text:
|Publication number
|Publication type
|Application number
|Publication date
|Jul 13, 1982
|Filing date
|Feb 11, 1980
|Priority date
|Feb 11, 1980
|Also published as
|Publication number
|Paul A. Pelligrino
|Original Assignee
|Twin Disc, Incorporated
|Export Citation
|BiBTeX, EndNote, RefMan
|Patent Citations (12), Referenced by (38), Classifications (20), Legal Events (1)
|External Links: USPTO, USPTO Assignment, Espacenet
1. Field of Use
This invention relates generally to control systems for multi-speed shiftable power transmissions such as are used in off-highway trucks. In particular, it relates to an electronic logic controller for such systems which receives relevant signal information and provides control signals to effect automatic shifting, provided predetermined operating conditions are met.
2. Description of the Prior Art
U.S. Pat. Nos. 3,805,640 and 4,015,488, owned by the assignee of the present application, each disclose a control system for a multi-speed shiftable power transmission wherein a plurality of clutches in the transmission are hydraulically operated to effect shifting. Each clutch is operated by a separate individually actuatable solenoid valve, and these solenoid valves are actuated in proper sequence to effect shifting by an electronic controller which receives signal information from a speed range selector switch and other appropriate sources. These prior art systems are complex and costly because each requires a plurality of clutch solenoid valves, redundant hydraulic circuitry therefor, and redundant electrical circuitry in the electronic controller in order to effect proper sequential operation of the clutch solenoid valves. Furthermore, since each shift from one speed range to another requires sequential operation of several solenoid valves, the time to effect each shift is unduly prolonged.
U.S. patent application Ser. No. 73,508 filed Sept. 7, 1979 by Behlke, Black and Steinhagan, and owned by the assignee of the present application, discloses an improved multi-speed shiftable power transmission wherein the several hydraulically operated clutches for shifting the transmission to different speed ranges are operated by a novel solenoid-operated single rotary speed range selector valve. This rotary valve, which is movable to desired rotary positions by its solenoids, rapidly distributes pressurized hydraulic fluid to the appropriate clutch and eliminates the need for a separate individually actuatable solenoid valve for each transmission clutch. The rotary range selector valve and its drive means (including a geneva wheel and rack and pinion drive therefor which is actuated by upshift and downshift solenoid valves to rotate the range selector valve in step-by-step increments) insures that the transmission is shifted only one speed range at a time and insures that an engaged clutch for one speed range will be disengaged before another selected speed range clutch for another is engaged. Furthermore, blocker means are provided for preventing rotation of the geneva wheel and the range selector valve and thereby preventing engagement or disengagement of a clutch, unless the rack and pinion drive means for the geneva wheel is in a proper predetermined position. The arrangement offers many advantages, including reduced time between releasing one range clutch and engaging another, thereby enabling extremely fast shifts of the transmission.
The present invention provides an improved control system and electronic controller for use therein for a power transmission of the type wherein a solenoid-operated rotary range selector valve is employed for shifting (i.e., effecting clutch operation) and is especially well-adapted for use with a transmission of the type disclosed in application Ser. No. 73,508, for example, or others using a movable range selector valve.
Broadly considered, the present invention contemplates a multi-speed shiftable power transmission having several hydraulically-operated shifting clutches therein which are selectively operable by means of a solenoid-operated valve (or otherwise moved) by means of upshift/downshift solenoid valves acting upon selector valve drive means and a prepositioning solenoid valve is also provided. The control system contemplates a selectively operable multi-position range selector switch (operable manually, for example); detector means such as magnetic pickups for sensing the speeds of the input and output shafts speed; a limit switch and a rotary switch for sensing the condition (readiness for operation) and the rotary position, respectively, of the range selector valve; and an electronic controller. The electronic controller receives electric signal information from the range selector switch, the detector means, the limit switch and the rotary switch; processes this information by means of logic circuitry therein; and provides appropriate output or control signals to the prepositioning solenoid valve and the upshift/downshift solenoid valves to thereby operate the rotary range selector valve to effect automatic shifting of the transmission to a selected speed range, provided predetermined conditions are met.
In a preferred embodiment of the invention disclosed herein, the power transmission is mounted on an off-highway heavy-duty load-handling dump truck type vehicle. The transmission input shaft is driven by a torque converter which in turn, is driven by an internal combustion engine, and the transmission output shaft is connected to drive the vehicle wheels. The torque converter includes a solenoid-operated lockup clutch and the transmission includes a solenoid-operated retarder clutch, both of which must be disengaged during shifting, which are operated in an appropriate manner and sequence by the electronic controller. The preferred embodiment including other auxilliary switches which provide relevant input signal information to the electronic controller, such as a throttle position switch actuated by the vehicle accelleration pedal, a retarder clutch pressure switch, a neutral start switch, also lockup pressure switch, a cargo (dump) body position switch, a cargo hoist valve air-pressure switch, a manually operable dump override switch, and so on. Furthermore, the electronic controller provides relevant information which is displayed on a display device on the vehicle operator's dashboard, such as vehicle speed, selected transmission range, condition of the lockup and retarder clutches, operational state of the electronic controller, and identification and location of specific system failures, if any.
A transmission control system and electronic controller therefor in accordance with the invention offers several advantages over the prior art. For example, it is especially well-adapted for use with rotary (or otherwise movable) range selector valves to effect relatively fast shifting. It processes a greater variety of input signal information than prior art systems and thereby increases the likelihood of correct system operation; reduces the possibilities of system malfunctions or component damage under adverse conditions; responds to a wide variety of possible system failures to effect either automatic protective action, such as system shut-down or fail-safe response, or provides adequate and timely warning to the operator so that appropriate action may be taken. These and other advantages will hereinafter appear.
FIG. 1 is a schematic diagram of a transmission system and control system therefor, including an electronic controller, in accordance with the present invention;
FIG. 2 is an enlarged schematic diagram of part of the hydraulic circuit of the control system of FIG. 1, showing the rotary range selector valve and certain solenoid valves associated therewith;
FIGS. 3(A) and 3(B) taken together show an electric circuit diagram of the control system and electronic controller of FIG. 1;
FIGS. 4(A), 4(B), 4(C) and 4(D) taken together show a schematic diagram of the logic functions performed by the electronic controller of FIG. 3.
FIG. 1 shows a transmission system and a control system therefor, including an electronic controller EC, in accordance with the invention, which are understood to be mounted in an off-highway vehicle, only portions of which are shown. The transmission system includes a torque converter TC which is connected to be driven by the vehicle engine or prime mover PM. Torque converter TC is connected to drive an input shaft IS of a power transmission T which has an output shaft OS which is connected to drive the vehicle wheels W. Torque converter TC includes a conventional solenoid-operated lockup clutch LC. Transmission T includes a conventional solenoid-operated retarder clutch RC. The vehicle is provided with a load-carrying dump body B which is pivotably movable in a conventional manner by an extendable/retractable hydraulic cylinder HS which is operated by a dump body control valve DV. The vehicle engine PM is understood to include a throttle TH which is operated to effect changes in engine speed by means of an accelerator pedal AP which is understood to be mounted on the floor F in the vehicle operator's cab (not shown).
Power transmission T is, for example, a hydraulically-operated multi-speed shiftable transmission capable of forward, neutral and reverse operations, and having a plurality of forward speed ranges. Transmission T is understood to include a plurality of conventional hydraulically-operated friction plate type shifting clutches (not shown) which operate in combination with a plurality of various gears (not shown) to provide, for example, nine forward speed ranges, a neutral (or starting) range, and one reverse speed range. Such a clutch arrangement and mode of operation is disclosed in detail in U.S. Ser. No. 73,508.
The shifting clutches (not shown) in transmission T are operated by the transmission control system shown in FIGS. 1, 2 and 3(A) and 3(B). The system includes a rotary range selector valve RSV which is operated by three solenoid valves designated as a pre-positioning solenoid valve PPS; an upshift solenoid valve US; and a downshift solenoid valve DS. These solenoid valves, as well as a lockup solenoid valve LUS for lockup clutch LC of torque converter TC, and the solenoid valves NSVS, ROS and RIS for transmission T are connected to and operate in response to electrical signals received from electronic controller EC.
The controller EC receives electrical input signals to effect properly timed operation and sequencing of the aforementioned solenoid valves from several sources, including, for example, an operator's shift range selector switch CL; a limit switch LS and a rotary switch 59 which are located in transmission T and connected to rotary valve RSV, as hereinafter explained; a first magnetic type speed sensing device SS connected to respond to the speed of the transmission power output shaft OS and a second magnetic type speed sensing device ISS connected to respond to the speed of the transmission power input shaft IS. The controller EC also receives other electrical input signals from other switches connected thereto, as hereafter explained. The shift selector switch CL includes a manually operable shift lever SL which is movable from neutral position N to reverse position R or to any one of nine forward positions F1 through F9, as FIG. 1 shows. Such positioning of shift lever SL provides appropriate electrical input signals indicative of shift lever position to controller EC and the latter provides appropriate output signals to operate the transmission clutches.
As FIGS. 1 and 2 make clear, the range selector valve RSV and the three solenoid valves therefor are mounted in a housing H1 which is secured to main transmission housing H. Interconnecting fluid passages therebetween, shown in FIG. 2, serve as a means by which pressurized hydraulic fluid is communicated between the control system and the various hydraulically actuated clutches (not shown) of transmission T.
As FIG. 2 best shows, a shaft 56 is rotatably journalled within the housing H1 and the rotating range selector valve RSV is secured thereon for rotation therewith. A geneva wheel 60 having a series of circumferentially spaced and radially extending open slots 61 is secured to valve RSV for rotation therewith. An electrical rotary switch 59 is connected to the end of shaft 56 and provides feedback to controller EC and indicates the speed range which the valve RSV is in, as will appear.
