text:
|Publication number
|Publication type
|Application number
|Publication date
|Sep 10, 2002
|Filing date
|Aug 3, 2001
|Priority date
|Aug 14, 2000
|Fee status
|Also published as
|Publication number
|Michael C. Ward
|Original Assignee
|General Kinetics Engineering Corporation
|Export Citation
|BiBTeX, EndNote, RefMan
|Patent Citations (2), Referenced by (8), Classifications (6), Legal Events (6)
|External Links: USPTO, USPTO Assignment, Espacenet
This application claims the benefit of U.S. Provisional Application Ser. No. 60/224,510, filed Aug. 14, 2000 entitled "SUSPENSION STRUT".
This invention relates to a hydraulic suspension strut for use in heavy vehicles.
Suspension struts are used in many types of vehicles to absorb and dampen transient forces that a vehicle is subjected to as it travels over terrain. In a typical suspension strut, there are a plurality of cavities that contain a viscous fluid such as hydraulic fluid (oil). As the strut is compressed, fluid is allowed to flow between the cavities through orifices of varying sizes. The viscous fluid flowing through the orifices provides damping within the strut. The amount of damping within the strut can be adapted to the types of transient loads expected by increasing or decreasing the diameters of the orifices through which the fluid flows and by changing the viscosity of the fluid itself.
It is known in the art that as a suspension strut reaches its full extension, harmful metal to metal contact may occur between the piston and piston guide in addition to large spike loads being transferred to the vehicle at the strut attachment points. This situation results in unnecessary component wear which will decrease the operating life of the strut. To avoid this situation, it is known in the art to increase the damping within the strut to slow the rate of expansion as the strut nears full extension. For this purpose, mechanical rebound stops are sometimes provided which are attached to the outside of the piston rod and contractible within the rod guide.
Generally, mechanical rebound stops consist of a resilient bumper or a piston/chamber arrangement. As the bumper compresses, it absorbs energy that would otherwise be dissipated by the contact of metal components within the strut thus avoiding unnecessary wear. The bumpers are inexpensive but have limited energy storage/dissipation ability. The piston/chamber arrangement relies on expensive machining and surface treatment processes to achieve higher levels of energy dissipation, and is not cost-effective.
This invention in a preferred embodiment provides a hydraulic strut which can be made in a relatively inexpensive manner and has a sliding seal that can increase the damping rate within the strut as the strut approaches full extension.
In one aspect the invention provides a suspension strut comprising:
(a) an outer cylinder having an inner surface;
(b) an inner cylinder defining a first space therein, said inner cylinder being slidable in said outer cylinder and defining an annular second space between said inner cylinder and said outer cylinder;
(c) said inner cylinder including a cap assembly defining a third space between said cap assembly and said outer cylinder;
(d) at least one valve on said inner cylinder to permit fluid flow between said annular second space and said third space; and
(e) a shutoff attached to the inner surface of said outer cylinder and cooperating with said valve to effect a gradual shutoff of fluid flow from said annular second space through said valve to said third space as said inner and outer cylinders are extended with respect to each other.
Further aspects and advantages of the invention will appear from the following disclosure, taken together with the accompanying drawings.
FIG. 1 is a cross sectional view of a suspension strut according to the invention, in full compression;
FIG. 2 shows a partial cross sectional view of the FIG. 1 suspension strut, illustrating a piston tube cap and plug;
FIG. 3 is a cross sectional view showing detail at one end of the cylinder tube;
FIG. 4 is a cross sectional view of a floating piston of the FIG. 1 strut;
FIG. 5 is a partial cross sectional view of the FIG. 1 suspension strut showing a fluid path as the strut extends;
FIG. 6 is a view similar to FIG. 5 but showing a closed fluid flow path;
FIG. 7 shows detail of a second embodiment of the suspension strut of the invention with grooved channels in the piston tube;
FIG. 8 is a plan view of a portion of the piston tube of FIG. 1 showing round orifices in the piston tube wall; and
FIG. 9 is a cross sectional view showing another embodiment of the suspension strut of the invention, using round orifices in the piston tube with a straight wear band.
Reference is first made to FIG. 1, which shows a suspension strut 20 according to the invention. Suspension strut 20 includes an outer cylinder assembly, shown generally at 22, having a cylinder tube 24 and an annular collar 26 welded to the inner surface of cylinder 24. Strut 20 also includes a piston tube assembly 28 having a piston tube 30 which is axially received in cylinder tube 24 and can slide axially therein, with a clearance between the piston and cylinder tubes 24, 30. The clearance between these tubes is divided by the collar 26 into a first annular cavity 32 to the left (as drawn) of collar 26, and a second annular cavity 34 to the right (as drawn) of collar 26.
Cylinder tube 24 is connected at its right-hand end (as drawn), by thread 40, to a cylinder head 42. The other end of cylinder tube 24 is welded to an end ring 44.
Cylinder head 42 includes an outer end 46 and an inner end 48. Located at the inner end of cylinder head 42 is a bowl-shaped cavity 50, positioned centrally within the cylinder head 42. Located near the outer end 46 of cylinder head 42 is a pivot bearing 52 which typically receives an axle from a road arm assembly (not shown). Bearing 52 is slidably received in cylinder head 42 and is held in place with locking rings 54 as is commonly known in the art. A bored hole 56 which extends to the exterior of cylinder head 42 from bearing 52 allows grease to be pumped into the bearing for lubrication purposes as required.
