rubbing the hub 52 in consequence of energization of the coil 110 to produce the indicated flux path, and then through the ferromagnetic material of the inner hub 52 by induction. Thus, when the electromagnet device 48 is energized, the uppermost convolution of the brake spring 26 is attracted to two magnetic poles, the one pole being associated with the flux carrier 116 radially inwardly thereof and the other pole being associated with the magnetic field induced in the inner hub 52, which lies close to the uppermost convolution of the brake spring 26. As well known to those skilled in the art, the uppermost convolution of the brake spring 26 will respond to energization of the electromagnet device 48 so as to minimize the aggregate air gap; and, in this case, the uppermost convolution will move toward contact with the closer of the two magnetic poles separated by the air gap and will thus move to contact the interior wall 54 of the inner hub 52, as is shown in FIG. 4.
The electromagnet 24 is constructed essentially the same as already described in reference to the electromagnet 48, the only important difference being that the electromagnet 48 extends downwardly from the spider ring 34, and the electromagnet 24 projects upwardly from the plate member 12. As described, the electromagnet 48 biases the upper end 46 of the brake spring 26 outwardly when energized. The operation of the electromagnet 24 is of a similar nature, the electromagnet 24 operating when energized to bias the lower end 28 of the brake spring 26 outwardly.
Having reference to FIGS. 1 and 3 of the drawings, the electromagnet 48 when energized is effective to frictionally lock the inner hub 52 against rotation about the axle 10 which that hub surrounds when the outer hub 74 is seeking to drive the inner hub 52 in the counterclockwise direction. In contrast, the electromagnet 24 is effective to lock the inner hub 52 against rotation about the axle which it surrounds only when the outer hub 74 is seeking to rotate the inner hub 52 in the clockwise direction.
Assuming the brake assembly as seen in FIG. 1 would be associated with the left front wheel of a vehicle such as an automobile, a counterclockwise outer hub rotation, in the direction of the arrow F, would indicate a forward motion of the automobile. Such rotation would be transferred to the inner hub 52 via the torsion spring 68. Having reference to such motion, it can be noted in FIG. 3 that an energization of the electromagnet device 48 will cause the uppermost end of the brake spring 26 to engage frictionally with the internal wall of the inner hub 52, which is rotating in the counterclockwise direction. Such frictional engagement will cause the uppermost convolution of the brake spring 26 and successively thereafter each succeeding convolution to unwind outwardly toward greater diameters. The initial friction following energization of the electromagnet device 48 will also expose the brake spring 26 to a counterclockwise torque from the hub 52, which will tend to rotate the brake spring as a whole in the counterclockwise direction. However, any such rotation is abruptly terminated by a contact between the lowermost end 28 of the spring 26 and the abutment 20 standing up from the plate member 12. Since rotation of the brake spring 26 as a whole is abruptly terminated as soon as friction between the upper end thereof and the internal wall of the inner hub 52 occurs, the net effect of such friction is a force tending to forcibly unwrap or unwind the brake spring 26.
The consequence of this unwinding or unwrapping movement is that substantially all convolutions of the brake spring 26 move outwardly into firm contact with the inner hub 52. It can be assumed, of course, that the rim 96 is rotating at the time the electromagnet device 48 is energized and has available to it substantially the entire momentum attributable to the motion of whatever mass is associated with the vehicle of which the rim 96 is a part. Clearly, the energization of the electromagnet device 48 was required only to initiate a relatively small friction between the brake spring 26 and the inner hub 52, whereupon the entire momentum of the vehicle associated with the rim 96 became available to forcefully unwrap the brake spring 26 against the internal wall of the hub 52.
In this regard, it should be considered that the forward motion of the vehicle at the time the electromagnet device 48 was energized was causing a rotation of the outer hub 74, the torsion spring 68 connected thereto and the inner hub 52 connected to the torsion spring. Thus the first things that will happen when the electromagnet device 48 is energized are that the brake spring 26 will seize upon the interior wall of the inner hub 52 to terminate the rotation of the inner hub, whereupon continued forward motion of the vehicle will cause the torsion spring 68 to commence a winding movement during which the spring 68 contracts radially inwardly and appreciable amounts of energy are stored in this torsion spring.
The seizure of the brake spring 26 to the inner hub 52 occurred within a small angle, such as 30�, of rotation of the rim 96 about the axis of the axle 10 and occurred with inappreciable amounts of rubbing friction and energy dissipation. Obviously, if the vehicle has any appreciable forward momentum, the torsion spring 68 will quickly wind inwardly and in so doing approach permanent distortion.
In the present invention, this imminent destruction of the torsion spring 68 is anticipated and prevented by means of the electronic circuitry schematically diagrammed with solid lines in FIG. 6. This circuitry comprises a controller 120 for sensing the operating condition of the vehicle wheels. The controller receives a first input 122 from a component labeled "INNER HUB SENSOR," this input being a square wave generated by the passage of teeth 60 of the inner hub 52 through the notch 108 of the turns counter 104. For reasons that will become apparent, it is not important that the controller 120 sense the direction of rotation of whichever wheel is to be braked.
The reference number 124 identifies a second input to the controller 120 from a component labeled "OUTER HUB SENSOR," which supplies a square wave representative of the frequency, but not the direction, with which the teeth 76 projecting downwardly from the outer hub 74 actuate the turns counter 104 by passage through the notch 106 of the turns counter.
