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I have been doing research on the internet about Meniere's disease. I have found some medical abstracts and reports that state what causes it and some state that the causes are unknown. I don't know much about medical treatises, but are medical abstracts and reports considered treatises?
Acoustic trauma is stated in some of the abstracts and reports as a cause of Meniere's Disease. There is a book that states one of the causes of Meniere's Disease is acoustic trauma.
I am already rated at 10% for tinnitus, which was diagnosed as having been caused by acoustic trauma while working both in US Navy ships' boiler rooms and engine rooms.
How can this information be used if my claim is denied for hearing loss and Meniere's Disease, which were diagnosed by the exam specialist contracted by the VA. If anyone else has any input to provide please do so. Thanks.

subset: commoncrawl


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Men's Health
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Penzance Dental is a brand new dental surgery offering first class dental care to patients from Penzance and the surrounding areas. Equipped with the latest technology, we are able to offer only the best dental and oral health care.
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|Publication number
|Publication type
|Application number
|Publication date
|Jan 18, 1994
|Filing date
|Mar 31, 1992
|Priority date
|Mar 31, 1992
|Fee status
|Publication number
|Francis M. Grabowski, Amy D. Duke, Frederick G. Beach, James W. Nash, Paul H. Curtis
|Original Assignee
|General Electric Company
|Export Citation
|BiBTeX, EndNote, RefMan
|Patent Citations (17), Non-Patent Citations (10), Referenced by (49), Classifications (42), Legal Events (4)
|External Links: USPTO, USPTO Assignment, Espacenet
The present invention generally relates to electric propulsion systems for traction vehicles, and more particularly, to a control system for such an electric propulsion system.
An electric propulsion system for a traction vehicle, such as a large haulage vehicle, often comprises a prime mover-driven electric generating means which supplies electric power to a pair of high horsepower electric traction motors that are respectively connected in driving relation to a pair of wheels located on opposite sides of the vehicle. The prime mover is generally a relatively large diesel engine and the traction motors are generally adjustable speed reversible direct current (d-c) electric motors. The operator of the vehicle controls the speed and direction of travel of the vehicle by manipulating one or more speed control pedals and a forward-reverse-neutral selector switch. An accelerator speed control pedal is adapted to control the diesel engine speed which determines the power output of the generating means to thereby vary the magnitude of the voltage applied to the traction motors.
A moving vehicle is decelerated by releasing the speed control pedal and either allowing the vehicle to coast or activating its mechanical or electrical braking system. In the electrical braking mode of operation, the motors function as generators and the magnitude of the voltage generated across the armature windings of each motor is proportional to the rotational speed and the field excitement current of the motor. Dynamic braking resistor grids are connected across the armatures of the respective motors to dissipate the electric power output of the motors during such electrical braking. The average magnitude of current in each resistor grid is a measure of the braking effect of the associated motor.
Such vehicles are most often employed in off the road environments, such as strip mines and the like which have terrain grades that can be severe, given the fact that the vehicles carry extremely large payloads. For obvious reasons, it is common to establish a maximum allowable propulsion speed for the vehicles and it has been conventional practice to include a preset overspeed limit in the controls of the propulsion system.
Several factors affect the selection of the speed limit. It cannot be higher than the maximum safe speed for entering any downhill grade of the roadway along which the vehicle will travel. The maximum safe entry speed is the highest constant speed that can be maintained on the downhill grade with the electrical retarding in effect. If the actual entry speed were higher than the maximum, the available dynamic retarding effort of the traction motors would be insufficient to keep the vehicle from accelerating into a runaway condition. The maximum retarding ability of d-c traction motors depends primarily on the commutation limit of the motors. Above the commutation limit, electrical arcs or sparks can occur with resulting damage to the motor commutator and brushes. The commutation limit is a function of the armature current magnitude multiplied by the armature velocity. At high speeds the current must be kept relatively low in order to avoid such arcing, thereby resulting in lower available dynamic retarding effect. If the available retarding effect were insufficient to slow the vehicle, service brakes could be used. However, at speeds above about 5 miles per hour, service brakes should not be used because such brakes rapidly wear at such speeds.