Also located within cylinder head 42 is a vent plug 58 which is used primarily during the manufacturing phase, to bleed air from the interior of the suspension strut. The vent plug 58 communicates with the interior of suspension strut 20 via cavity 50.
As mentioned, one end of cylinder tube 24 is welded to end ring 44. End ring 44 has an axially inner end 64 and an axially outer end 66. The axially inner end 64 of the end ring includes a recess 68 in its outer surface, which recess has a depth equal to the thickness of the wall of cylinder tube 24. The cylinder tube 24 is slid over the recess 50 and is then welded in position on the end ring 44. When the two components are welded together, the outer radial surface of the axially outer end 66 of end ring 44, and the outer radial surface of cylinder tube 24, are axially aligned and together form a smooth, continuous surface.
The cylinder tube 24 is covered over part of its length by a cylindrical protection tube 70. The protection tube 70 is mounted to the outer radial edge of a piston tube head 74 assembly, which is in turn connected to the piston tube 30 by thread 76. The protection tube 70 acts as a shield to reduce the likelihood of debris entering the interior of the suspension strut 20.
The axially outer end 66 of end ring 44 includes (see FIG. 3) an annular channel 78 on its outer radial surface which receives an annular scraper 80. The scraper 80 prevents debris from entering the interior of the suspension strut 20 between the protection tube 70 and end ring 44.
The inner radial surface of end ring 44 includes annular channels 82, 84, 86 and 88. Channel 82 contains an excluder seal 89 which prevents contaminants from being dragged into contact with the working fluid. Channels 84, 86 contain O-ring seals 90, 92 which bias step seals 94, 96 radially inwardly as shown in FIG. 1. These seals prevent high pressure fluid located in annular cavity 32 from escaping from the suspension strut by travelling between the inner radial surface of end ring 44 and the outer radial surface of piston tube 30.
Located within channel 88 is a guide ring 98 which can be made of Teflon™ or nylon or any other suitable material. Guide ring 98 helps to provide a smooth axial movement of piston tube 30 within cylinder tube 24.
Annular collar 26 (see also FIG. 5) includes an annular channel 104 in its inner radial surface. Channel 104, which is open at one end, receives a floating wear band 106 which can typically be made from any suitable material, e.g. suitable grades of steel, aluminum, brass or plastic. Wear band 106 has a tapered end 108 and a thick end 110. At the tapered end 108, the radially inner surface of wear band 106 tapers radially outwardly, as shown.
The wear band 106 is held within the channel 104 by a retaining ring 112 at the open end of channel 104. The retaining ring 112 rests in a second annular channel 114 which is deeper than channel 104. At the other end of collar 26, end wall 116 of the annular collar holds the wear band 106 in channel 104.
Annular collar 26 is dimensioned so that its inner diameter is slightly larger than the outer diameter of piston tube 30, providing a clearance between annular collar 26 and piston tube 30. However, the clearance is largely sealed by the wear band 106, which nevertheless allows a small amount of fluid flow between annular cavities 32, 34, so that in use, there will be fluid (e.g. hydraulic fluid) in cavity 32 to improve heat dissipation in the strut.
Piston tube 30 at its right hand end (as drawn) is fixedly mounted by thread 120 to a piston tube cap assembly indicated at 122 (see also FIGS. 2, 5, 6). Piston tube 30 also contains a conventional floating piston 124 which defines with cap assembly 122 a cavity 126 within the piston tube for high pressure fluid.
The piston tube head assembly 74 (at the left side of piston tube 30 as drawn) includes an outer end 130 and an inner end 132. Located centrally at the inner end is a bowl shaped cavity 134. Cavity 134 contains pressurized gas, typically nitrogen, which acts as a gas spring. When the strut is at rest, the pressures at cavities 195, 126 and 214 will be very close to being equal.
When the compressive force on the suspension strut is reduced, the pressure in cavity 195 will decrease, followed by that in cavity 126. Once the "stiction" at piston 124 is overcome, piston 124 will move to the right (as drawn), forcing fluid from cavity 126 to cavity 195. The gas in cavity 214 will continue to expand until its pressure is equal to the force imposed on the strut divided by the area (inner diameter) of the piston tube.
At the outer end 130 of piston tube head assembly 74 is a pivot bearing 136 which typically receives a support shaft from a vehicle (not shown). Pivot bearing 136 is slidably received in piston tube head assembly 74 and is held in place with locking rings 138 as is known in the art. A bored hole 140 which extends to the exterior of piston tube head assembly 74 from pivot bearing 136 allows grease to be pumped into the bearing for lubrication, as required.
Also located within piston tube head assembly 74 is a filler valve 142 which is used to pump or bleed gas from the cavity 134 as required. Filler valve 142 communicates between the exterior of piston tube head assembly 74 and bowl-shaped cavity 134 via bored hole 144. With the strut set at mid-stroke, the spring force in the strut is a function of the gas charge pressure. The spring rate, or rate of change of spring force as the strut is extended or collapsed, is a function of the size of cavity 214 with the strut at mid-stroke. Damping forces are produced principally by the pressure differentials across the piston head acting on the annular and bore areas, as is well known.