Assuming the vehicle being controlled by the subject brake mechanism is in motion and brake pedal 126 (FIG. 6) has been depressed to effect a braking of the vehicle, a voltage supplied from the controller 120 passes over a conductor 128 equally to the forward braking electromagnet 48 (shown as a box 48a in FIG. 6) and to the reverse braking electromagnet 24 (shown as a box 24a in FIG. 6). If the vehicle is traveling in a forward direction, the electromagnet 24 will be energized, but will be ineffective to brake the vehicle because any resulting friction between the lower end 28 of the brake spring 26 and the inner hub 52 is incapable of producing a braking effect. Thus, such friction will be ineffective to cause the brake spring 26 to wrap against the inside wall of the hub 52.
In contrast, however, a simultaneous energization of the electromagnet 48 will cause the upper end 46 of the brake spring 26 to frictionally engage the internal wall of the hub 52, as previously described, with an abrupt braking action. Thus, during forward vehicle motion, the electromagnet 48 is effective to brake the vehicle, but the electromagnet 24, even though simultaneously energized, is ineffective for braking purposes. Likewise, when the vehicle is moving in the reverse direction, indicated by the arrow R in FIG. 1, both of the electromagnets 24 and 48 are energized simultaneously, but only the electromagnet 24 will be effective to initiate a braking action of the brake spring 26.
Assuming a forward vehicle direction and an application of pressure to the brake pedal 126, the brake spring 26 will be promptly wrapped against the inside wall of the inner hub 52 by operation of the electromagnet 48. This locks the hub 52 to the wheel suspension. The outer hub 74 continues its counterclockwise rotation, as appears in FIG. 3, causing the torsion spring 68 to wind inwardly away from the outer hub 74, such winding of the torsion spring being the result of continued rotation of the wheel being braked. The controller 120 notes this condition by reason of the stoppage of the square wave generated by the teeth of the inner hub 52 and the continued generation of a square wave by the teeth 76 of the outer hub 74. By a pulse count representing the teeth 76 passing through the notch 106, the controller 120 measures the extent to which the torsion spring 68 is being wound inwardly. After a predetermined number of counts, such as twenty pulses, the controller terminates the electromagnet operating voltage appearing on the conductor 128. This releases the magnetic attraction of the end 46 of the brake spring 26 with the consequence that the spring 26 quickly relaxes from the inner hub 52. As soon as such relaxation occurs, energy stored within the torsion spring 68 which has been accumulated by the continuing counterclockwise rotation of the outer hub 74 acts through the lug 70 of the torsion spring 68 to advance the inner hub 52 in the counterclockwise direction, as appears in FIG. 3, such that the inner hub 52, now released by the brake spring 26, can accelerate as if to catch up with the continuing rotation of the outer hub 74. The controller 120 detects this catch-up motion of the inner hub 52 by comparing the difference between pulses representing the number of teeth of the outer hub 74 which have passed through the notch 106 and the number of teeth of the inner hub 52 which have passed through the notch 108. It will be noted that this pulse count need not be subtracted on a one-for-one basis inasmuch as the angles subtended by the inner hub teeth 60 need not be the same as the angles subtended by the outer hub teeth 76, and the electronics associated with the controller 120 can be easily designed to account for such differences.
Inasmuch as the inner hub 52 is now being accelerated appreciably to catch up with the outer hub 74, the inner hub 52 will have the tendency to overshoot the outer hub 74. To prevent this, the electronics associated with the controller 120 are set to permit the electromagnets 24 and 48 to remain deenergized until the inner hub 52 has caught up all but five tooth counts of the lead of the outer hub 74, whereupon the electromagnets 24 and 48 are again energized. Since the inner hub will now be rotating in the counterclockwise direction with respect to the brake spring 26, the energization of electromagnet 48 will cause the brake spring 26 to quickly wrap against the internal wall of the hub 52 with the result that the hub 52 is immediately braked and brought to rest with respect to the spider 30.
It should be noted, of course, that the catch-up motion of the inner hub 52 powered by the torsion spring 68 has resulted in a transfer of potential energy stored in the torsion spring 68 to kinetic energy developed in the inner hub 52, which energy must now be absorbed by the generation of heat as the brake spring 26 is once again wrapped against the inside wall of the inner hub 52.
After the second winding of the brake spring 26 against the inner hub 52, the outer hub 74, continuing its now decelerated advance, proceeds another twenty tooth counts in the counterclockwise direction ahead of the inner hub 52, and the braking cycle is repeated an indefinite number of additional times until the forward movement of the vehicle has been stopped by a transfer of kinetic vehicle energy into thermal energy associated with the tires, the torsion spring 68 and the brake spring 26. It will be noted, of course, that the rotational degrees by which the inner hub 52 is permitted to catch up with the outer hub 74 must generally offset the torsional rotation of the torsion spring 68 during periods of braking so as not to produce a cumulative effect such as could lead to a permanent distortion of the torsion spring 68.
The foregoing description of the operation of the subject brake mechanism assumed braking of the left front wheel at a time when the vehicle was traveling in a forward direction. Should the vehicle have been traveling in the reverse direction, the same braking mechanism would be used, the only difference in operation being that the electromagnet device 24 would be the device which initiates braking by biasing the lower end 28 of the brake spring 26 outwardlly against the internal wall of the inner hub 52, the lug 44 of the spider 30 then functioning to resist a clockwise rotation of the brake spring 26 and thereby forcing the brake spring 26 to wind outwardly against the internal wall of the inner hub 52.