Even though the payloads carried by such vehicles are extremely large, it is desirable in terms of efficiency to have the vehicles travel as fast as is safely possible. When the vehicles are moving up a relatively steep grade, the maximum capacity of the diesel engine and the electric generating means is desirably used. This insures that the maximum speed is achieved.
Because of the expense of acquiring and maintaining such vehicles is substantial, it is also highly desirable to maximize the productivity of such vehicles an it is therefore desirable to have data relating to its history of operation of the vehicle to assist the owner-operator in evaluating the operation of the vehicles and to aid in the maintenance of them. Additionally, if a malfunction occurs in the operation of the vehicle, it is desirable to be able to troubleshoot the problem and perform corrective maintenance as well as preventative maintenance of the vehicle.
It is therefore a general object of the present invention to provide an improved control system for an electric propulsion system for traction vehicles, which has unique features and capabilities which contribute to reduced manufacturing costs, as well as reduced maintenance costs, by virtue of the control system having the capability of acquiring information and data which facilitates troubleshooting and maintenance operations.
Another general object of the present invention is to provide such an improved control system, which by virtue of its improved design, controls the electric propulsion in a manner which maximizes the output of the prime mover-driven electric propulsion system.
Still another general object of the present invention is to provide such an improved control system which uses measured parameters in such a way to increase the output of the electric generating means of the electric propulsion system in a manner which does not substantially increase the risk of damage to the electric generating means by operating above continuous rating limits.
Another object of the present invention is to provide an improved control system which automatically controls the diesel engine and electric generating means in a manner which automatically utilizes the maximum horsepower capacity of the diesel engine at any given time when maximum horsepower can be desirably utilized.
Yet another object of the present invention is to provide such an improved control system which includes processing means and memory means in which historical operating and status data can be stored for the purpose of providing reports relating to the operation of the vehicle.
Still another object of the present invention lies in the provision of providing historical data relating to the operation of the vehicle which can be extremely useful in evaluating the productivity of the vehicle as well as detecting improper operation and perhaps abuse of the vehicle by a driver.
Another object of the present invention is to provide such an improved control system which records in the memory means of the processing means specific information relating to the electrical parameters of the electric propulsion system and mechanical parameters of the vehicle and diesel engine in a manner whereby time logs of various types of operating conditions are maintained. A related object lies in the provision of having reports relating to such time logs generated on a daily basis, as well as for the two preceding three month periods.
Still another object of the present invention is to provide such an improved control system which includes a display means which can be located in the cabin of the vehicle and which provides a visual read-out of various status conditions of the vehicle, the electrical generating means as well as the diesel engine.
A more specific object lies in the provision of having a plurality of two digit codes which identify specific status conditions, including fault conditions, relating to the operation of the diesel engine, the electric generating means and the vehicle.
Other objects and advantages of the present invention will become apparent upon reading the following detailed description, while referring to the attached drawings, in which:
FIG. 1 is a functional block diagram of an exemplary control system for the electric propulsion system for an electric traction vehicle;
FIG. 2 is a graph of alternator current versus voltage and particularly illustrating the operation of the thermal simulator feature of the present invention;
FIG. 3 is a graph illustrating the prime mover or engine speed versus electrical load on the engine and particularly illustrating the automatic loading feature of the present invention;
FIG. 4 is a front view of the display panel of the present invention; and
FIG. 5 is an electrical schematic diagram of the display illustrated in FIG. 4.
Broadly stated, the present invention is directed to a control system for an electric propulsion system for an electrically propelled traction vehicle such as a large off-highway haulage vehicle. The control system includes a central processing unit with associated memory coupled with analog input and output boards, as well as digital input and output boards for receiving signals that are indicative of various operating conditions of the electrical propulsion system and for transmitting control signals thereto. The control system has significant and substantial control capabilities compared to prior control systems comprised essentially of hardwired circuits.