The range selector valve RSV is in fluid communication with various passages shown in FIG. 2 located in a fixed base plate 62 and in a fixed ditch plate 64. Shiftably mounted in the ditch plate 64 is a neutral safety valve NV operated by the neutral safety solenoid valve NSVS and a shuttle valve SV (FIG. 2).
The rotary selector valve RSV is mounted in the valve body 66, as shown in FIG. 2. It will be appreciated that base plate 62, ditch plate 64, and valve body 66 are all secured together to generally form the housing H1.
A geneva drive member 76 is journalled on anti-friction bearing 77 mounted in body 72 and cam follower 78 is fixed on drive member 76 and extend therefrom to be engageable in slots 61 of the geneva wheel 60. The geneva wheel 60, cam follower 78 and drive member 76 in general constitute a geneva drive GD. Spacers 79 may be secured in certain of the slots 61 to mechanically block these slots of the wheel to thereby prevent the selector valve RSV from being shifted to a speed range higher than is permitted in a specific use or from being shifted below the reverse speed range.
In the arrangement of FIG. 1, the sensing means take the form of a two magnetic pick-ups, one (ISS) for the torque converter output speed and another (SS) for the transmission output speed, and an eleven position-responsive rotary switch 59 and a limit switch LS both connected to the rotary range selector valve RSV. In addition, the rotary selector valve RSV is provided with a pre-positioning solenoid valve PPS. The torque converter TC is provided with a lockup solenoid valve LUS. The transmission T is provided with a neutral safety solenoid valve NSVS, a retarder clutch interrupt solenoid valve RIS and a retarder clutch overspeed solenoid valve ROS. All solenoid valves are operated in an appropriate manner and sequence by output signals from the electronic controller EC in response signal information provided to the electronic controller EC by the manually operable shift selector switch CL which has a control lever SL, by the speed sensing means hereinbefore described and by auxilliary switches required by the system. Such auxilliary switches include, for example, a throttle position switch APS actuated by the vehicle accelerator pedal AP, a retarder clutch pressure switch RPS, a neutral start switch NS, a lockup pressure switch LUPS, a cargo body position switch CBS, a cargo hoist valve air-pressure switch HVPS, a manually operable dump override switch DOS, all of which switches and others are hereinafter described in detail. Furthermore, the electronic controller EC provides information which is displayed on a display device DD the operator's dashboard, including such information on vehicle speed, transmission range selected by the operator, condition of the torque converter lockup clutch LC and the retarder clutches RC, operational state of the electronic controller EC and other relevant information, such as identification and location of specific system failures, if any.
The range selector valve RSV is a transmission-mounted 11-position mechanical-hydraulic valve assembly actuated by the three electric solenoid valves US, DS, PPS. The transmission T can be shifted up or down one gear at a time through nine forward gear ranges, neutral and one reverse. The valve RSV prevents multiple clutch engagements inadvertently and keeps the transmission in gear regardless of loss of electrical power to the system. The correct sequence of signals from electronic controller EC to the various solenoid valves and other check points in the electronic circuitry completes a single up or down shift. The top gear that can possibly be achieved can be limited by internal adjustment within electronic controller EC or by operator placement of lever SL of the electric range selector switch CL in maximum position. For example, placement of range selector lever, SL in 6th gear range allows the transmission T to operate automatically from ranges 1 through 6. Vehicle reversals, as well as shifts to neutral, are inhibited above a pre-set transmission output speed, as sensed by pickup SS. Operator shifts from neutral to forward or reverse are controlled by the torque converter turbine speed, as sensed by pickup ISS. These shifts are not allowed above a pre-set speed, so as to prevent excessive driveline torques.
During upshifts and downshifts, lockup clutch LC and retarder clutch RC are both disengaged, but the lockup clutch LC will re-engage after a 1.5 sec. delay, if the torque converter turbine speed is still calling for the lockup clutch. The retarder clutch RC, however, will remain disengaged until the vehicle overspeeds in the new range, or the operator manually actuates the retarder clutch RC by means of foot pedal RP and retarder valve OR. A pressure switch APS located on the accelerator pedal AP is used to signal the electronic controller EC not to allow up shifts. If the operator removes his foot from the pedal AP, all upshifts are stopped; normal downshifts, however, will occur at their scheduled shift points.
The cargo body position switch CBS and hoist valve pressure switch HVPS monitor the cargo body B position. When the body B is raised and either switch is open, the electronic controller EC checks which gear the vehicle is in. If it is in any forward gear, it will not affect the operation. If the vehicle is in reverse, the controller EC will automatically shift the transmission T to neutral, regardless of the electric range selector CL position. Once the body B is raised, reverse gear cannot be engaged until the body B is lowered and the selector switch CL is cycled from reverse to neutral to reverse.
When the cargo body B is raised, operation of dump overrided push button emergency switch DOS, which is dash mounted, allows the transmission T to be shifted to first forward, regardless of torque converter turbine speed, transmission output speed, or electric range selector switch position. Once switch DOS is released, the transmission T shifts to neutral provided the output speed SS is below the inhibit set point.
The lockup clutch LC is operated by electric solenoid valve LUS. A signal from the electronic controller EC causes the lockup clutch LC to engage and disengage at pre-set speeds as sensed by the torque converter turbine speed pickup ISS. The lockup clutch LC is disengaged during any transmission shift, and remains so for approximately 1.5 seconds before re-engaging. Engagement of the lockup clutch LC also occurs during operation in the retarder mode, which is signaled by the retarder clutch pressure switch RPS. A signal light (not shown) on the dash mounted indicator panel DD signals a lockup condition by monitoring the LUPS.
The retarder clutch RC is actuated either manually, by operator control of the cab floor mounted pedal actuated valve OR, or automatically by the electronic controller EC. When speeds in excess of the normal engine high idle speed are achieved, the electronic controller EC engages the retarder clutch RC to full capacity. This mode has an adjustable speed set point based on torque converter turbine speed.
The torque capacity available in the retarder clutch mode is controlled through pressure regulation. The pressure is operator controlled through the cab floor mounted pedal AP. The retarder clutch RC is automatically disengaged when a transmission shift is initiated.
During a normal up or down shifting operation the system operates as follows.
Speed is defined by the speed pick up or sensing device SS at the transmission output shaft OS. Transmission T is shifted by operation of hydraulic range selector valve RVS which operates so as to route fluid pressure to the appropriate clutches only in the transmission. The valve RSV can be moved up or down only one gear range increment at a time by means of appropriate operation of the three solenoids US, DS, PPS.
To make any one range shift, a particular sequence must be followed. For example, upshift from any gear range to the next higher gear range the following sequence occurs. Limit switch LS is used to check the axial position of the actuator of rotary valve RVS by looking for a fully disengaged position (i.e., contacts closed). If the contacts are closed, shifting can continue. If not closed, electronic controller EC turns on a "computer inoperative" light on dash panel DD and displays an error code indicative of this failure.
Assuming correct operation, controller EC effects operation of that solenoid in the opposite direction to the direction of the shift required (in this case the down solenoid DS, since in the example shift is to be up). Then controller EC effects energization of the pre-position solenoid PPS. After a 0.2 second delay, but before the energization of the up shift solenoid US, the controller EC again checks the position of the limit switch LS, as disclosed above. If LS is off (e.g., contacts open) the sequence continues. If LS is on, controller EC turns on the "computer inoperative" light on panel DD and displays an error code indicative of this failure. Assuming correct operation, controller EC energizes the upshift solenoid US. This allows hydraulic fluid pressure to move the rack 82 and rotate the selector valve RSV one gear range. Full attainment of the new upshift position checked or determined by examination by controller EC of a signal from the eleven position rotary switch 59 which is driven by the stem of valve RSV. If proper movement is achieved, and after a 0.2 second delay, controller EC de-energizes the pre-position solenoid PPS and the upshift solenoid US. The valve RSV is now ready to proceed to the next appropriate gear change when so signalled by the speed signal from controller EC.
If the signal from the rotary switch 59 does not show achievement of the correct gear, as called for by the transmission speed, the controller EC aborts or negates any further operator shifts and causes turn on of the computer inoperative light on panel DD and displays the proper error code.
The transmission T can be shifted up and down through nine forward gear ranges, neutral and one reverse gear range if predetermined upshift and downshift signals related to transmission output speed are present. These speed signals or shift points for upshift are adjustable or presettable for defining each speed range. The downshift points are also adjustable.
Provision can also be made to wire in a maximum number of upshifts to enable use of the controller EC on a transmission with less than nine speeds, for example. The maximum gear range that can also be automatically achieved by controller EC is limited in that it is equal to placement of the range selector CL in any forward range. Controller EC initiates automatic shifts starting in first gear range forward up the higher forward range selected. Shifting takes place automatically upon achievement of transmission output speeds as scheduled for each range and indicated by sensor ISS. The achievement of the highest speed range selected by the operator by means of selector CL limits transmission gear range regardless of higher transmission output speeds. The transmission T is then allowed to automatically downshift to an appropriate gear range determined by actual torque converter turbine speed without any change in position of selector Cl. Downshifting proceeds only down to its first gear range.
The placement of the shift selector CL in neutral when the vehicle is traveling forward at a speed above some predetermined speed results in non-attainment of neutral gear in the transmission T until a sufficiently low speed is achieved and signalled by sensor SS. This speed is adjustable and can be designated as an inhibit speed. The placement of the shift selector SL into reverse subjects the system to the same logic by controller EC as applies to neutral, as explained above. This inhibit speed function is applicable in shifting from forward to reverse or from reverse to forward shifts.
The placement of the shift selector SL into reverse or any forward speed range from neutral position results in a non-attainment of the selected direction and shift unless the following conditions are met: First, transmission output speed must be below the inhibit speed (inhibit speed may, for example, be equal to approximately 1/4 of the maximum speed attainable in first speed range forward). Second, torque converter TC turbine speed must be less than a selected speed, such as 1500 RPM.