The floating piston 124 (see FIG. 4) includes annular channels 150, 152, 154 and 156 on its outer radial surface. Channels 150, 156 contain guide rings 158, 160 to ensure smooth axial motion of the outer radial surface of floating piston 124 on the inner radial surface of piston tube 30. Channel 152 contains an O-ring seal 160 outwardly biasing a step seal 162, while channel 154 contains an O-ring seal 164 which outwardly biases a bean seal 166. These seals prevent fluid from moving between cavities 126, 134 while at the same time allowing the floating piston 124 to travel freely within the piston tube 30 in response to displacement of the suspension strut.
Piston tube cap assembly 122 (at the right hand side of the piston tube 30 as drawn) includes (see also FIGS. 2, 5, 6) a cylindrical cap 170 which axially receives the outer radial surface of piston tube 30 on its inner annular surface and is secured thereto by thread 172. Cap assembly 170 also includes a cylindrical plug 174 which is received in the bore of piston tube 30 and is held in position by plug flange 176 which is trapped between cap 170 and the end of piston tube 30.
Plug 174 includes a first set of three axially aligned poppet valves 180 radially spaced 180� from each other. It will be appreciated that the number of poppet valves can be increased or decreased as desired. The axially outer ends of the poppet valves 180 communicate with a cavity 182 which is defined by axial spacing between plug 174 and cap 170. The inner ends of poppet valves 180 communicate with radially bored holes 184 through the wall of piston tube 30.
Also located within plug 174 is a second set of three poppet valves 188 which are axially aligned and spaced 120� from each other. Poppet valves 188 are each located 60� apart from poppet valves 180. The outer ends of poppet valves 188 communicate with cavity 182, while the inner ends of poppet valves 188 communicate with axially bored holes 190 in plug 174. The holes 190 in turn communicate with the cavity 126 in piston tube 30.
Plug 174 also includes a bored hole 192 along its central axis. Bored hole 192 allows fluid communication between cavities 126 and 182. Similarly, cap 170 includes a bored hole 194 along its central axis. Bored hole 194 allows communication between cavity 182 and a cavity 195 in the cylinder tube 24 at the right-hand side of cap 170. Cavity 195 is adjacent cavity 50.
Cap 170 also includes six compression check valves 196 which are axially aligned and radially spaced 600 from each other. Compression check valves 196 communicate with cavity 195 at their outer ends, and with annular cavity 34 at their inner ends, by channel 198 as is shown in FIG. 2. When the suspension strut 20 is placed in compression, fluid can flow from cavity 50 to annular cavity 34 via the flow path indicated by arrow 200 in FIG. 2. However, when the suspension strut is being extended, fluid cannot flow through the compression check valves 196 from annular cavity 34 to cavity 50 since compression check valves 196 allow only one way flow, as is known in the art.
Cap 170 also includes (see FIG. 2) two annular channels 204, 206 on its outer radial surface. Channel 204 contains an outer T-ring seal 208 and an inner O-ring seal 210 to place outward pressure on the T-ring seal 208. These seals prevent fluid from moving between cavities 34, 195 by travelling between the outer radial surface of cap 170 and the inner radial surface of cylinder tube 24.
Annular channel 206 contains a guide ring 212 which can be made of Teflon™ or nylon. Guide ring 212 ensures smooth axial movement between the inner radial surface of cylinder tube 24, and cap 170.
The operation of the strut is as follows:
In Extension
With reference to FIG. 1, which shows the strut 20 in maximum compression, it will be seen that as the compressive force on the strut decreases, gas contained within cavity 134 and in the piston tube at the left of floating piston 124 (indicated as cavity 214) can expand (since the gas will now be under higher pressure than the fluid within cavity 126). As the gas expands, floating piston 124 will be driven towards cylinder tube head 42, expelling fluid from piston tube cavity 126 into cavities 182, 195 and 50 via two different flow paths. Along one path, the fluid will flow through plug bore 192 into cavity 182, and through bore 194, before reaching cavities 195 and 50. Along the second path, fluid will flow through poppet valves 188, into cavity 182, and through bore 194, before reaching cavities 195 and 50.
As the fluid enters cavities 195 and 50, it will place an outward force on cylinder tube head 42 which will drive cylinder tube head 42 and piston tube head 74 away from each other. Consequently, collar 26 will move towards piston tube cap 170 which will reduce the volume of annular cavity 34. This will force fluid to move from annular cavity 34 through bores 184, through poppet valves 180, into cavity 182, through the bored hole 194 and into cavities 195 and 50 as indicated by the arrow 216 in FIGS. 2 and 5.
Eventually, strut 20 will be in equilibrium when the force exerted by the gas spring on the fluid in cavity 126 is equivalent to the compressive force being applied to the strut by the vehicle.