Of course, during braking of a vehicle undergoing reverse movement, the upper lug 72 of the torsion spring 68 is advanced in the clockwise direction relative to the lower lug 70, and this causes the torsion spring 68 to expand outwardly as if to seize the internal wall of the outer hub 74. While the torsion spring 68 might have been designed oppositely by changing the handedness of that spring, it is preferred for purposes of the present invention that the torsion spring 68 be designed to contract inwardly during the braking of forward motions of the vehicle and outwardly during the braking of reverse motions of the vehicle.
Those skilled in the art will appreciate the arbitrariness of the suggestion that the controller 120 would count twenty teeth of the outer hub 74, when leading the inner hub 52, before releasing whatever electromagnet is effecting the braking action. For purposes of describing the present invention, one might equally have said that the outer hub 74 is permitted to lead the inner hub 52 by an arbitrary number of rotational degrees, such as 5�, 30� or 100�. These considerations affect only the smoothness or possible jerkiness by which the braking action is accomplished.
In an earlier portion of this description, it has been also indicated that a rotation of perhaps 30� is required after electromagnets 24 and 48 have been energized before the brake spring 26 has wound outwardly against the interior wall of the inner hub 52, thus to stop the rotation of that hub. This means that one cannot stop the vehicle until after the vehicle wheel or wheels being controlled by the brake system have rotated a minimum number of degrees following the time of brake application. Thus, in some applications, such as vehicle parking, which may involve very short wheel movements, the braking mechanism of the present invention may be supplemented by any suitable auxiliary brake, such as a hand brake (not shown).
Referring to FIG. 6, there is illustrated in solid lines one brake pedal and one pair of magnet devices labeled 24a and 48a. For most vehicular applications, there will be at least two wheels, i.e., two front wheels or two back wheels, which one desires to brake equally in response to an application of pressure to a single brake pedal. This is accomplished readily in the present invention by simply extending the conductor to connect to a second brake mechanism (not shown) which substantially duplicates the one already described and which simultaneously brakes the second wheel.
The foregoing description of this invention has been addressed to a nondriven wheel. In the modification of FIG. 5, the interior wall 130 of an outer hub 132 has been modified for a splined connection, as opposed to a bearinged connection, to a driven axle 134. To this end, the axle 134 is provided with flutes 136 interfitting suitably shaped ribs (not appearing in the drawings) which are formed in the internal wall 130. As was true with the outer hub 74 of the embodiment previously described, the modified hub 132 may have outwardly extending threaded bolts 138 for attachment thereto of a conventional wheel member 140. The modified hub 132 functions in the brake system being described in generally the same fashion as does the outer hub 74 previously described.
Thus, the outer hub 132 which is splined to the axle 134 surrounds an inner hub 142 journalled by bearings 144 to rotate freely about the interior wall 130 of the hub 132. A brake spring 146 floatably caged by a spider 148 equivalent to the spider 30 which has been previously described is magnetically actuable to wrap within the inner hub 142 by means of an electromagnet 150 analogous to the electromagnet 48 previously described, such electromagnet when energized being effective to brake forward direction movements of the outer hub 132. A corresponding electromagnet, not illustrated in FIG. 5 but shown schematically in FIG. 6 and there identified by the reference number 152a, is utilized for braking reverse direction movements of the outer hub 132 in the same fashion as did the electromagnet 24 described earlier in this specification.
The operation of the brake mechanism as heretofore described has involved sequential periods of braking when an electromagnet energizing voltage was applied to the conductor 128 followed by a brake release and catch-up of the inner hub when the solenoids 24 and 48 were deenergized. While these periods of alternate brake and brake release may endure only a few milliseconds and thus not be noticeable to the vehicle operator, the fact is that during a period in which a vehicle is being decelerated from an operating speed to stoppage, a braking force is being applied only approximately fifty percent of the time.
To render the braking system more effective, the present invention contemplates a complete braking system utilizing the mechanisms previously discussed, which brakes all wheels of the vehicle. A first pair of solenoids, such as the forward and reverse solenoids 48a and 24a schematically illustrated in FIG. 6, would be applied to each nondriven wheel, typically the two front wheels of the vehicle. A second pair of forward and reverse electromagnets 150a and 152a, such as schematically illustrated in FIG. 6, are also applied to each driven wheel of the vehicle, normally the two rear wheels of the vehicle. Assuming the controller 120 is set to allow each brake to operate during the arbitrarily selected twenty-tooth lead of the outer hub relative to the inner hub, one set of electromagnets, such as the nondriven wheel magnets 24a and 48a (one set for each nondriven wheel), are not initially energized, and only the driven wheel electromagnets 150a and 152a are energized for the first twenty-tooth count of the outer hubs associated with such driven wheels. When the twenty-tooth count is reached for the driven wheels, the controller 120 transfers the voltage from a conductor 154 which supplies voltage for braking the driven wheels to the conductor 128 so as to initiate braking of the nondriven wheels, allowing the nondriven wheels to brake for a count of twenty teeth of the outer hubs 74 thereof. During this tooth count, which is referenced to the nondriven hubs 52, the inner hubs associated with the driven wheels are permitted to catch up with the outer hubs associated with the driven wheels; and at the completion of the count associated with this catch-up, the controller 120 shifts the braking voltage from the conductor 128 to the conductor 154 so as to permit the inner hubs of the nondriven wheels to catch up as the driven wheels resume the braking duty. This type of system, wherein the braking duty is periodically shifted from driven wheels to nondriven wheels and vice versa, enables a substantially continuous braking force to be applied to the vehicle.