Operator movement of the shift selector CL at any time to a lower gear allows controller EC to effect a lower gear downshift only when the correct speed is achieved by the torque converter turbine shaft IS, sensed by sensor ISS. This speed is factory chosen on the basis of full throttle engine operation.
During any transmission upshift or downshift, the solenoids LUS and RIS, ROS actuating the lockup clutch LC and the retarder clutch RC must first be actuated so that both of these clutches are disengaged during each transmission shift.
This is accomplished by the controller EC. Switch APS furnishes a simple off-on signal to the electronic control EC. When switch APS is "off" (pedal at idle), the controller EC does not allow upshift above the gear range presently engaged regardless of the position of selector switch CL or transmission output speed. The gear range already engaged will be held by the transmission T. Upon throttle pedal AP actuation to cause switch APS to go to "on" position, the controller EC operates normally and automatically as previously described. Switch APS only effects control of gear ranges one through nine (or whatever maximum range exists) and does not interfere with the reverse or neutral ranges, as previously described. Although the function of switch APS is to prevent any upshifts when actuated, it does not interfere with normal downshifting.
The cargo body B can be raised or lowered with the selector switch CL in any position. If the cargo body B is raised while in selector switch CL is in the forward mode, the transmission T will shift normally. If the cargo body B is raised with the selector switch CL is in reverse, the controller EC automatically shifts the transmission T to neutral as soon as the limit switch CBS is closed. In order to re-attain reverse operation of the vehicle, the following conditions must exist. First, cargo body B must be lowered to the rest position wherein switch CBS opens. Second, the selector switch CL must then be cylced to neutral, then back to reverse (also ISS must be below 1500 rpm, SS must be below inhibit).
The manually operable momentary closed pushbutton override switch DOS mounted on the vehicle dash board allows a shift to first range forward if the cargo body B is up. even through the shift selector CL is still in neutral or reverse. Release (opening) of pushbutton switch DOS causes the transmission T to again shift to neutral (if SS is below inhibit). The override switch DOS causes the controller EC to effect bypass of the turbine-inhibited function for a neutral to forward shift. The shift from neutral to first range forward by use of switch DOS is not to be inhibited by any of the speed inhibitions hereinbefore described.
Lockup clutch LC is engaged and disengaged at prechosen speeds in response to the turbine speed pickup or sensor ISS. The lockup clutch LC is signaled or operated to be engaged and disengaged by lockup clutch solenoid LUS and is to be disengaged every time the transmission T shifts. The lockup clutch LC is not to be disengaged when the retarder clutch RC is actuated, either manually or electrically. If the lockup clutch LC is disengaged, it must be re-engaged.
When transmission T is being actuated manually by selector switch MC, no lockup engagement of clutch RC is allowed. Lockup is not allowed in neutral.
The retarder RT is a constantly oil-filled device operated in the "off" position at a pressure of 10-15 psi (main cavity transmission fluid outlet port pressure), for example. The retarder RT is actuated by engaging a wet immersed hydraulically activated retarder clutch RC. Clutch RC can be actuated manually through movement of the cab floor mounted pedal actuated valve OR which allows the clutch RC to fully engage instantaneously while holding cavity pressure, sensed by retarder pressure switch RPS at "minimum". If the full torque capability of the retarder RT is called for through maximum pedal actuation, then the minimum pressure is advanced to maximum through a timed rate-of-rise in retarder valve OR which is pre-set for a given time interval, for example, 1 second.
The retarder RT can also be engaged automatically by solenoid RIS in any gear range when a speed in excess of that for the normal upshift point is achieved. For example, assuming a normal upshift speed point of 1920 r.p.m., the retarder RT is set to actuate at 110% thereof (i.e., at 1920+192=2112 r.p.m.).
This speed is sensed by sensor ISS on the torque converter TC turbine and is slightly in excess of the full idle runout speed of the engine throttle setting. A retarder overspeed solenoid ROS then energizes to turn retarder RT on. Retarder clutch RC is disengaged by energization of the retarder interrupt solenoid RIS.
The retarder clutch RC will be automatically disengaged every time a transmission shift is called for by controller EC. The retarder RT can be re-engaged after a predetermined or set time (for example, 600 milli-seconds) after the shift is completed, if the floor pedal RP is still operator depressed. If the retarder RT had been engaged from an overspeed condition, it may be re-engaged in this now-achieved gear range either through another overspeed condition or through manual actuation.
The above description of functions of the automatic retarder RT covers actuation to full capacity when overspeeds are achieved and the operator has not manually engaged the retarder RT. If the operator has manually engaged the retarder RT and has so chosen the capacity (i.e., moderate) that the vehicle can reach the excess speeds as previously described, the controller EC turns on retarder overspeed solenoid ROS which engages the retarder RT to full capacity.
In case of full loss of electrical power, transmission T stays in the gear range then engaged as indicated by an LED power indicating light on controller. In case of momentary loss of electrical power for 100 milliseconds or less, for example, controller EC does not loose any logic information.
In case of failure of throttle switch APS, transmission T does not upshift even with the throttle pedal AP depressed.
Switch APS is wired so that when an engine idle condition is achieved, the switch APS is open and no upshift is allowed. If switch APS is inoperative, no upshift is allowed when throttle pedal AP is depressed.
In case of failure of cargo body switch CBS and hoist valve pressure switch HVPS, which signal the controller EC when the dump body B is raised to thereby prevent shifting, these switches are closed with the dump body B down. These switches cause controller EC to shift transmission T to neutral if range selector switch CL is inadvertently left in reverse as dump body B is raised. These switches have a 600 millisecond delay in operation so that inadvertent short term actuation due to bounce does not stop function of controller EC.
In case of failure of retarder pressure switch RPS, which turns on a light in display DD and signals the lockup clutch LC in some shifting modes, and which is normally closed, the controller EC checks retarder pressure switch condition prior to any shift. If the retarder RT has not been disengaged, selected shift will be aborted. If switch RPS fails, no shift is allowed and a light on panel DD comes on.
In case of failure of retarder disengage solenoid RIS, this failure is detected by the retarder clutch pressure switch RPS and controller EC turns on the "computer inoperative" light and a proper error code is also displayed. Upon every shift, the retarder disengage solenoid RIS should manually drop the retarder fluid pressure at retarder clutch RC to zero and the light goes on if pressure does not drop.
A lockup pressure switch monitors the lockup clutch. When the lockup clutch is signaled by the computer, the pressure switch monitors whether or not the clutch pressure responds. During every shift, the lockup clutch solenoid should de-energize and drop out the lockup clutch for 1.5 seconds. If the pressure does not drop to zero during this time, (contacts closed) the computer inoperative light will turn on. An appropriate error code will also be displayed.
In case of failure of the speed pickup sensors ISS and SS, the controller EC monitors both pickups for either short or open circuit. A failure in either one of these pickups turns on the computer inoperative light on panel DD. The transmission T will remain in whatever gear the failure occurred, and the dash gear range indicator light on panel DD will continue to indicate the gear range also error code. If the engine and ignition switch are turned off and then restarted, the transmission T will be in neutral. The controller EC operates so that the vehicle can then only be operated in first forward, neutral or reverse until the faulty pickup is repaired. During this time, there will not be any shift inhibiting, automatic retarder operation, or lockup clutch operation. The retarder RT, however, can still be operated manually. The lack of a turbine speed signal indicated non-attainment of lockup in any gear range and also prevents automatic engagement of retarder RT on overspeed. Also, shifts below certain engine speeds are no longer inhibited from neutral to a selected direction. Error codes on dash indicator DD denote speed sensor failures. If this failure occurs while in gear, the controller EC will not downshift until the selector switch CL is moved to neutral and the input power is cycled off-on. From then on, the vehicle can operate only in first forward, neutral or reverse.
The potential failure modes of the various devices, as discussed above, that are sequenced in a normal shift are shown in FIGS. 4(A)-4(D). The failure modes capable of detection by controller EC takes into account the potential failure of an electrical device caused by either a failure (open circuit) showing a lack of signal, or a failure (short circuit) showing a continuously ON function. These two electrical failure modes are combined with signals indicative of two mechanical situations, namely, no mechanical problem, and a mechanical malfunction (valve stuck in bore, etc.).
When an indication of "computer inoperative" occurs on the dash digital display DD, this signals that controller EC has operated to stop all automatic operational functions, including shifting, and holds the vehicle in the range wherein failure occurred. Vehicle shifting must be manually operated. This is accomplished, for example, by detaching a cable (not shown) from the electric range selector switch CL and re-attaching it to a manual selector control device which takes the form of a simple dual pushbutton switch MC (see FIG. 1) mounted in a small enclosure (not shown). Depressing the forward switch on MC will shift the transmission T up one gear range at a time. Depressing the downbutton will shift the transmission T down one gear range at a time. It is the purpose of this device MC to give the operator the ability to move the vehicle back to a shop area for diagnosis and repair. The vehicle is not intended to be used in its normal work cycle by means the "manual operator" device MC. Acuation of the lockup clutch LC will not occur in this mode.
FIGS. 3(A) and 3(B) show an electric circuit diagram of the electronic controller EC shown in FIG. 1, and also show the herein-before-mentioned electrical inputs thereto and outputs therefrom. The input and output devices in FIGS. 3(A) and 3(B) bear the same identification numbers as used in FIG. 1. The circuitry of controller EC shown in FIGS. 3(A) and 3(B) is seen to comprise various integrated circuit devices and other solid state devices which are identified by means of their type or model designation number. Since those skilled in this art know or are able to ascertain by referring to the specification sheets available for these devices, the nature and mode of operation, it is believed that further detailed explanation is unnecessary in this specification.
FIGS. 4(A)-4(D) show a schematic diagram or flow-chart depicting the output logic functions performed by electronic controller EC in response to inputs received from the several input devices.