If the compressive force on the suspension strut 20 is reduced sufficiently, collar 26 will continue to travel towards piston tube cap 170. Eventually, the tapered end 108 of floating wear band 106 will begin to overlap bored holes 184. This will restrict fluid flow through bored holes 184 which will effectively slow the movement of hydraulic fluid from annular cavity 34 into cavities 182, 195 and 50. As the flow of hydraulic fluid from cavity 34 into cavities 182, 195 and 50 is reduced, the pressure within annular cavity 34 will increase such that the force exerted on the end wall of the collar 26 (including the floating wear band 106) will approach the force applied to the cylinder tube head 42 via the gas spring. This will increase the damping within the strut 20 and will slow the expansion of the strut.
If the compressive force on the strut 20 is further reduced, the thick end 110 of the floating wear band 106 will begin to seal bored holes 184, further increasing the damping effect. Eventually the bored holes 184 will be entirely sealed by the thick portion of the floating wear band 106 (see FIG. 6), causing cylinder tube head 42 to stop moving with respect to the collar 26. Extension of the strut will cease since the force on collar 26 exerted by the fluid in annular cavity 34 will be equivalent to the force exerted by the gas spring on cylinder tube head 42.
It will be appreciated that the gradual increase in damping that occurs as the suspension strut approaches full extension has several advantages. Firstly, metal to metal contact between the piston tube cap 170 and the collar 26 is avoided, which increases the. durability of the strut and makes the vehicle operation smoother and quieter. Secondly, reduced loads are transferred to the bearings, which will prolong their useful life.
Of course, other techniques can be used to achieve increased damping as the suspension strut approaches full extension, and which are within the spirit of the invention. For instance, the increased damping can be achieved (see FIG. 7) by having a wear band 106′ with uniform thickness slide over a tapered channel 220 in the piston tube 30. The channel 220 can be deepest towards its inner axial end and shallowest towards its outer axial end such that as the wear band 106′ slides over the channel 220, damping will gradually increase. Increased damping occurs because the area through which the fluid travels from annular cavity 34 through bores 182′ will be decreased, which will increase the pressure within annular cavity 34.
As another alternative, and as shown in FIGS. 8 and 9, a straight, untapered wear band 106″ can be used (as also shown in FIG. 7), in cooperation with a round drilled hole 184″ in the piston tube wall. This combination will also produce a graduated shutoff of fluid flow from annular cavity 34 through the poppet valves 180. In fact, it is found that because of restrictions to fluid flow in the poppet valves which are in series with flow through holes 184″, little or no additional damping effect occurs from the wear band 106″ covering the holes 184″ until (for example, with 6 mm diameter holes 184″) the holes 184″ are approximately half-covered by the wear band 106″. It should also be realized that even when the holes 184″ are fully covered by the untapered wear band 106″ and in fact until the front edge of the wear band is several millimetres or more beyond the front edge of the holes 184″, some fluid will flow through the clearance (typically 0.01 to 0.025 mm) between the wear band 106″ and the outer surface of piston tube 30. Of course fluid friction losses increase as the wear band covers the holes 184″, until eventually fluid flow is cut off.
It will be realized that the damping characteristics of the strut as the wear band covers the holes in the piston tube wall may be tailored as desired, by selecting appropriately the shape of the wear band (straight, or with a desired degree of taper), and by selecting the shape of the holes 184 (which can be round, or axially or even circumferentially elongated, and of a desired depth profile in axial and radial cross section).
In Compression
Assuming that the compression strut 20 is in a fully extended state as shown in FIG. 3, and a compression force is applied to the strut, fluid will flow from cavities 50 and 195 through bored hole 194 and into cavity 182. From cavity 182, the fluid can flow either through plug bored hole 192 into piston tube cavity 126, or through poppet valves 188 into bored holes 190 and then into cavity 126. Simultaneously, fluid will also travel from cavities 50 and 195, through compression check valves 196, and into annular cavity 34 via channels 198. As the gas spring cavity reduces in size, eventually the force exerted by the gas spring on. floating piston 124 will be equivalent to the compressive pressure on the strut. These equal and opposite forces will stop further compression of the strut. Assuming that the compressive force on the strut is sufficient to fully compress the strut, metal to metal contact can occur depending on the pressure in the gas spring.
It will be understood that preferred embodiments of the invention have been described, and that changes and alternative embodiments can be made within the spirit of the invention as described above.
|Cited Patent
|Filing date
|Publication date
|May 22, 1952
|Feb 21, 1956
|Self-centering shock absorber
|Dec 29, 1971
|Apr 16, 1974
|Tokico Ltd
|Shock absorber and suspension mechanism
|Citing Patent
|Filing date
|Publication date
|Nov 11, 2005
|Nov 4, 2008
|Honda Motor Co., Ltd.
|Shield assembly for a vehicle suspension
|Aug 31, 2010
|Jun 18, 2013
|Oshkosh Corporation
|Gas spring assembly for a vehicle suspension
|Jun 3, 2013
|Jul 1, 2014
|Oshkosh Corporation
|Gas spring assembly for a vehicle suspension system
|Jun 16, 2014
|Mar 31, 2015
|Oshkosh Defense, Llc
|Gas spring assembly for a vehicle suspension system
|Aug 14, 2013
|Jun 9, 2015
|Caterpillar Inc.
|Strut wear bands
|Nov 11, 2005
|May 25, 2006
|Julian Lamb
|Shield assembly for a vehicle suspension
|Sep 29, 2008
|Jul 30, 2009
|True Knowledge Ltd.