Those skilled in the art will appreciate that the controller 120 can include circuitry which will recognize any sudden decrease in the rate at which the teeth associated with the outer hubs are being counted. Such sudden decrease would mean that the wheel being braked is commencing a skid, such as on an icy surface. To minimize skidding conditions, the electronics associated with the controller 120 can be programmed to deenergize whatever electromagnets are then energized to reduce braking and simultaneously transfer to nonbraking wheels the duty of resuming the braking operation then being commanded by the brake pedal 126.
In the preferred mode of operation, the count of teeth by which the outer hub is permitted to lead the locked inner hub is controlled by the braking pressure applied to the brake pedal 126, a light pressure programming the controller for a small count of teeth and a heavier pressure programming a larger number of teeth. Since the count of teeth indicates relative displacement of the hub members 52 and 74, and such displacement is resisted by the torsion spring 68, the count of teeth also represents the potential energy accumulated in the torsion spring 68 from the kinetic energy of the wheel 98 as the braking occurs.
With reference to FIGS. 7-9 another embodiment of a brake assembly generally designated 200 is illustrated in reference to a stationary axle 10' of the nondriven wheel of a vehicle. A plate member 12' receives the axle 10' and forms a fixed part of a vehicle suspension. A torsion spring member 202 that is of the same character as the torsion spring member 68 is located, in the embodiment of FIGS. 7-9, in position to coact between, and thus resiliently connect, the plate member 12' with an intermediate hub 204.
The intermediate hub 204 comprises a substantially cylindrical, hollow tubular body member 206 having an end most remote from the plate member 12' provided with a radially outwardly extending flange 208 from which a driven pin 210 extends. The driven pin 210 projects into an aperture 212 at one end of the torsion spring 202. A retaining pin 214 projects outwardly from the plate member 12' into another aperture 216 at the other end of the torsion spring 202. The intermediate hub 204 is mounted for rotation on the fixed plate member 12' by a ball bearing assembly 218, the outer race of which is clamped to the intermediate hub 204 between a notched flange 220 projecting radially inwardly from the end face of the intermediate hub 204 closest to the plate 12' and a retaining ring 222 which is affixed to the flange 220 as by screws 224. The inner race of the bearing assembly 218 is clamped between a clamping ring 226 and a notched annular support 228 formed on the plate 12'. These parts may be fastened together as by screws 230.
The brake spring in the embodiment of FIGS. 7-9 comprises a coil spring 232, one end of which projects radially outwardly from its axis to form a lug 234 that projects into a notch 236 formed in the end of the intermediate hub 204 closest to the fixed plate 12'. The other end of the brake spring 232 is bent back on itself to form a hook 238 that projects through a rectangular aperture 240 that is axially aligned with the notch 236 in the hub body 206 but spaced further from the fixed plate member 12' than is the notch 236. The brake spring 232 is preferably slightly stressed when assembled into the intermediate hub 204 so that, until actuated as described below, it is retained centered in the intermediate hub 204 and against or closely adjacent the inside wall of the hub body member 206. Its ends 234 and 238, therefore, would be slightly biased into engagement with opposite walls of the notch 236 and the aperture 240.
A cylindrical wheel hub 242 that is concentric with the brake spring 232, the intermediate hub 204 and the torsion spring 202 is received within the brake spring 232. The hub 242 is made from aluminum or other nonmagnetic material. As shown in FIG. 8, it includes a tubular internal wall 244 mounted for rotation on the axle 10', an end wall 246 and an outer tubular wall 248 that is concentric with the internal wall 244. Plural wheel mounting lugs 250 projecting from the end wall 246 are used for receiving and thereby connecting a conventional wheel rim 252 to the wheel hub 242. The end of the internal wall 244 farthest from the fixed plate member 12' is formed as a collar 254 that receives a nut 256 for retaining the wheel hub 242 against axial movement relative to the axle 10'. As conventional, the wheel hub 242 is free to rotate relative to the axle 10' by virtue of being supported thereon by bearing assemblies 258.
The internal diameter of the brake spring 232 as slightly stressed to be retained centered in the intermediate hub 204 is greater than the outer diameter of the wheel hub outer wall 248. Accordingly, except when the brake assembly 200 is actuated as will be described below, the wheel hub 242 rotates without restriction. All other parts of the brake assembly 200 are stationary. As will be readily understood in view of the discussion of operation of the embodiment of FIG. 1 described above, the brake spring 232 is caused to engage and commence wrapping itself upon the outer surface of the hub outer wall 248 to brake the rotation of the wheel hub 242. As the brake spring 232 wraps against the wheel hub 242, one of the ends 234 and 238 urges the intermediate hub 204 to rotate with the wheel hub 242. Rotation of the intermediate hub 204 is resisted by virtue of its connection to the fixed plate member 12' by the torsion spring member 202, the function and operation of which should be clear from the preceding description. Thus, regardless of the direction in which the intermediate hub 204 is urged to rotate, the torsion spring member 202 will resiliently resist its movement. Whether a wall of the notch 236 or a wall of the aperture 240 is drivingly engaged by the brake spring ends 234 or the hook 238 respectively, will depend upon the direction of rotation of the wheel hub 242 at the time braking occurs. The end 238 is formed as a hook to have maximum strength in driving the intermediate hub 204 when braking from a "forward" direction of rotation of the wheel hub 242, arbitrarily being counterclockwise in FIG. 7.