The following table lists the nomenclature and abbreviations used in FIGS. 4(A)-4(D):
N=Turbine Speed
ND=Turbine Speed at Downshift Point
NI=Turbine Speed that Inhibits Shifts Into and Out of Neutral
NO=Output Shaft Speed
NLI=Turbine Speed at which Lockup Clutch Engages
NLO=Turbine Speed at which Lockup Clutch Releases
NOI=Output Shaft Speed that Inhibits Shifts Into and Out of Neutral
NRI=Turbine Speed at which Retarder Automatically Engages
NU=Turbine Speed at Upshift Point
RO=Operating Range Shown on Display
RON=New Operating Range
RS=Selected Range
RTN=Return to and Continue
Comp. Inop.=Computer Inoperative
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|Filing date
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|Jul 27, 1937
|Chrysler Corp
|Motor vehicle power transmission
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|Citing Patent
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|Jul 29, 1981
|Aug 21, 1984
|Mitsubishi Jidosha Kogyo Kabushiki Kaisha
|Slip control system for a clutch
|Jul 29, 1981
|Sep 4, 1984
|Mitsubishi Jidosha Kogyo Kabushiki Kaisha
|Slip control system for a clutch
|Jan 21, 1982
|Dec 4, 1984
|Toyota Jidosha Kabushiki Kaisha
|Apparatus and method for electronic control of automatic transmission avoiding over-quick double gear changing
|Oct 5, 1981
|Feb 19, 1985
|Nissan Motor Company, Limited
|Lock-up control system for lock-up torque converter for lock-up type automatic transmission
|Dec 6, 1982
|Dec 24, 1985
|Deere & Company
|Transmission controller
|Jun 24, 1983
|Feb 4, 1986
|Fanuc Limited
|Spindle speed control method and apparatus
|Apr 22, 1985
|Jul 29, 1986
|Bailey Timothy M
|Apparatus for controlling transmission gear shift selection
|Aug 26, 1983
|Aug 5, 1986
|General Motors Corporation
|Electronic transmission shift controller having a controlled alignment valve mechanism
|Sep 7, 1984
|Sep 9, 1986
|Peter D. Adams
|Manual shift control lever device and self-contained electronic control for transmissions
|Mar 21, 1985
|Oct 7, 1986
|Eaton Corporation
|Electro-mechanical shifter for hydraulic transmission
|Jun 7, 1984
|Jan 13, 1987
|Mitsubishi Denki K.K.
|Safety control device for automatic transmission
|Oct 30, 1986
|Nov 10, 1987
|Kabushiki Kaisha Komatsu Seisakusho
|Control apparatus for use in a power transmission system of construction vehicles
|Mar 25, 1986
|Feb 23, 1988
|Nissan Motor Co., Ltd.
|Transmission shift control valve having fluid pressure distributor valve
|Jul 11, 1986
|Mar 29, 1988
|Twin Disc, Incorporated
|Electronic control for motor vehicle transmission
|Jul 17, 1986
|Apr 26, 1988
|Deere & Company
|Automatic engine/transmission control system
|Mar 23, 1987
|Jul 12, 1988
|Toyota Jidosha Kabushiki Kaisha
|Indication device for vehicle
|Feb 4, 1982
|Oct 11, 1988
|Aisin Warner Kabushiki Kaisha
|Automatic transmission
|Mar 6, 1987
|May 30, 1989
|Aisin Seiki Kabushiki Kaisha
|Control system for automatic transmission
|Feb 19, 1986
|Jun 6, 1989
|Kabushiki Kaisha Komatsu Seisakusho
|Method of controlling speed change clutches in a transmission
|May 29, 1987
|Aug 8, 1989
|J. I. Case Company
|Electronic control system for powershift transmission
|Nov 16, 1987
|May 29, 1990
|Eaton Corporation
|Semi-automatic mechanical transmission control and control method
|Jan 22, 1990
|Sep 11, 1990
|Regie Nationale Des Usines Renault
|Device for managing an electrohydraulic pressure control
|Oct 24, 1990
|Jan 14, 1992
|General Motors Corporation
|Acceleration-based control of power-on downshifting in an automatic transmission
|May 21, 1990
|Feb 2, 1993
|Aisin Seiki Kabushiki Kaisha
|Hydraulic control device for automatic transmission
|Mar 31, 1992
|Aug 10, 1993
|Saturn Corporation
|Transmission torque converter clutch disable control
|May 21, 1992
|Aug 31, 1993
|Mercedes-Benz Ag
|Automatic selector device for a multi-gear change-speed gearbox
|May 21, 1992
|Oct 5, 1993
|Mercedes-Benz Ag
|Automatic selector device for multi-gear change-speed gearbox
|Feb 4, 1988
|Oct 26, 1993
|Kabushiki Kaisha Komatsu Seisakusho
|Method of automatically changing the speed stage of a construction vehicle based on vehicle loading
|Mar 30, 1993
|Jun 7, 1994
|Kabushiki Kaisha Komatsu Seisakusho
|Method of automatically changing the speed stage of a vehicle based on vehicle loading
|Jan 21, 1994
|Oct 18, 1994
|Aisin Seiki Kabushiki Kaisha
|Retarding control apparatus which operates on the basis of signals such as a shift lever position signal
|Jul 15, 1994
|Mar 21, 1995
|Aisin Seiki Kabushiki Kaisha
|Retarding control apparatus
|Nov 16, 1994
|May 21, 1996
|Westinghouse Air Brake Company
|Method and apparatus for determining and encoding the position of a reverser handle on a locomotive control stand
|Oct 29, 1999
|Jun 4, 2002
|Caterpillar Inc.
|Method and apparatus for calibrating a fluid retarder
|Jul 11, 2003
|May 16, 2006
|Mtd Products Inc.
|Vacuum actuated direction and speed control mechanism
|Mar 30, 2007
|Sep 6, 2011
|Caterpillar Inc.
|Vehicle overspeed system implementing impeller clutch lockout
|Jul 28, 2011
|Apr 2, 2013
|Caterpillar Inc.
|Vehicle overspeed system implementing impeller clutch lockout
|May 23, 1990
|Dec 27, 1990
|Eaton Corporation
|Semi-automatic shift implementation for mechanical transmission system
|Jan 15, 2009
|Aug 13, 2009
|Caterpillar Inc
|Power transmission system and method for regulating output power and engineering machinery thereof
|U.S. Classification
|477/63, 701/67, 477/65, 477/138
|International Classification
|Cooperative Classification
|European Classification
|Dec 28, 1981
Owner name: TWIN DISC INCORPORATED, RACINE, WIS. A CORP. OF WI
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:PELLIGRINO, PAUL A.;REEL/FRAME:003938/0671
Effective date: 19800206


text:
Commentary: Buck knives is now offering custom made knives, you can select either a variety of different blades and they even offer engraving services. This is the best thing short of making your own survival knife.
Every man needs a dependable pocket knife — and like a meat patty at Burger King, you can have yours your way with the Buck Custom Knife Builder ($TBA). This Flash-based tool lets you select from three models, a variety of blades and handles, and even lets you add engraving before deciding what type of sheath you'd like. It's as close as you're going to get to building one yourself.
See full article on uncrate.com
See all posts on Survival Gear

subset: commoncrawl


text:
Mattel and its preschool entertainment arm HIT Entertainment have teamed with 9 Story Media Group to reboot the preschool brands "Barney & Friends" and "Angelina Ballerina."
Mattel has further expanded its partnership with Toy State to include radio-controlled toy vehicles for its Monster High fashion doll brand.
Mattel has signed a number of broadcast deals for the upcoming CG animated series "Little People," inspired by its Fisher-Price toy brand.
Mattel has unveiled its full 2016 content slate, with big-name hits returning and brand-new offerings making their debut.
DC Entertainment and Warner Bros. Consumer Products, in partnership with Mattel, have launched the first activations in the new DC Super Hero Girls initiative.
Mattel has tapped Toy State to develop Barbie-branded remote control vehicles, under Toy State's Nikko brand.
It's time to listen to a new tune that will impact the licensing business over the next several months. Let's call it "Changes in Licensing" and it's already being played at seven of the top 10 multi-billion dollar global licensors.
Mattel has teamed with Tongal to create a wide variety of video content for brands across its portfolio including American Girl, Hot Wheels and Thomas & Friends.
Mattel has appointed four executives to key senior roles as it implements its plan to deliver improved performance.
Highlights of the new toy line for Star Wars: The Force Awakens were unveiled in an 18-hour "unboxing" event that was broadcast live online from 15 cities around the world.
Warner Bros. Consumer Products has partnered with a wide array of licensees to develop fan-favorite gifts prime for holiday wish lists.
Mattel has collaborated with Google to re-imagine the iconic View-Master toy with a 21st century twist.
Mattel has launched a new app featuring its preschool franchise Fireman Sam.
Universal Partnerships & Licensing has tapped Mega Brands to develop a new kids' construction line based on the Despicable Me franchise.
Endemol Shine Brand Partnership Group and the American Girl doll brandhave launched a cross-promotion with the reality competition series "MasterChef Junior."
Mattel's American Girl brand of contemporary 18-inch dolls, accessories, girls' clothing and play-based content has been rebranded as Truly Me.
American Girl, a division of Mattel, is expanding into Mexico in partnership with the high-end Mexican retailer El Palacio de Hierro.
American Girl, a division of Mattel, has partnered with Fashion Angels to create a range of tween girl arts and crafts products featuring the doll brand.
©2015 ADVANSTAR COMMUNICATIONS INC. All rights reserved.


text:
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|Thread Tools
|March 26 2014, 01:50 PM
Re: Probert's REAL N.C.C.-1701-C
If you were at Narendra-3, the E-C disappeared momentarily into a vortex and then re-appeared and continued to fight until she was destroyed.
If you were on the E-C, you appeared 22 years later in a timeline caused by your disappearance (because the E-C hasn't returned yet). When you on the E-C goes back in time, you're wiping out the timeline where you've disappeared for 22 years.