|Enhanced knowledge repository
|Jan 19, 2010
|Jan 4, 2012
|Double-cylinder magneto-rheological damper
|U.S. Classification
|267/128, 267/64.26, 188/286
|International Classification
|Cooperative Classification
|European Classification
|Aug 3, 2001
Owner name: GENERAL KINETICS ENGINEERING CORPORATION, CANADA
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:WARD, MICHAEL C.;REEL/FRAME:012046/0752
Effective date: 20010727
|Feb 28, 2006
|Fee payment
Year of fee payment: 4
|Mar 8, 2010
|Fee payment
Year of fee payment: 8
|Apr 18, 2014
|Maintenance fee reminder mailed
|Sep 10, 2014
|Lapse for failure to pay maintenance fees
|Oct 28, 2014
|Expired due to failure to pay maintenance fee
Effective date: 20140910


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#NewSteineHotelSnowDog Competition!
To celebrate the launch of the 'Snowdog-by-the-Sea Art Trail' on 24th September 2016, the New Steine Hotel is running a SnowDog Competition offering one lucky winner a complimentary night's stay at our Hotel! Simply post the funniest selfie with one of the many snow dog statues around the city.
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The New Steine Hotel, and it's owner Hervé Guyat, always like to live the Brighton lifestyle, hosting events to match the diverse and current trends of this vibrant city, as well as supporting the many amazing festivals year round.
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The New Steine Hotel proprietor's Hervé Guyat welcomes you to a very festive Brighton and offers regular customers a special thank you.
Video News – August 2014
With summer in full swing, fabulous weather and August Bank Holiday on its way, Brighton is a great city to visit.

subset: commoncrawl


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Murdoch Mysteries
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It has recently come to our attention that our friends down south (and even some fellow Canadians) may be missing out on the wonderfulness that is Murdoch Mysteries. | 16 Reasons Everyone Should Be Watching "Murdoch Mysteries"
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Hobie Adjustable H-Bar
Useful as a standing aid or mounting platform, the adjustable H-Bar will integrate with all H-Rail accessories for easy customization and fits most MirageDrive kayaks.
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Scarlet has captured the hearts of readers as well as the heart of Robin Hood, and after ceaseless obstacles and countless threats, readers will finally find out the fate of the Lady Thief.
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CES 2012: ViewSonic ViewPhone 3 Dual SIM Phone Announced in Las Vegas, As well As Two New ViewPad Tablets
ViewSonic just took the stage in Las Vegas to announce some fresh CES 2012 products, like the ViewPhone 3 dual SIM phone and the ViewPad 10 inch tablets 10pi and 10e. The handset can be seen below and know that it runs Android 2.3 Gingerbread and it's meant for a late Q1 debut with a price tag of $279 unlocked.
This dual SIM phone features HSDPA connectivity, WiFi, Bluetooth and a 3.5 inch touchscreen, while Gingerbread runs with the aid of a 800 MHz processor. As far as the tablets are concerned, both are 10 inch units, with the ViewSonic ViewPad 10e running Gingerbread, while the ViewPad 10pi runs both Windows 7 and Gingerbread. More info can be found out here, if you're into such tablets.
Back to the ViewPhone 3, this model is meant to hit Latin America first and in case you're wondering, its CPU is the single core ARM Cortex A8 kind. The folks who played with it at the ViewSonic booth mentioned a bit of lag caused by the 800 MHz processor, especially when swiping through homescreen pages and scrolling down applications list.


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Turn up for the Cincinnati in the New Era 9Fifty (70093246). This icy white snapback hat features a large Cincinnati Reds logo embroidered in cool white on crown. A New Era flag branding is embroidered on wearer's left side and a second Cincinnati Reds logo is found above the adjustable sizing enclosure at back of hat. Pair this hat to look fresh with any outfit. For sizing information, be sure to check our Size Chart. Looking for a store near you? Head over to our Store Locator.
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Does the market value of capital stock mirror the value presented in the related balance sheet accounts of the shares?
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text: hi all. the ipod touch was originally 1.1.4 and purchased the $20 january software upgrade. When I jailbroke it, i was then happy to see I was able to SSH (me, being an avid FreeBSD guy was pleased to see shell access to it) after jailbreak, I noticed that there's no mail, notes, stocks, weather and maps on springboard... so I followed threads in this forum. Was able to bring back notes, stocks and weather. Had trouble with maps but eventually found a working GMM.framework for ipod touch and it worked. Problem: I cannot restore mail. Please Register or Log in to view images I downloaded and overwrite the mobilemail app that was installed (coz it was'nt showing up in the springboard, only to find out that all I need to do was to rename a single file in springboard.app folder) if I go to /Applications/MobileMail.app and launch ./MobileMail it will show an error something like: Symbol not found: _GmailAccountUseRecent (something like .. it is expected by /System/Library/PreferenceBundles/MobileMailSettings.bundle/MobileMailSettings Others told me that this shows version mismatch... but i don't know... maybe... Please Register or Log in to view images i just wanna beg for some assistance in this forum. My take is that the mail.app that I have is from an iphone of different version, and it somehow needs libraries and it doesnt exists. does anyone of you have a good ipod touch 1.1.4 can you possible direct me to where I can get MobileMailSettings.bundle or zip/rar of an entire ipod touch built-in mail app including MobileMail.app and MobileMailSettings.bundle Thanks!