The brake spring 232 is caused to become attracted and commence wrapping upon the wheel hub 242 by the operation of either one of a pair of electromagnets, generally designated 260 and 262, the function of which is essentially the same as the previously described electromagnets 24 and 48 respectively. The electromagnets 260 and 262 may be mounted upon the fixed plate member 12' by an L shaped bracket 264. Each comprises a coil 266 wrapped around a core piece 268 and having pole pieces 270. If, for example, the electromagnet 260 were energized, a flux path would be generated, as illustrated in FIG. 7, extending through the core 268 and the associated pole pieces 270 through plugs 272 made from a suitable ferromagnetic material such as steel, lodged in a band of arcuately spaced apertures in the outer wall 248 of the wheel hub 242 aligned generally with the pole pieces 270. The flux path also extends through portions of the brake spring 232 causing it to be attracted to the hub outer wall 248. The electromagnet 262 which would be energized to brake rotation of the wheel hub 242 in a direction opposite to the rotation braked by operation of electromagnet 260 creates essentially the same flux path but in this case through ferromagnetic plugs 274 in a row of apertures spaced from the apertures receiving the plugs 272 and aligned with the pole pieces 270 of the electromagnet 262. The counterclockwise (as viewed in FIG. 7) or "forward" direction of rotation of the wheel hub 242 would be braked by actuation of the electromagnet 262, to thereby cause the end of the brake spring 232 closest to the plate 12' to be attracted to the wheel hub 242.
When it is intended to bring the wheel hub 242 to rest from high speed, it will be necessary to intermittently energize the appropriate one of the two electromagnets 260 and 262 for the same reason as described above in connection with the embodiment of FIG. 1. In the embodiment of FIGS. 7-9, the potential energy accumulated by the torsion spring member 202 is dependent upon the angle of rotation of the intermediate hub 204 relative to the stationary plate 12'. Such relative rotation, and thus the potential energy accumulated by the torsion spring member 202, can be monitored by a sensor 280 affixed to and projecting through the flat plate member 12' which senses teeth 282 formed on the retaining ring 222 confronting the flat plate member 12'. Since the number of teeth 282 moving past the sensor 280 is directly dependent upon the angle through which the intermediate hub 204 rotates, the sensor 280 can be utilized in control circuitry similar to that shown in FIG. 6 to cause intermittent actuation of the electromagnets 260 or 262 as needed to prevent wheel lockup when braking pressure is applied.
In the embodiment of FIGS. 7-9, it may not be necessary to sense relative rotation of the intermediate hub 204 and the wheel hub 242. However, rotation of the wheel hub 242 can readily be detected by a sensor 284 mounted on the plate member 12' by a bracket 286 that senses movements of the plugs 274 therepast. As those familiar with control circuitry are aware, electrical circuitry associated with the sensor 284 may be used to detect an unusually abrupt stoppage of rotation of the wheel hub 242. This would indicate a locked wheel or skid condition so such circuitry could act as an override to momentarily deenergize the energized one of the two electromagnets 260 and 262.
The embodiment of FIGS. 7-9 is presently preferred because of the simplicity of construction and because the only rotating mass, except when braking, is the mass of the wheel hub 242. This feature may also simplify or avoid problems associated with dynamically balancing the entire wheel and brake assembly.
Further, it may be possible to construct simpler and more efficient and more accurate electronic controls for pulsing the electromagnets 260 and 262 since only the sensor 280 is needed to monitor changes in the stress or potential energy of the torsion spring 202.
It is readily apparent that the embodiment of FIGS. 7-9 may be modified for use with a driven wheel. In such case, the axle and the wheel hub 242 would be locked together and a bearing would be provided between the axle and the fixed plate 12'.
Although the preferred embodiments of this invention have been described, it will be understood that various changes may be made within the scope of the appended claims.
|Cited Patent
|Filing date
|Publication date
|Nov 20, 1866
|Improvement in electro-magnetic car brakes
|Mar 18, 1896
|Sep 7, 1897
|Edward spencer hall
|Apr 16, 1903
|Jan 24, 1905
|John S Lockwood
|Method of controlling electric railroad-brakes.