If you were on the TNG E-D, it would've appeared that a vortex appeared in front of you and then closed.
GUINAN: We've known each other a long time. You have never known me to impose myself on anyone or take a stance based on trivial or whimsical perceptions. This time line must not be allowed to continue. Now, I've told you what you must do. You have only your trust in me to help you decide to do it.
1. the Klingon outpost's distress messages were not received by the Klingons or the Federation
2. and there was no evidence that the Klingons received or confirmed that the E-C was responding to their distress call.
3. the Federation had no idea what happened to the E-C or even connected the dots to the battle at Narendra-3.
Contrast that to the TNG timeline where:
PICARD: Enterprise C? She was lost at the battle of Narendra Three, defending a Klingon outpost from the Romulans.1. the E-C was confirmed to be defending a Klingon outpost at Narendra 3
2. the E-C was fighting Romulans
3. the E-C lost the battle
Volunteering to die on the E-C and then dying as a prisoner of war while knowing your sacrifice altered history to save the Federation. That's meaningful.
My WIPs: TOS (and TFS) Enterprise / TOS Era Ships
Random Data: Starship Cargo Volumes
|March 26 2014, 01:53 PM
Rear Admiral
Location: Devon, England
Re: Probert's REAL N.C.C.-1701-C
If as you suggest everyone assumed that only the Probert design was destroyed, why do they later revise that opinion? Surely you suggest two different Enterprise Cs were involved in the battle, but since Yar's Enterprise was destroyed they'd have no visual proof, to know two different designs were there.
Instead you suggest the real Enterprise C was a different design to the other Ambassadors seen in Redemption and Emissary. I really fail to see the logic in that.
"Weaselling out of things is important to learn. It's what separates us from the animals - except the weasels" Homer Jay Simpson
|March 26 2014, 02:06 PM
Location: North Wales
Re: Probert's REAL N.C.C.-1701-C
If the E-D had created the vortex on the other hand and forcibly removed the E-C from her time, then I would have expected to see substantial interruptions to the timeline! We can see an example of this in "Shockwave", when Captain Archer is displaced into the future by Daniels. A similar situation occurs in TCOTEOF when McCoy goes back in time and saves Edith Keeler (except for Kirk et al who are in a zone of Guardian Protection). Likewise in "First Contact" the Borg travel back and remove Cochrane; the E-E is protected inside the Borg's Time Tunnel which they do not leave until history is "fixed".
Having the War-verse be a separate quantum universe (to use the "Parallels" terminology) rather than an altered version of the present universe (which couldn't exist anyway, see above) makes a lot more sense to me. The only question is where the point of divergence is. The crew posits that it's the battle of Narenda, but if it's a different universe then it really could be anywhen!
|March 26 2014, 02:17 PM
Location: King Daniel Into Darkness
Re: Probert's REAL N.C.C.-1701-C
|March 26 2014, 05:26 PM
Location: I'm at WKRP
Re: Probert's REAL N.C.C.-1701-C
I have accepted these suppositions as "facts" and concluded a convoluted theory from those, however - as this thread has shown - no matter how many people point out the holes in my "facts" or provide evidence counter to my argument, I will doggedly push this theory like a 9/11 truther.
Baby, you and me were never meant to be, just maybe think of me once in a while...
|March 26 2014, 06:17 PM
Fleet Captain
Re: Probert's REAL N.C.C.-1701-C
its just as likely.
|March 26 2014, 07:00 PM
Location: Europa
Re: Probert's REAL N.C.C.-1701-C
You put it a lot more clearly than I did upthread.
|March 26 2014, 07:06 PM
Location: Europa
Re: Probert's REAL N.C.C.-1701-C
Why do you separate the alternative timeline we see in YE from the one in "Mirror Mirror", the one we see briefly in "First Contact" or the one from "Star Trek"?
|March 26 2014, 07:28 PM
Location: North Wales
Re: Probert's REAL N.C.C.-1701-C
From the Enterprise's POV, there is no "rewinding" involved - they are just 3 days older now than the rest of the universe! And since the data banks and memories of the crew appear intact, there would be no danger of repeating the same events over and over again - they'd know exactly what to avoid! However, as they have (IMHO) overlapped themselves in the timeline, the last thing they would want to do is return to PSI-2000, as there's already an Enterprise there.
|March 26 2014, 10:03 PM
Lieutenant Commander
Location: What? You rapist!
Re: Probert's REAL N.C.C.-1701-C
Apparently now a days when you use the word 'silly', people think its a bad word. If I wanted to call you an idiot, I would call you an idiot.
|March 26 2014, 10:33 PM
Location: North Wales
Re: Probert's REAL N.C.C.-1701-C
If Tasha had come from a simple rewriting of the main TNG timeline then she would have vanished once her timeline of origin was eliminated, just like alt-Picard did in Time Squared when the crew took a different route.
|March 26 2014, 11:23 PM
Re: Probert's REAL N.C.C.-1701-C
DATA: There is a high degree of probability that the temporal rift is symmetrical, Captain.
I know, odd rules, but that's what we can observe
Yes, that's how I'd draw it in chalk as well
However where we differ in interpretation are:
1) The Enterprise goes backwards in time along the same route they came.
2) The events of the episode at Psi2000 take well less than a day (0.2 stardates and 19 minutes) which would mean 3 days prior that the Enterprise was not at Psi2000.
3) The Enterprise that jumped back in time should have detected or encountered the Enterprise enroute to Psi2000 or doing something else given that the time-traveling Enterprise took the same path.
4) Yet they don't run into each other.
5) Spock never even mentions the possibility of duplicates or implications. Instead he says, they get to live those days over again implying they can repeat it and Kirk decides to change it.
This effect occurs also in "Tomorrow Is Yesterday" where the Enterprise at the end, goes further back in time than the beginning of the episode and then overwrote the events where the Enterprise interacted with Christopher and the guard. Where we should have seen two Enterprises at the same time, we only saw the one doing the overwriting.
SPOCK: Logically, as we move faster and faster toward the sun, we'll begin to move backward in time. We'll actually go back beyond yesterday, beyond the point when we first appeared in the sky. Then, breaking free will shoot us forward in time, and we'll transport you back before any of this happened.So instead of seeing the Enterprise tractor the F-104, we saw the Enterprise get low enough to beam Christopher on the Enterprise onto the F104 to overwrite Christopher but with no memory of the time traveling. Ditto for the AF guard.
Apply this to "The Naked Time" and instead of seeing another Enterprise on it's way to Psi2000, we see the Enterprise head off to another destination - altering history.
From observing "The Naked Time" and "Tomorrow is Yesterday", I'd say that:
1) While the ship is time-traveling "slowly/normally" forward she can interact/overwrite into the timeline.
2) When she is traveling quickly (forwards or backwards) she is unable to interact with the timeline. This allows her to not overwrite her past existence/history as she travels to and from her home century.
3) But what this also means is that the time-travel is sequential and not parallel. We don't get to see two Kirks or two Enterprises here in normal time ala Back to the Future.
So, a thought experiment.
1) Enterprise appears and Christopher flies up in his F104 to investigate.
2) Christopher disappears from his F104 and never has a child to lead the Saturn mission.
3) The timeline now proceeds differently than what was recorded in TOS.
4) Enterprise jumps forward in time back to their own time and discover it has changed.
5) Enterprise goes back in time with Christopher before step 1 and overwrites history by beaming Christopher back and not having the Enterprise tractor and crush the F104 and leaves back to their own time.
6) History flows as it was recorded in TOS with Christopher.
Functionally this isn't that different than YE. In steps 3 and 4, it's a different timeline with different histories because Christopher disappeared and the Enterprise has to go back in time to undo aka restore it back to the way they remembered it.
My WIPs: TOS (and TFS) Enterprise / TOS Era Ships
Random Data: Starship Cargo Volumes
|March 27 2014, 01:08 AM
Re: Probert's REAL N.C.C.-1701-C
Contrast that to YE where there was no such effect on the E-C crew or ship.
As to War Tasha surviving in the TNG timeline, why wouldn't she? If time-travelers can retain their memory and sensor data of altered timelines that are erased ("Tomorrow is Yesterday", "The Naked Time", "First Contact", "Children of Time") then War Tasha surviving when her timeline is erased should not present an issue, IMHO.
My WIPs: TOS (and TFS) Enterprise / TOS Era Ships
Random Data: Starship Cargo Volumes
|March 27 2014, 07:17 AM
Location: King Daniel Into Darkness
Re: Probert's REAL N.C.C.-1701-C
DATA: There is a high degree of probability that the temporal rift is symmetrical, Captain.
PICARD: Then what would happen if the Enterprise C were to fly back through it?
DATA: Back, sir? The Enterprise C would emerge in her own time period at almost the same instant she left.
PICARD: Right in the middle of the battle with the l Romulans.
DATA: Yes, sir.
I agree, "symmetrical" was probably put in there to make it clear that a return journey was possible.
|March 27 2014, 02:32 PM
Location: USS Berlin
Re: Probert's REAL N.C.C.-1701-C
Very concise "Naked Time" graphic that illustrates the issue. I like it. And much better than my "crayons" (actually "highlighters") as most will agree.
@ All
I thought it might be a good idea to ask Andrew Probert, why he included the aircraft carrier USS Enterprise on the conference lounge display, and this is what he said:
"I didn't want to clutter up the display. The atomic carrier is there simply for scale, being a somewhat known reference." (Andrew only provided side views for the sculptor)
Of course, from a real life production point of view, we shouldn't forget that the series was made for general, average and ordinary people (that's what I meant with "normal" in the closed TNG thread).
From an in-universe point of view in the 24th Century the starships on display would be the known size reference to get an idea of the carrier size, though.
Anyway, I provided an in-universe explanation, but anything that could suggest that the Enterprise-C on the wall display is canon, authentic and genuine is obviously not what some people here want to hear.
@ sojourner
I think you better have your translator examined and fixed. Cadet Porky Pig could probably do it for you.