text:
Indonesia arrests key people smuggler who targeted Australia
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By Agustinus Beo Da Costa and Harry Pearl
JAKARTA/SYDNEY (Reuters) - Indonesian police have arrested an alleged key people smuggler who has targeted Australia since 1999, Indonesian and Australian authorities said on Saturday.
Abraham Louhenapessy was arrested in Jakarta this week for allegedly smuggling people into and out of Indonesia, said Indonesia's national police investigator Agus Andrianto.
The Australian government said in a statement that Louhenapessy, also known as Captain Bram, will be transported to Rote island in the Indonesian province of East Nusa Tenggara (NTT) to face court.
"We know that Captain Bram is a key player in the people smuggling networks across Indonesia and we congratulate the Indonesian National Police on their determination to stop this criminal from risking the lives of anymore vulnerable people," Australian Immigration Minister Peter Dutton said in the statement.
Louhenapessy was arrested over a failed attempt to send 65 mostly Sri Lankan asylum seekers to Australia from Indonesia in May 2015, The Sydney Morning Herald reported.
"The man is wanted by NTT police for a case of human trafficking. We are backing up the NTT police for the investigation of this case. He smuggled people into Indonesia and out of Indonesia," said Andrianto.
Australian Minister for Justice Michael Keenan said Louhenapessy could face up to 10 years in prison.
"We are extremely pleased this notorious people smuggler has been stopped... but we know there are more criminal people smugglers out there and we will continue to work with our regional partners to bring them to justice," Keenan said in the joint statement.
In its fight to stop people smugglers, Australia has adopted a tough asylum seeker policy which sees it intercept boats at sea and ship asylum seekers to Australian-funded detention camps in Papua New Guinea and Nauru. They are never eligible to be resettled in Australia.
The United Nations and human rights groups have called for the closure of the camps, which have been rocked by riots, deaths, self-harm by detainees and reports of sexual abuse.
(Reporting by Harry Pearl in Sydney and Agustinus Beo Da Costa in Jakarta; Editing by Michael Perry)
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Getting up early is one of the more unfortunate daily realities. For most of the year, there is nothing better than having the opportunity to sleep in.
But on one day a week each fall, that all changes.
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The anticipation of another entertaining battle on the gridiron and plenty of fun at the tailgates is enough to lure eight-year seniors out of bed.
Here's a look at 25 of the best tailgates throughout college football.


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|Spotlight on endive in the forcing room
You might have spotted Belgian endive in your local supermarket and thought "yet another salad green, nothing special." But you'd be wrong. Belgian endive is an amazing vegetable that requires significant agricultural ingenuity to grow.
I learned about Belgian endive on an excursion to California Endive Farms in Rio Vista, California, organized by the International Food Blogger Conference (IFBC). The bus ride from Sacramento to Rio Vista was enlivened by an engaging explanation of endive by Rich Collins, the founder of California Endive Farms (who provided the memorable quotes that make up the title and subheadings in this post).
Collins started with a pronunciation lesson: the plant we were going to see must be pronounced "ahn-deev." The other pronunciation, "n-dive," is used for field greens like curly endive and frisee, and it is important to keep them separate. A mnemonic that came to me today is to think "diva" when speaking of Belgian endive ("ahn-diva"): it requires a lot of pampering, but in the end you get something great. The tour group took the pronunciation guide to heart, and for the rest of the conference anyone who referred to Belgian endive as "n-dive" was quickly corrected — including one of the speakers, who was demonstrating a recipe that involved placing a dollop of chicken salad onto an endive leaf and said "n-dive."
Growing Endive is "A Really Wacky Process"In the mid-19th century, a Belgian farmer was drying some chicory roots in his cellar over the winter so he could roast them and use them as a coffee substitute. When spring brought warmer temperatures, he discovered that some of the roots had sprouted an ellipsoidal head of leaves. He tasted them, liked them, and realized that this process could be controlled. And so a new food product was created. These days, there are numerous producers in Europe, but California Endive Farms is the only producer in the United States.
Growing endive is a little like growing mushrooms, but instead of starting with spores, you start with a root (to learn about mushroom farming, check out my post about a tour of Far West Fungi). Growing the root is the most 'normal' part of the process: farmers sow chicory seeds in the field (about 50 varieties are commercially available, California Endive grows 5-8 each year). Fortunately for endive farmers, chicory is a vigorous grower (Collins called it a weed, and noted that it grows all over the region), so it is not too difficult to produce the root.
After around 5 months, fields are filled with sturdy plants held in place by a mature root that is about the size of 12 ounce bottle of beer. The harvest crew digs up each root, cuts off the leaves (about 16-20" in length), removes thin tendrils, and puts them into boxes. Around 40 million roots are produced per year in several fields. The greens are left in the field to compost in place, or might be disked into the soil to speed the process.