|Oct 6, 1921
|Jan 30, 1923
|Emma R Bowne
|Vehicle brake
|Feb 28, 1929
|Aug 2, 1932
|Bendix Brake Co
|Electromacnetic automotive vehicle brake
|Nov 17, 1928
|Oct 11, 1932
|Warner Electric Brake Corp
|Jan 22, 1938
|Apr 22, 1941
|Kattwinkel Hans
|Multiple disk brake
|Jan 31, 1940
|May 27, 1941
|Westinghouse Air Brake Co
|Brake control means
|May 22, 1940
|Dec 8, 1942
|Empire Electric Brake Corp
|Electromagnetic friction apparatus
|Aug 30, 1941
|Jun 22, 1943
|Bertil T Anderson
|Reversible magnetic brake
|Oct 11, 1943
|Sep 10, 1946
|Warner Electric Brake Mfg Co
|Brake control
|Dec 13, 1949
|May 5, 1953
|Eaton Mfg Co
|Band brake
|Feb 25, 1954
|Jul 9, 1957
|Dukane Corp
|Solenoid operated coil clutch mechanism
|Jan 30, 1957
|Apr 8, 1958
|Curtiss Wright Corp
|Spring clutch mechanisms
|Aug 15, 1958
|Jun 7, 1960
|Bendix Aviat Corp
|Electromagnetic clutch with resilient torque transmission
|Oct 7, 1957
|Mar 28, 1961
|Nolte Albert C Jr
|Electro-magnetic clutch mechanism
|Nov 16, 1959
|Apr 24, 1962
|Irving Stollman
|Magnetic wheel lock
|Sep 19, 1962
|May 25, 1965
|Curtiss Wright Corp
|Electro-magnetically actuated normally disengaged spring clutches
|Oct 28, 1963
|Feb 1, 1966
|Gen Motors Corp
|Variable speed drive system
|Jan 14, 1970
|Nov 9, 1971
|Continental Conveyor & Equip
|Electric brake, drum, hub and rim assembly
|Jun 15, 1970
|Mar 14, 1972
|Warner Electric Brake & Clutch
|Helical spring clutch
|Jun 15, 1970
|Aug 22, 1972
|Precision Specialties Inc
|Compressor clutch
|Sep 21, 1971
|Dec 5, 1972
|Bendix Corp
|Adjustable time delay electromagnetic clutch
|Oct 1, 1971
|May 22, 1973
|Motor Wheel Corp
|Electric brake
|May 25, 1972
|Sep 4, 1973
|Dexter Axle Co Inc
|Electric brake construction
|Oct 4, 1971
|Sep 18, 1973
|United Aircraft Corp
|Bidirectional locking device
|Nov 6, 1972
|Sep 24, 1974
|Malion W
|Clutch brake mechanism with a lost motion connection
|Jun 3, 1974
|Aug 5, 1975
|Everest & Jennings
|Wheelchair hub brake
|Citing Patent
|Filing date
|Publication date
|Aug 12, 1983
|Sep 10, 1985
|Tachikawa Spring Co., Ltd.
|Headrest device for a vehicle seat
|Nov 29, 1982
|Dec 23, 1986
|Xerox Corporation
|Electromagnetic wrap spring clutch
|Dec 10, 1992
|Jul 12, 1994
|Mitsuba Electric Manufacturing Co., Ltd.
|Reverse rotation preventing device
|Nov 16, 1994
|Oct 10, 1995
|Bopp; Robert D.
|Wheel brake for shopping carts
|May 23, 1996
|Oct 13, 1998
|Fittje; James E.
|Electro-magnetic braking system
|Nov 24, 1998
|Aug 15, 2000
|Wu; Chin-Long
|Adjustable torsion damper
|Aug 7, 2002
|May 17, 2005
|Honda Giken Kogyo Kabushiki Kaisha
|Wheel structure
|May 27, 2008
|Apr 2, 2013
|C.R.F. Societ� Consortile Per Azioni
|Locking device for preventing a rotation and/or an axial movement of a pin, including shape memory releasing means
|Sep 13, 2012
|Oct 7, 2014
|Litens Automotive Partnership
|Driven accessory with low-power clutch for activating or de-activating same
|Aug 7, 2002
|Mar 13, 2003
|Yohei Makuta
|Wheel structure
|Jun 4, 2002
|Sep 9, 2004
|Ulf Braker
|Device for actuating parking brakes in motor vehicles
|Mar 2, 2007
|Sep 4, 2008
|Textron Inc.
|Assistive Front Electric Brakes For Gas Or Electric Vehicles
|May 27, 2008
|Jan 8, 2009
|C.R.F. Societa Consortile Per Azioni
|Locking device for preventing a rotation and/or an axial movement of a pin, including shape memory releasing means
|Jan 10, 2013
|Komorowski Jacek S
|Driven accessory with low-power clutch for activating or de-activating same
|Jun 20, 1986
|Jan 28, 1987
|Robert Bosch Gmbh
|Pressure modulator for anti-lock devices
|U.S. Classification
|International Classification
|Cooperative Classification
|European Classification


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text:
Welcome to Nestucca
River Outfitters (NRO), The Original Nestucca Valley
Sporting Goods!
We are open from
6:00 A.M. until 4 P.M. Winter season ( Springer season
5.30AM to
5:00 PM Sun - Thurs. 5:50 AM - 6:00 Fri.- Sat. ) seven days a week and we are located 20
minutes South of Tillamook at the junction of Hwy.101
and Hwy. 22 in the town of Hebo, Oregon. Our
location is central to all of the local bays and coastal
rivers in Tillamook County and the surrounding area
which includes Tillamook Bay, Nestucca bay, Nestucca
River, Little Nestucca River , Trask, Kilchis, Siletz,
Wilson, Miami and Tillamook rivers where
some of Oregon's finest Chinook (King) salmon and
steelhead fishing takes place. We offer guided
drift boat fishing trips utilizing fly fishing or bait
and tackle techniques on all our local rivers daily with
the top guides in the area. We are able to
accommodate large groups of 8 or more anglers with
advance notice. We also offer guided half day Crabbing
or sight seeing trips. There are a number of
lakes in the area that are stocked with trout year round
that make for fun fishing for kids and adults alike.
05/17/2016 Springer fishing is
grudgingly getting better. The fishing is not
super hot yet but it's getting better by the day. Last
week we were seeing only a couple of salmon a day. Since
the weekend we are seeing more like 10 to 12 fish a day.
Not much going on in Three Rivers yet, still only a
handful of fish. The projected rains for week end ought
to have a positive impact. Most all of the salmon we are
seeing are coming from the Nestucca Farmers to
Cloverdale and a few in tidewater. If you like summer
steelhead 1st bridge to the mouth of Three Rivers has
been the run to be in. It's going to get better as we
near June. June is out best month for Springers.