Sure, if Fleet Admiral Shanthi or Starfleet's queen bitch Nechayev would have learned from Guinan what happened in "Yesterday's Enterprise" and then confront Picard, he would have been the one "responsible" who "sent" Tasha Yar to the past in military lingo.
But Guinan (Ron Moore) presented the information in a fashion that even corn farmer Joe Sixpack from Iowa with no military background could understand, that this is not what actually happened in "Yesterday's Enterprise".
Again, as the final screenplay writer for "Yesterday's Enterprise" Ron Moore could have easily made "Redemption II" compatible with events in "Yesterday's Enterprise", but he did not! That's rather clear evidence that him and Carson deliberately relocated "Yesterday's Enterprise" into a "parallel universe" (Carson), because that elegant move also took care of a couple of other problematic issues (which I will apparently need to spell out at the earliest next convenience).
I'm looking forward to explanations why he made Guinan and Sela say something differently. Because he was an incompetent screenplay writer? Because he was a sadist who anticipated that fans would be at each other throats debating how to interprete this "inconsistency"?
I really wonder who is in need of explaining.
The one thing I increasingly notice in this discussion is that most participants have no problem accepting the revisionistic nature of retroactive continuity, but are utterly unable to accept the possibility that a revision could equally itself be revised - and with the consequence that an erased design (Probert's Enterprise-C) has been restored like the supposedly revised timeline in "Yesterday's Enterprise".
TASHA: Enterprise C is sending out a distress call, sir. Audio only.
GARRETT [OC]: This is Captain Garrett of the Starship Enterprise, to any Federation ship. We have been attacked by Romulan warships and require immediate assistance. We've lost warp drive. Life support is failing.
Obviously no long-range communication had been possible, but even a Klingon communicator could have picked up this vital information, even if they had been "blinded".
If the Enterprise-C received and acknowledged the outpost's distress call, but nobody else ever heard it, this would suggest that at least some form of Klingon short-range communication had remained intact.
Of course, I'd announce my coming on the same frequency as the caller, but apparently that was only short-range.
And the Klingon survivor/s could have pieced together that someone had come to their rescue because of the sudden interruption of the Romulan bombardment when the four warbirds diverted their fire against the Enterprise-C to get rid of this uninvited Federation eyewitness.
The decisive element (also according to an original screenplay draft) was to have Klingon witnesses to tell what really happened.
On the contrary, with no Klingon survivors left alive but wreckage of a Federation starship, the whole thing could have looked like an unprovoked Federation attack on a Klingon outpost where both perished in the mutual fire exchange. Even better than what the Roumulans could have hoped for.
So out of these four deaths, two are most definitely "meaningful" (because of the meaningful outcomes) while the other two are debatable, at best.
"The first duty of every Starfleet officer is to the truth" Jean-Luc Picard
"We can't solve problems by using the same kind of thinking we used when we created them." Albert Einstein
Last edited by Robert Comsol; March 27 2014 at 02:48 PM.
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Originally posted on Pro Sports Daily | Last updated 1/16/13
LOS ANGELES -- Give credit to the ice running through his veins for Kobe Bryant's offensive prowess in his 17th NBA season. He does, after all, lead the league in scoring. But Bryant credits something else for his defense on Milwaukee's Brandon Jennings, the reigning Eastern Conference Player of the Week, on Tuesday night. Still ice, just not in his veins. The Los Angeles Lakers put the clamps on the Milwaukee backcourt, and Bryant and Dwight Howard each scored 31 points in a 104-88 win over the Bucks at Staples Center. The Lakers won their second consecutive game by ratcheting up the defensive effort, a task that plagued the team during its recent six-game losing streak and for much of the season. Two days after holding the Cleveland Cavaliers to 41 percent shooting while leading by as much as 30 in a 20-point win at Staples Center, the Lakers held Milwaukee to 35.8 percent shooting (34-for-95). The Bucks shot just 7-for-28 from 3-point range, including a combined 3-for...
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Emdeon sues former exec for alleged non-compete violation
Historic Sylvan Park sues Metro regarding overlay disapproval
Historic Sylvan Park has filed suit against Metro Government, arguing that the Metro Planning Commission's recent disapproval of a conservation overlay was illegal.
Of note, former councilman and ex-planning commissioner John Summers is aligned with Historic Sylvan Park and is a co-plaintiff in the suit. As a councilman representing the area in the late-1990s and early 2000s, Summers has long led the preservation fight in Sylvan Park, in which he still lives. The neighborhood group wants the overlay, feeling it will help preserve the character of the area.
At issue are about 700 Sylvan Park homes that would be put into the overlay, a zoning designation that would require owners of any home built before 1945 to seek approval before modification or demolition. Opponents argue the overlay would be excessively restrictive and place undue financial burdens upon them.
Read more from our friends at the Scene here.
Rolf and Daughters slapped with wage-and-hour suit
Appeals courts differ on health insurance subsidies
NHC sues SC health department over CON confusion
Big jury verdict for Zander in ESOP case
Zander Insurance Group has been awarded nearly $8 million in District Court, where it had accused a division of Indiana-based accounting firm Katz Sapper & Miller LLP of negligence, misrepresentation and breaching its fiduciary duty when it advised the local company during its conversion to an employee stock ownership plan. Katz Sapper & Miller's leaders plan to appeal the jury verdict to the Sixth Circuit Court of Appeals.
The damages should help to offset the loss Zander incurred since there was no way to adjust the final sales price, Zander said. "I'm appreciative of the jury and the judge for the way it was handled," he said. "It was a complicated case and they took the time to listen to the details the entire time."
Genesis drops lawsuit against Village
Genesis sues Village Jewelers in latest round of Diamond Wars
Capital Confirmation sues competitor for breach


text:
The American Bar Association's Section of Environment, Energy and Resources held its 19th annual meeting in Indianapolis recently. The program covered subjects from legal, regulatory, policy and highly technical perspectives. Fracking, smart growth, and environmental project management were among the topics available at the technical roundtable lunch. I selected the new contaminated sediment site paradigm, which adroitly summarized the recent findings of the USACE/SMWG workshop study. Without reservation, the best ethics program I have ever attended was the "Ethical and Professional Responsibility Issues Arising in Innovative Methods of Delivering Legal Services." The panel presentations were provocative, in particular Professor Henderson's projection of the new legal service models he anticipates seeing more of over the next few decades. In contrast to Professor Henderson's view, it was interesting to listen to in-house counsel minimize the usefulness of a "commoditization approach" to environmental litigation legal services and to articulate a much broader, more sophisticated analysis of criteria used to retain outside counsel, such as confidentiality issues associated with outsourcing. The energetic discussion among the panelists and the audience reflected lawyers' interest in the innovations and ethical issues emerging in the legal business sector.
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- U.S. Court of Appeals for the Sixth Circuit
- U.S. EPA Region 4
- U.S. EPA Region 5
- ACOEL – American College of Environmental Lawyers
- Arkansas Electric Energy Lawyer & Attorney – Eric Hughes Law Firm
- Arkansas Timber Law – Eric Hughes Law Firm
- Asbestos Law Blog – Stritmatter Kessler Whelan Withey Coluccio Law Firm
- Aviation Airport Development Law – Chevalier, Allen & Lichman Law Firm
- British Columbia Renewable Energy Blog – Clark Wilson Law Firm
- California Asbestos Blog – Viera Law Firm
- California Energy Law Blog – Davis Wright Tremaine
- California Environmental Law Blog – Stoel Rives
- California Land Use & Development Law Report – Perkins Coie
- CEQA Developments – Miller Starr Regalia
- Clean and Green Law – Hodgson Russ Law Firm
- Clean Energy & Technology Blog – Lawson Lundell
- Clean Energy Law Report – Latham & Watkins
- Cleantech Chatter -Davis Wright Tremain, LLP
- Climate Change and Clean Technology Lawyer & Attorney – Sheppard Mullin Law Firm
- Climate Change Insights – McKenna Long & Aldridge Law Firm
- Climate Change Lawyers & Attorneys – K&L Gates Law Firm
- Endangered Species & Environmental Lawyers & Attorneys – Nossaman Law Firm
- Energy & Environmental Lawyer & Attorney – Vorys, Sater, Seymour and Pease Law Firm
- Energy & the Law – Looper Reed & McGraw
- Energy Law Insights & Commentary – David R. Frenkil
- Environmental and Energy Law Monitor – Cole Schotz Law Firm
- Environmental Law Insight – Taft
- Environmental Law Resource – Reed Smith Law Firm
- Environmental Lawyers & Attorneys – Greenberg Traurig Law Firm
- Environmental Toxic Torts Blog – Davis Graham & Stubbs Law Firm
- Green Building Law Blog – Obermayer Rebmann Maxwell & Hippel Law Firm
- Green Building Law Update – Cheatham Consulting, LLC
- Green Energy and Development Blog – Pullman & Comley Law Firm
- GreenTech – Graham & Dunn
- Hydraulic Fracturing Insider – Kelley Drye & Warren LLP
- Indiana Environmental Law Report – Lorenzo & Bevers
- Iowa Environmental Lawyer & Attorney – Chuck Becker Law Firm
- Law and the Environment – Foley Hoag Law Firm
- Marcellus Shale Law Monitor – Marshall Parker & Associates
- Northwest Energy & Environmental Law Blog – Davis Wright Tremaine Law Firm
- Northwest Green Law – Williams Kastner
- Ohio Environmental Law Blog – Frantz Ward Law Firm
- Oil & Gas Law Brief – Stone Pigman Walther Wittmann Law Firm
- Pennsylvania Brownfields & Environmental Law – Fox Rothschild Law Firm
- Pollution Law Watch – The Pollution Lawyers
- Real Property & Development Review – Davis Wright Tremaine
- Renewable + Law – Stoel Rives Law Firm
- Renewable Energy Law Blog – Energy Attorney Luke Hagedorn
- Renewable Energy Post – Phillips Lytle
- Science, Law & the Environment
- Sustainability & Climate Change Lawyer & Attorney – Lane Powell Law Firm
- Sustainability Law Talk – Stites & Harbison
- TELL – Bass Berry Sims Law Firm
- The Energy Law Blog – Linkow & Lewis Law Firm
- Utica Marcellus Shale Monitor – Baker Hostetler Law Firm


text:
Phoenix Suns v Memphis Grizzlies
Jermaine O'Neal of the Phoenix Suns rebounds against Ed Davis of the... NachrichtenfotoBasketball,Ed Davis - Basketballspieler,FedExForum,Horizontal,Jermaine O'Neal,Memphis,Memphis Grizzlies,Phoenix Suns,Profi-Basketball in der NBA,Rebound,Sport,Tennessee,USAPhotographer Joe MurphyCollection: National Basketball Association 2013 NBAEMEMPHIS, TN - FEBRUARY 5: Jermaine O'Neal #20 of the Phoenix Suns rebounds against Ed Davis #32 of the Memphis Grizzlies on February 5, 2013 at FedExForum in Memphis, Tennessee. NOTE TO USER: User expressly acknowledges and agrees that, by downloading and or using this photograph, User is consenting to the terms and conditions of the Getty Images License Agreement. Mandatory Copyright Notice: Copyright 2013 NBAE (Photo by Joe Murphy/NBAE via Getty Images)


text:
ring above the red-tiled roofs of each of these Venetian plain-towns is its slender campanile, and, as each campanile is of distinctive design, it serves as a landmark by which the town can be identified from afar. Through the narrow, cobble-paved streets of Vicenza we swept, between rows of shops opening into cool, dim, vaulted porticoes, where the townspeople can lounge and stroll and gossip without exposing themselves to rain or sun; through Rovereto, noted for its silk-culture and for its old, old houses, superb examples of the domestic architecture of the Middle Ages, with faded frescoes on their quaint façades; and so up the rather monotonous and uninteresting valley of the Adige until, just as the sun was sinking behind the Adamello, whose snowy flanks were bathed in the rosy Alpenglow, we came roaring into Trent, the capital and center of the Trentino, which, together with Trieste and its adjacent territory, composed the regions commonly referred to by Italians before the war as It
Cara Devon has always suffered curiosity and im... Read more
When the economic downturn ends Matty Cruzs co... Read more
A telekinetic teenager. A telepathic child. A p... Read more
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|Reviews for Stolen Child
| Melphs chapter 18 . 9/26
Is there any chance that you will continue this fic? Because this is one of my twilight favorite fic ever and I really really wanna know how it's going to end! ;_; ~
(and sorry if i did any grammar mistake, but english isn't my first language and writing isn't so easy for me as reading).