At the California Endive facility, the root is trimmed again with more care (it is important to have just the right amount of green top on the root and have it be even) and then placed into cold storage, where the root hibernates at a temperature around freezing (our visit to the cold storage room was quite bracing after the 100 F heat of Rio Vista). The entire season's harvest of roots are placed in cold storage and held until they are needed, thus allowing year-round production of the product so when the market needs endive, roots are ready to go.
|Roots ready for trimming (left), roots and frost in the cold storage room (right)
|A "wall of endive" in the forcing room
When the buds have grown to market size, the forklifts roll in and carry the trays to the neighboring packing house, where the endives are removed from the roots and packed and shipped (two of the biggest customers are Trader Joe's and Whole Foods).
On a normal packing day, the crew handles 25-30 tons of roots, creating a major waste stream. Looking at those chicory roots, one might think: "Why not sell them to New Orleans coffee companies like Cafe du Monde for their famous chicory-infused coffee?" A good idea, but it wouldn't last long: with the current use of chicory in U.S. coffee, it would take less than one day for California Endive to meet the annual demand. So, like many other agricultural wastes (okara from tofu making, almond husks, etc.), they are sold as cattle feed (and someday might be part of a feed-blend for mini-livestock, i.e., insects?).
I made a flowchart that shows the process:
"When you are eating endive, you are eating chicory"
Collins didn't tell us why the word endive is used in the U.S. instead of chicory. I would guess that that the early importers borrowed the French name since French cooking had such massive influence in the late 1800s and early 1900s. The vegetable goes by many names around Europe, as Elizabeth Schneider details in her invaluable Vegetables from Amaranth to Zucchini: the British call it Belgian or Brussels chicory, French-speaking Belgians call it chicon, Flemish-speaking Belgians call it witloof ("white leaf"). Wikipedia says that the Dutch also call it witloof and a German food glossary suggests that Germans call it Chicorée.
Eating and Cooking EndiveAt lunch under a tree at the Stillwater Orchards pear farm near Courtland, we enjoyed two endive salads, allowing me to eat more than the American per capita average of 4 leaves per year* via a "red, white, and blue salad" of red endive, white endive, blue cheese and pears (a similar recipe is on the California Endive blog), and a grilled endive salad (which reminded me a little of seared radicchio).
Schneider's book has some clever quips about endive: "Happily, Belgian endive is far easier to cook, eat, and enjoy than to cultivate or refer to correctly in print," and "whatever method [of cooking] you choose, Belgian endive is likely to respond kindly." She follows these quips with tips on preparation, several pages of recipes, and a "Pros Propose" section with suggestions from professionals like Joyce Goldstein, Barbara Kafka, and Yamuna Devi. You'll also find plenty of recipes at megasites like Epicurious and NYT Cooking.
Other Posts about the Endive Tour From IFBC Attendees (and Press)
- The Food Blog from the UC Division of Agriculture and Natural Resources: Endive provided a career-long challenge to Rio Vista farmer/entrepreneur
- Whole Food Bellies: Produce in Spotlight: What is an Endive?
- Minnesota Farm Living: What I Learned at the Farm-to-Fork Food Blogger Conference
- Sacramento Bee: Out-of-town bloggers take to Sacramento's farm-to-fork approach
- Plenty of great photos and comments at the #ifbc hashtag on Twitter
* After saying that his "biggest competitor is ignorance," Collins noted that the average annual per capital consumption of Belgian endive in the U.S. is about 4 leaves. In France, it is 8-9 pounds.
Random link from the archive: 7 Year Bread (pumpkin pecan spiral)


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Hurtigruten Midnatsol Cruise Reviews
35 Hurtigruten Midnatsol Cruise Reviews
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Member Since 20161 review
3 helpful votes
Sailed October 2016
I chose this cruise 14 months ago because of a good offer. Its ports of call were departure from Montevideo; Puerto Madryn, Argentina; the Falkland Islands; Antarctica; Chilean Fjords; then flight from Punta Arenas to Santiago de ... Read more
Member Since 20161 review
3 helpful votes
Sailed August 2016
A dream came true. One of the best holiday experiences. Exillent service and food onboard. Ship is overall clean and in good condition. Panorama salon is nice to be in during bad weather and evenings. There is a very nice and friendly ... Read more
Member Since 20161 review
20 helpful votes
Sailed May 2016
I must admit after reading some reviews of Hurtigruten's Midnatsol, my husband and I were apprehensive. We were on a tour with Gate 1. The embarkation process could not have gone any smoother. There were no problems. We were half ... Read more
Member Since 20081 review
920 forum posts
12 helpful votes
Sailed March 2016
A journey up the Norwegian coast in the winter is like a fairy tale. It's amazing! To see Norway in a more natural light, without tourists, and snow covered is a wonderful experience. I'm so glad I did this. The ship is lovely, and ... Read more
Member Since 20161 review
4 helpful votes
Sailed December 2015
There were four of us visiting Norway Winter chasing the Northern lights on this working ship Interesting experience 3 of us very experienced travelers The ship was well presented similar to other cruise ships decorated for ... Read more
Member Since 20124 reviews
6 forum posts
11 helpful votes
Sailed November 2015