04/28/16 Things changing: From last
Friday to today we have seen 6 Springer's so far. It's
very early but 6 salmon in 6 days is an improvement. Yes
there are some summer steelhead in the mix. One boater
yesterday thanked us for sending him from 1st Bridge to
Three Rivers. This morning he conveyed that they hooked
6 steelhead, four were summers, they hooked four more
fish that they didn't get to see. He is back today
hoping it was good as yesterday was for them.
State game Officer Tip Line 800 452 7888
Deli IS OPEN!!
Deli IS OPEN!!
© 2006 Nestucca River
Outfitter, The Original Nestucca Valley Sporting Goods. All rights reserved.
Web design by


text:
'Survival Craft Inspectorate' Signs Middle East Agreement
UK-based 'Survival Craft Inspectorate' signs deal to provide for Qatar's onshore & offshore energy sector LS equipment needs. Survival Craft Inspectorate has signed an agreement that will see it establish an operational presence in the Middle East for the first time. The UK-based business has established formal links with Qatar-based IRM Offshore Services in the latest extension of its network of international bases. Senior figures from Survival Craft Inspectorate travelled to Doha to sign a memorandum of understanding with IRM counterparts in the presence of H.E. Sheikh Saoud Bin Abdulrahman Al-Thani, Chairman of IRM Offshore Services. IRM is a leading supplier of consultancy, engineering and project management services to the oil and gas industry. Its Director of Operations, Jaison Francis, said: "We selected Survival Craft Inspectorate to fulfil this demanding role as its current objectives and standards of expertise complement those of IRM in terms of the delivery of high quality products and services." Survival Craft Inspectorate currently has nearly 150 staff at nine locations worldwide: Aberdeen and Great Yarmouth in the UK, Florida and Houston in the United States, Canada, Norway, Singapore, Malaysia and Western Australia.
Indian Navy Submarine Explosion Update
The Indian Navy diving teams have been working nonstop to reach into the compartments of the submarine since rescue operations commenced early noon of August 14. The boiling waters inside the submarine prevented any entry until noon that day. Access to the inner compartments of the submarine was made almost impossible due to jammed doors and hatches, distorted ladders, oily and muddy waters inside the submerged submarine resulting in total darkness and nil visibility within the submarine even
Hagenuk Comms Systems for 3rd Combat Support Ship
Hagenuk Marinekommunikation GmbH (HMK), a subsidiary of Atlas Elektronik, is also equipping the 3rd combat support ship (EGV) of the German Navy with its communication system. A contract to this effect was signed recently with the consortium for the Class 702, 2nd batch. HMK will be responsible for the complete integration, installation and setting-to-work of the integrated communication system for the Class 702 replenishment ships; this includes the entire radio equipment for external
Hermes Awarded VSAT License
Hermes Communications Technology Awarded VSAT License in Libya The Libyan company, Hermes Communications Technology, has been awarded a VSAT License, issued by the Libyan government, which allows the company to provide VSAT communications to the oil and gas industry and other sectors in Libya. Glynn Wagg, Country Manager Libya, explains: "Our aim is to ensure that all our customers in Libya are provided with direct and extensive support and a more dependable and secure service
Suez Canal Authority Goes for Major Communications Upgrade
Provider of business collaboration and communication solutions, Avaya, says it has signed a major deal with Cairo ICT 2013, which enables the Suez Canal Authority to move their full 15,000 communications ports to Avaya Aura® Communication Manager. In a move towards complete unified communications the Suez Canal Authority will be able to improve employee mobility, centralizing the communications network with Modular Messaging technology that can 'find' employees and coordinates
Satlink Signs on with Fleet Xpress, FleetBroadband
Satlink Satellite Communications Ltd, a satellite communication and technical services provider, announced that it has become an Inmarsat Partner for Fleet Xpress and FleetBroadband. As part of the partnership Satlink's solutions will be integrated with Inmarsat's Fleet Xpress service to deliver value added services including its in-house developed Satbox, and Tracklite service that enhances connectivity to their existing global customer network involving merchant shipping, offshore
Treon Named Marketing Communications Manager at Ashland
Julie Treon has been named manager, marketing communications in Ashland's Corporate Affairs Department with responsibility for Ashland Specialty Chemical Company, effective June 2. The announcement was made by Martha Johnson, vice president, divisional communications, and director, corporate communications, Ashland Inc. Treon will be responsible for marketing communications planning and execution, including brand management and positioning, product publicity
ICO to Launch Global Mobile Communications Network
Currently, only 40 percent of the 60,000-80,000 large ships worldwide enjoy satellite communications. Just one percent of yachts and fishing boats have such capabilities. Five million small boats in coastal and inland waters mostly rely on fragmented terrestrial cellular coverage. ICO Global Communications is scheduled to begin launching its satellites later this year and will initiate affordable global mobile communications services (digital voice, data, and fax) in August 2000
RigNet Gets Brazil Offshore Communications Contract
RigNet wins 6-year contract from major contractor for managed remote communications services on an ultra-deepwater drill rig. "It is a pleasure to bring the Brazilian oil and gas market high-quality, leading managed communications services," said Mauricio Rubinsztajn, RigNet's Brazil General Manager. "It is especially exciting to have the opportunity to serve this major drilling contractor and its customer in Brazil with world-class reliable communications services via
Intellian, JRC Ink Partnership Deal
JRC to sell Intellian satellite communications products through its sales network within the Japanese market Intellian, a leader in maritime satellite communication antenna technology, and JRC, a world leading marine electronics manufacturer specialising in commercial navigation and communications equipment, recently announced a new partnership agreement. Under the arrangement, JRC will begin selling Intellian satellite communication products within Japan through their established
US Navy Orders General Dynamics' DMR Radios
The U.S. Navy awarded a contract modification to General Dynamics Mission Systems to build and deliver more than 30 new AN/USC-61(C) Digital Modular Radios (DMR), along with related materials and equipment for new Navy surface vessels and submarines.