| Loudel chapter 1 . 4/25
Please write more? I thought you were going to continue.
| Guest chapter 18 . 3/31
Are you ever coming back? This story is so good and I want more. :)
| arabianice chapter 15 . 3/27
wait is leah gonna have child stolen
| Inneedforleahfic chapter 18 . 2/17
Update please!
| Scented Hairpin chapter 1 . 1/8
I'm hoping you update soon! I don't want Leah stuck where she is now.
| muimui17 chapter 18 . 12/27/2014
You can't just leave this here! I'm ready for Leah's life to change. She deserves more than she's getting right now. I like how you didn't try to force her to accept that stupid imprint thing unlike so many other stories.
| Guest chapter 18 . 11/26/2014
I'm so happy that Leah's realized that she needs to stop dealing with everyone else's crap and live her own life. I can't wait for the next chapter. Please Please Please Please update!
| sundance1989 chapter 18 . 11/1/2014
I do hope u decide to finish this story it is so hard to find a story that is well written and actually worth reading one that doesn't make me think the writer can't have passed the 4th grade because it is so badly written. U have done a great job with ur story and I think u owe it to yourself to finish what u started...plus we wanna know what happens next lol I hope u update soon.
| Scented Hairpin chapter 5 . 10/2/2014
Hoping you update this one soon!
| Guest chapter 18 . 8/13/2014
You going to update again? I want to see Leah make that "f-king change"! :)
| Guest chapter 18 . 7/29/2014
Update again soon please! This fic is great and you're getting to such an interesting part!
| MargotTenser chapter 18 . 5/27/2014
This story is so incredible - I hope you update soon!
| Guest chapter 1 . 5/16/2014
Update soon pleeeeeeeaaaaaase! :)
| FantasyLover74 chapter 18 . 5/3/2014
she needs to leave to find peace within herself


text:
single, aptly educated, well settled in legal profession ... vivacious n jolly by nature and looking forth to a serious relationship open to make it blossomed for the life time....
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Silly rabbit Aug 8, 2011 4:17 PM
Re: I bailed on Lion in response to kndlv
Yep, well, I have to join the Lion haters too although, I was lucky cos I only installed it on a small Boot Camp partition of Snow Leopard just to try it. Regardless of all the new funky features, some of which I really do like, it is the fact they dumped Front Row that killed my experience. My beloved 24" iMac is my main media center and sitting back flicking through my media collection via remote is one of my favorite uses, but they killed it citing it was unpopular with users? Well, not this one!
Sorry Apple! I give Lion a big thumbs down and a wide birth.
YEEZY Aug 8, 2011 4:21 PM
Re: I bailed on Lion in response to Silly rabbit
This is only the first update! Companies have been getting sloppy with their releases, but they will tend to fix them in the next update.
yitmy Aug 8, 2011 5:07 PM
Re: I bailed on Lion in response to Peter Coleman
Hmm after listening to you all, I think my best bet is to keep running my Tiger OS until the bugs get fixed. I was excited to get a new computer and have Lion in it for I was waiting for this before I got a new machine. Well after listening to you all and hearing the upcoming os5.0 for Ipad. I think I will wait a bit longer and try my luck with that system.
Michael A Smith Aug 8, 2011 5:28 PM
Re: I bailed on Lion in response to Peter Coleman
Thank you for this tip Peter. I also got a full refund and a polite, apologetic email.
Apple does have great customer service (at least here in Australia) which is why I have converted over recently.
I am new to the mac world, and not a very tech-savvy person. I know enough about computers to get by in my job, and to function as a student, but I rely heavily on the advice of others.
That being said, I didn't think twice about updating to Lion, because I thoroughly enjoyed how easy and great Snow Leopard was to use, and I assumed it could only get better!
Unfortunately, not only do I have issues with freezing, and having to hard reset my macbook pro (from mid 2010) repeatedly, but I have no idea what steps I need to go back to snow leopard, and I am in the middle of studying for exams and writing assignments at university. Having to reboot your laptop because pages keeps freezing isn't funny after the 6th day of it.
I have wrote emails and tried calling for help, used these forums and followed peoples tips (such as deleting a folder from the hidden library folder and resetting permissions etc), and it did make my macbook run better for about an hour... But then the issues have started again.
I'm glad I got my money back. I am upset as I really enjoy a lot of the new features of Lion, and thanks to these features I haven't lost any work yet (even with all the resetting). However, I can't function like this for much longer, as it really ups my blood pressure!!!
kndlv Aug 8, 2011 5:42 PM
Re: I bailed on Lion in response to Michael A Smith
Sorry to hear you are having so many issues. I am not a techie nor an expert, but I just unwound lion and reinstalled Leopard. For me the key was having a back up, then erasing my hard drive, reinstalling leopard and then migrating my back up.
You should give apple care a call and see if they will walk you thru the exact steps. good luck
pvcooper Aug 8, 2011 5:51 PM
Re: I bailed on Lion in response to yitmy
Despite the fact that Ihave pointed out the slowness and the fact that replacing software with 25 years of fixing what was wrong with it and pointing out what was bad about the SMB Protocol and the CIFS or Microsoft network shares, I have to say that if you Isolate the changes to LION on a pure User Interface standpoint it is far superior than anything that preceeded it. I am truly torn by the greatnew features. Yes there are some limitations to the way you can now slide in and out of full screen sessions and their advantages and disadvantages. If you arlooking to stay away from the iPad/iPlhone paradigm then stay away from Lion. If bu chance you are like me and welcome truly better UI implementations (Here I invite the attacks and say poo). The UI for LION which is closer to the iPhone/iPad is absolutely a great upgrade. I just wish that the bonehead move to replace samba hadn't been part of Lion's first release.
Alf Megson Aug 8, 2011 5:52 PM
Re: I bailed on Lion in response to Peter Coleman
I've been searching these discussions and troubleshooting the long list of problems I have with Lion for weeks.
I'm sick to death of people who have been fortunate to have had a trouble free experience telling all the people who are putting up with slow systems, Wifi dropouts and generally more flaky bugs than a fly pie that we are not normal. That we are alone and nobody else is suffering these problems or that they are unique to our Macs. The discussions are full of comments like that, I know, like I said, I've been wading through looking for answers for weeks.
And like quite a few on here, I've been a Mac user for a while, since 1984. I have been through just about every OS upgrade since the beginning and the only iteration which compares to this is the release of the original OS X in 2001 (Cheetah - though cats were just codenames back then). That was a fiasco but to Apple's credit, they had an update within three weeks which fixed most of the problems. I remember back then there were the know-it-alls saying that it was a problem with anything other than the sacred Apple wrapped code.
If it were any other consumer goods, it would be quite simple to return it for a refund, even faulty software - I have obtained refunds for software which has not been compatible. But when you have spent nearly three weeks trying to fix the problem, in between working on one thing or another, despite having a full Time Machine backup of everything, simply reverting back to Snow Leopard is nigh on impossible without losing a lot of personal data. I doubt that Mail 4 will recognise Mail 5's mailboxes, for a start, given the palarva I went through during my Lion installation.