This was our 25th cruise with various companies & this was a totally different experience as it is 'a working ship' it is a cruise ship, a car ferry, a daily passenger ship with people using it as we would a train or a bus getting on ... Read more
Member Since 20151 review
13 helpful votes
Sailed September 2015
This was our first Hurtigruten cruise (from Svoelvar to Bergen) after having taken seven other cruises globally on other cruise lines. This was a very disappointing cruise. We appreciated the newer ship and some beautiful remote ... Read more
Member Since 20151 review
5 helpful votes
Sailed August 2015
This was our 6th cruise. The ship was very nice but the food was bland, unimaginative and nearly the same every meal. The ship had NO activities for guests, other than reading or watching the scenery. There was a theater, but it was ... Read more
Member Since 20151 review
9 helpful votes
Sailed July 2015
Truly the MOST money grubbing and mercenary organisation I have ever encountered. Combine this with an appalling military attitude to PAYING clients-customers and you have Hurtigruten. At dinner last night we were served by slamming down ... Read more
Member Since 20151 review
6 helpful votes
Sailed May 2015
My mother and I traveled to Bergen end of May 2015 and took the MS Midnatsol up to Kirkenes for a seven day voyage. It was on my mothers bucket list (she is 80, I am 46). I did plenty of research ahead of time and had a pretty good idea ... Read more
Member Since 20151 review
3 helpful votes
Sailed March 2015
Most of the staff is extremely rude, especially if you are under a special diet or God forbid incase something happens. On our trip the staff was young and not knowledgeable and resisted for you to speak to management. We found that the ... Read more
Member Since 20151 review
6 helpful votes
Sailed February 2015
About 10 days before cruise I needed a minor operation on my knee which left me on crutches. Before setting out, I informed Hurtigruten and the airline they use of my restricted mobility. Yes we saw the Lights and the food - especially ... Read more
Member Since 20131 review
1 helpful vote
Sailed November 2013
I was part of the Astronomy Voyage on this 12 day on the Hurtigruten Cruise so will break into 2 parts. Cruise- The embarkation process from the Hurtigruten building was painful. We were advised to be there from 2-4pm and staff would be ... Read more
Member Since 20131 review
5 helpful votes
Sailed September 2013
This is a warning to any prospective passengers of Hurtigruten. The Midnatsol is 20,000 DWT and carries a maximum number of passengers of 1,000. This actually makes it a very crowded ship in comparison to other cruise ships. Its staffing ... Read more
Member Since 20131 review
1 helpful vote
Sailed July 2013
Our vacation began in Amsterdam, where we spent two days, then flew to Bergen aboard a KLM airliner. We had researched and prepared for our cruise for a long time, watching Norway through available webcams before we left, checking weather ... Read more
Member Since 20131 review
2 helpful votes
Sailed May 2013
I had been keen to do the Classic Voyage for its visual attractions, for many years, but was somewhat reluctant about the whole cruising experience. As part of a package to southern Norway in May 2011 I was able to sample 2 days (one ... Read more
Member Since 20052 reviews
729 forum posts
Sailed December 2012
Background information We were four Americans and two Norwegians traveling together. Two of us (Americans), did the round trip, the other four only did the north bound voyage and got off the ship in Kirkenes. The Norwegians had never been ... Read more
Member Since 20111 review
1 helpful vote
Sailed June 2012
We have for many years wanted to undertake the Norwegian Coastal Voyage from Bergen all the way to the Russian Border and back. We also wanted to arrive in Bergen by ship from the UK but alas cheap air fares have caused the demise of the ... Read more
Member Since 20121 review
Sailed April 2012
Traveling to the arctic circle and seeing the Norwegian Fjords has always been one of our travel wishes and we were attracted to the Hurtigruten air inclusive offer from Newark to Bergen including all transfers and a night in a very nice ... Read more
Member Since 20121 review
1 helpful vote
Sailed March 2012
Since this was our first cruise ever, our experience may be different from some seasoned cruise travelers who may have different expectations of what a cruise is. As travelers we are fairly independent, like making arrangements for ... Read more
Sailed February 2012
Food: no choice . Acceptable but not very inspiring. Very poor service from an argumentative waiter who told us we should eat what we were given. Couldn't cope with a request for "no fish" Wine at about £45 a bottle in the "wine ... Read more
Sailed February 2012
The ship and the staff are first class. Spotlessly clean, very friendly staff and very helpful and polite always. Breakfast was amazing lots to choose from with fruit, dried fruits, cereals, yoghurt, bread, eggs, cheeses, coldmeats, ... Read more
1 review
1 helpful vote
Sailed February 2012
Overall a good experience for my first cruise however there were some areas which concerned me. The staff were extremely supportive with a special diet. The deck near the hot tub became extremely dangerous due to water spilling from ... Read more
1 review
1 helpful vote
Sailed November 2011
We received an email offer from Hurtigruten, 12 day round trip on full board inc flights in an outsi de cabin on deck 8 (top deck) for £2500. We had never cruised before so decided that this offer was worth trying out. First ... Read more
Sailed September 2011
This was our first cruise and were impressed with the facilities. The Midnatsol looks to be one of the newer ships in the fleet and it had some nice touches like a top deck jacuzzi, sauna (with a view) and small gym (with a view). A ... Read more
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