This Day In Naval History: May 19
1813 - During the War of 1812, the frigate Congress, commanded by John Smith, captures and burns the British merchant brig, Jean, in the Atlantic. 1855 - The screw ship Powhatan lands her Marine guard at Shanghai, China, to protect the lives and property of Americans during a period of
IMO to Prevent Cyber-attacks
At a meeting of the IMO's Maritime Safety Committee (MSC), it was recognised that ships may also be exposed to so-called cyber-attacks. Now, the IMO wants to prevent hostile attempts to interfere with electronic systems in the maritime industry and it has therefore drawn up interim Guidelines
This Day In Naval History: May 26
1943 - USS Saury (SS 189) attacks a Japanese convoy south of Kyushu and sinks transport Kagi Maru, about 10 miles north of the Nansei Shoto. Also on this date, USS Whale (SS 239) sinks Japanese gunboat Shoei Maru (which is transporting men of the Guam Base Detachment) about 17 miles
ECSA Looks Forward to Improvement of Shipping Conditions in Arctic
European shipowners believe that the three priority areas of the new EU Arctic Policy Communication published by the Commission this week address all topical Arctic matters. Climate change and environment, sustainable development and international cooperation in the Arctic are equally
Turkish LPD Comes into Effect
Turkey has launched the building phase of its amphibious landing platform dock (LPD) warship for the Turkish Naval Forces with a ceremony on April 30, says Hurriyet. Last year, the Turkish government announced it signed a nearly $ 1 billion deal with a local shipyard to produce the
This Day In Naval History: May 2
1863 - During the Civil War, the steam screw sloop Sacramento, commanded by Captain Charles S. Boggs, seizes the British blockade-runner Wanderer off Murrells Inlet, N.C. 1896 - A landing party of 15 Marines and 19 Seaman from USS Alert arrive at Corinto, Nicaragua
WSS Offers 'One Stop Shop' Approach to Bunkering
Ship operators who rely on a myriad of companies for their global bunkering needs are wasting time, money and energy, with no guarantee of standardized quality of products and services, says Wilhelmsen Ships Service (WSS). In an industry defined by tight margins and cost constraints this
Halonen Named COO, Greencarrier Freight Services
Greencarrier Freight Services has promoted Jarmo Halonen to the role of Chief Operating Officer, with combined responsibility for the company's air, ocean, road and rail freight activities. This is the first time the four modes have been brought under the control of one director.
Harkand North America Salvaged by MBO
Ethos Offshore Completes Harkand North America Management Buy Out A team led by AJ Jain, Harkand North America Managing Director, has agreed to a management buyout (MBO) of Harkand's North American and African business. The new company, to be named ETHOS OFFSHORE LIMITED
This Day In Naval History: May 9
1860 - While off the Isle of Pines (now named Isla de la Juventud) near the south coast of Cuba, the screw gunboat Wyandotte captures the slaver William, which carries 570 Africans. 1926 - Lt. Cmdr. Richard E. Byrd and Chief Aviation Pilot Floyd Bennett report reaching the North Pole in their
Japan, Australia Deepen Defense Relationship
HMAS RANKIN conducts engagement visit to Japan The growing Defense relationship between Japan and Australia was given a boost this week when Royal Australian Navy (RAN) submarine HMAS Rankin conducted a port visit to Kobe, Japan from May 6-10, 2016
Telenor's Ka-band to Service 200 Terminals
Telenor Satellite has announced that its Ka-band satellite capacity packages for land-based services in the Middle East have surpassed initial expectations, reaching more than 200 terminals within the first six months of commercial operation.
This Day In Naval History: May 17
1942 - USS Tautog (SS 199) sinks Japanese submarine I-28; USS Triton (SS 201) sinks the Japanese submarine (I 64), and USS Skipjack (SS 184) sinks a Japanese army transport ship. 1943 - Destroyers USS Moffett (DD 362) and USS Jouett (DD 396) sink German submarine U 128
This Day In Naval History: May 18
1775 - Col. Benedict Arnold captures a British sloop at St. Johns in Quebec, Canada and renames her Enterprise, the first of many famous ships with that name. 1898 - During the Spanish-American War, boat parties from USS St. Louis and USS Wompatuck, under Capt. Caspar F


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Home :: Ladies Diamond Rings :: Diamond Bands :: Ladies Diamond Band
14K White Gold
1.00 ct.
GD-48411 :: Ask a Question
Product Selection
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1 Person Associated with "lovelylatina33"
Erika W. Marin 39 yrs, lovelylatina33
Erika Wouldn't Marin is 39 years old. She lives in Las Vegas, NV. She works in the capacity of Administrative Assistant. Her favorite TV show is Will & Grace. Comedies, Anger Management and Wedding Crasher are among her all-time favorite movies. On the web, Erika goes by the alias lovelylatina33.What is PeekScore?
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