I've reached the end of the line, as far as troubleshooting is concerned. I haven't had any fresh ideas for a few days and I haven't read any original suggestions on here for weeks - just the same old script which the boyscouts on here paste in threads posted by Windows emigrés who don't know where they are in order to get easy merit points.
There is an update in the pipeline. I have a link to a developer's preview but I don't hold out much hope that it will fix many of the problems I have - though I have heard that it may address WiFi issues.
I'm pretty renowned amongst the people I know for being an enthusiastic Mac lover, but times like this I go a bit quiet.
Jupeman Aug 8, 2011 6:34 PM
Re: I bailed on Lion in response to Alf Megson
Have you tried Lion Server? Far worse than Lion client! (Also a Mac Uuser since 1984).
etresoft Aug 8, 2011 6:55 PM
Re: I bailed on Lion in response to pvcooper
pvcooper wrote:
I just wish that the bonehead move to replace samba hadn't been part of Lion's first release.
Would you have prefered it to be in 10.7.1? Apple is not going to change something like that via Software Update. Nor can they wait three years for 10.8. Their Samba was six years old when Snow Leopard was released. It was now or never.
parna Aug 8, 2011 7:22 PM
Re: I bailed on Lion in response to kndlv
kndlv wrote
I am amazed. After 5 years with Apple not only is Lion a failure, apple did not notify me of all of the software that would no longer work once I added Lion,
Am I am amazed that you expect Apple to contact you to notify you of all the software that would no longer work. Apple never contacts anyone.
It is up to you to inform yourself of the consequences before you upgrade. It was well known beforehand that ppc apps were no longer supported, and with every major upgrade, there are always some apps that have issues and the developers have not yet got on top of, and some that will not be updated due to their age.
Don't blame Apple for what is your responsibility to find out.
kndlv Aug 8, 2011 7:36 PM
Re: I bailed on Lion in response to parna
So for 5 years apple has been suggesting that I upgrade my operating system. Each time, I completed the upgrade with no issues. No data loss, no application loss and in each case, the new operating system operated faster with more functionality than prior.
Now out comes Lion. I think expecting the same software I have used for 5 years to continue to work is a reasonable expectation. It would seem that Apple knew they were deleeting Rosetta, and by eliminating it multiple programs would be impacted. I don't want a personal email but how about a notation on the lion upgrade site????
That is information that should have been shared prior to my upgrade. Not information I should have been forced to search out. I am not a techie, but if you inform me then I can make a quality decision. Instead, i tried to use Lion for a bit, backed up my computer, time capsule, and was then forced to wipe out my hard drive and reinstall leopard, and then back up my data. That is a lot of work I could have avoided with a bit of notice.
I am still baffled that they are not posting this info for all users.
Ziatron Aug 8, 2011 7:35 PM
Re: I bailed on Lion in response to kndlv
That is information that should have been shared prior to my upgrade.
That information was widely known and not difficult to find.
However, having said that, I also switched back from Lion to Snow Leopard. Happy Now!
JaEvo Aug 8, 2011 7:38 PM
Re: I bailed on Lion in response to Peter Coleman
I have to say that Lion has been a disaster for many. The biggest problem being that almost any app you install that was originally 32-bit does not work very well at all on this new completely 64-bit system. I've had soooo many problems with autocad 2011 that I've been gone back to SL. Stupid me I should have realized that it's never a good idea to load a new OS when it has just been released!! But I'm not blaming myself, because those bums at apple told us all the while that it is a riveting experience, a truly amazing OS! It will blow you away with the over 250 worthless features and horrible compatibilty issues!! I DONT THINK THE HEAD ACHES WERE WORTH IT FOR A EFFING FULL SCREEN BS option!!!!! THe full screen mode ***, why the **** can't you set an app on your normal desktop to be full screen on your external monitor without using a 3rd party app that has "snap" feature.... It's simply ridiculous how ******** these apple designers made LION. I'm ranting and I know it, but for good reason. I think everyone is just fed up with being lied to our faces and being told that it's the best system ever.... Should have followed my gut and waited, but with all the "HYPE" its hard not to... It's my own **** fault for falling for these tricksters!!!!!
MoonDevil Aug 8, 2011 7:41 PM
Re: I bailed on Lion in response to parna
That is complete BS. IF the upgrade is going to completely WIPE OUT software, moving it automatically.... and there is absolutely NO PRIOR STATEMENT that the upgrade is going to do that WHEN YOU ARE UPGRADING OR PURCHSING IT... then you ARE responsible for the loss of that software. NOTHING in the upgrade information, stated anything about this happening. My Mac is just fine and dandy for an upgrade to Lion... by the posted requirements of processor info, GB info, etc etc found in the 'About this Mac' sections. But NOWHERE is it even mentioned that it would wipe out the ability to use software of older versions. Snowleopard ran it all fine... no problems. No issues. Now suddenly the software I have... or HAD... is unusable??? And I am supposed to know it will get wiped... when nothing like that is said at all??? And don't play the "Don't blame Apple for what is your responsibility to find out." That's just being completely elitist and delusional. All the things I read about it... from the Apple Website... made no clear notion this happening to me. And if it is expected that every single Mac user is to be the uber elitist computer know-it-alls... then the software wouldn't be touted and promoted as the computer and software for simplicity of use and capability to the masses regardless of computer knowledge or capability.
Can tell you right now. They WILL fix the issue or pay an even bigger cost than what many have lost or may lose as a result of it.
parna Aug 8, 2011 7:43 PM
Re: I bailed on Lion in response to kndlv
Granted, Apple could make it more obvious.


text:
Comment Compact HTML anyone (Score 1) 94
That has been attempted several times. One attempt is compact HTML
That has been attempted several times. One attempt is compact HTML
I remember when apple rolled out iOS 8 and our web app broke (it was a simple form with buttons !)
Also when you are using advanced feature such as webrtc, then you have to block users for loading the page with Safari or Internet Explorer. I am sorry but while on paper HTML5 is the best approach, it does not yet offer the uniform API an behavior that web developper need to save time and money.
I am all for HTML5 improved support and standard but our experence with various HTML5 implementation is that developpers actually spend a LOT of time accomodating the differences between browsers and browser versions.
Not only between mobile and desktop but between different browsers and different version of the SAME browser.
Different implementations of the same standards are almost always breaking the code.
So on the contrary using HTML5 increases the development time and maintenance cost as web sites or web apps have to be "corrected" to follow browser support or interpretation of HTML5.
In comparison, such maintenance for flash applications is close to nil even flash was upgraded from version 5 to version 11.
However, I agree that flash beiing proprietary, it is not the way to go now.
Préambule : tout ce qui suit ne peut pas être considéré comme enseignement. Il s'agit simplement de réflexions personelles sur la vie en générale et sur ma compréhension limitée du Dharma. Je suis un simple pratiquant et je m'excuse par avance des erreurs et imprécisions qui pourraient figurer dans ce texte.
It is probable that you can break down your algorithm -(I do not mean code) into a pipeline of elementary processing and find implementations (IP) for each of them.
to give out an estimate:
- subdivise your algorithm into simpler pieces
- find for each simple piece how it can or could be implemented in hardware and the complexity of each piece.
- do the sum.
Indeed an hardware designer or consultant would be of a great help here.
Hey its AMAZING to see so many people in the tech press that know exactly how to run microsoft. I thought that CEO of this kind of giant company were pretty difficult to find. Its a relief to see that there are plenty of candidate for the position
Seriously, in a perfect world, I would force such people to open a successfull bakery before being granted the right to send 'advises' to entrepreneurs or company bosses.
Games, document sharing, aptics, real time text chat.
Here we are again.
After VP8, protocol buffer, Google is a it again providing some free replacement of some existing standard (DTLS here http://www.rfc-editor.org/rfc/rfc4347.txt)
But of course, Google's people know better and have more money. And the list can go on. Dart as a replacement of javascript. Protocol buffer as replacement of ASN.1, SPDY to replace HTTP. With Jingle google tried to replace SIP protocol as well but at least the extended an existing standard but they dropped the support when stopping Google talk. For couse everyting is free, open source and Not Evil. So why bother?
Well as an aging network engineer, I am starting to be fed up with such "innovations". More consensus building would be refreshing.
French telecommunication regulator is right to try to impose operator burdends on Skype.
1/ More and more people are adopting this service a primary phone service because of SkypeIn and SkypeOut feature. This means that there will be more and more case where user will need to make emergency calls. This lack of emergency call support is a shame. So the post above is
2/ VOIP Technology / Skype are more and more displacing regular phones. They play the same role so they need somehow to be regulated in the same manner. There is in France a declarative licence for small telcos, the so called "L33-1". I know a couple of medium sized company operating VoIP service that applied to this without any problem. So it is not like it is unbearable for companies like Microsoft.
3/ I am so amazed by comment like: Skype should cut skype in/out, or avoid physical presence in France (replace by country xxx if you want) to avoid any form of regulation.
Damn ! these regulations are non discriminatory and made for the common good. Its like on the road, if you have no rules, you end up with a dysfunctional traffic. I see in all these comment some kind of selfish, short sighted spirit, 'I want the lowest cost regardless the consequences" that is a worrying trend.
Just because someone sees the work "governement", "regulation" they jump to the roof, say its bad, andy freedom and they try to avoid it without even pondering the consequences or the actual need for regulation. I see this ultimately as some kind of subtul selfishness.
As much as I agree that freedom and freedom to innovate should be preserved and fostered, it should not be a the cost of forgetting the notion of common good.
"I never let my schooling get in the way of my education." -- Mark Twain


text:
Hulu Hires Ben Smith, Ex-Xbox and Sonos Exec, to Lead New 'Experience' Team
Variety reports "Hulu has tapped Ben Smith, previously a product manager for Sonos and Microsoft's Xbox division, as senior VP and head of experience. In the newly created role, Smith will oversee all of the streaming service's customer-facing operations. Hulu is consolidating four teams under his command: product, user experience, digital-video production and customer support." Read More