Among the considerable features and advantages of the control system embodying the present invention, is the capability of operating the prime mover, preferably a diesel engine, and the electric generating means, preferably an alternator, in a manner whereby optimum horsepower output is produced. This results in the vehicle having the capability of operating at optimum efficiency consistent with temperature and other constraints and increases the productivity of the vehicle. Moreover, the control system has the capability of maintaining records relating to the operation of the diesel engine, the alternator and the vehicle for recording operating times which are useful in determining the productivity of the vehicle and for both preventative and corrective maintenance programs.
The data that is maintained is adapted to provide a number of quarterly reports as well as daily reports for use by the owner/operator of the vehicle. Moreover, such recorded information is also useful in determining whether drivers of the vehicle are negligently operating the vehicle or even abusing the same and enables the owner/operator to take corrective action if the data indicates that it is needed. The control system has a display which is extremely useful in performing troubleshooting, and status conditions are displayed in the form of two-digit codes which in many cases identifies a fault condition. Use of the displayed code in combination with a manual can often quickly reveal the cause of the fault condition.
Turning now to the drawings, an exemplary electric propulsion system is shown in FIG. 1, together with the control system indicated generally at 10. The vehicle includes driver controls located within the box 12 and includes an accelerator pedal 14, a retard pedal 16 and a forward-neutral-reverse selection switch 18. The accelerator pedal 14 is connected to an engine control means 20 which controls the speed of operation of a diesel engine 22.
The accelerator pedal 14 is adapted to be depressed by the driver and at least partially controls the engine control module 20 and also sends signals to the controller 10. At zero pedal depression, the engine operates at its low idle speed of approximately 750 rpm. At maximum pedal depression, the engine will be operating at preferably 1900 rpm. When the pedal is initially depressed, a digital signal identified as "AS" is sent to the control system 10 causing it to set up in the propulsion mode. This pedal also sends an analog signal proportional to its depression to the engine control module 20 that varies the speed of the engine from 750 to 1900 rpm. The control system 10 is also adapted to apply either a high or low idle speed from the control system 10 in addition to the variable speed provided by the pedal 14.
The retard pedal 16 is a separate pedal from the accelerator pedal and when the driver pushes this pedal, the system is placed in the retard or electrical braking mode. When the pedal is depressed, a digital signal called RS is sent to the control system 10 causing it to set up in the retard mode. The engine will then be caused to operate in the high idle speed of approximately 1650 rpm whenever this pedal is depressed. An output from the control system to the engine control module 20 establishes this condition. An analog signal called "retard in" is also supplied from this pedal to the control system 10 and its value is proportional to the amount the pedal is depressed.
The selector switch 18 is used by the driver to select either the forward, neutral or reverse conditions. The control system 10 then changes the direction of current flow in the motor field windings of the motors 28 and 30 and thereby specifies the direction of rotation of the motors and therefore the direction in which the vehicle is moved.
The output shaft of the diesel engine 22 is drivingly coupled to the rotor of an alternating current (a-c) generator 24, hereinafter referred to as an alternator, which has a set of 3-phase main windings (not shown), a pair of auxiliary or tertiary windings (not shown), and field winding 26. The 3-phase generally sinusoidal alternating voltage that is generated in the main windings of the alternator 24 is converted to direct voltage by means of a rectifier diode panel 27.
The diesel engine-driven alternator 24 serves as a source of energization for a pair of adjustable speed d-c traction motors 28 and 30, whose respective armature windings are connected via lines 32, 34 and 36, in series with one another between the output terminals of the rectifier diode panel 27. The motors 2 and 30 have separately excited field windings 38 and 40, respectively. The rotors of these motors are respectively coupled through the suitable speed reduction gearing to a pair of wheels (not shown) located on opposite sides of the vehicle. By suitably controlling the speed of the engine 22 and the excitation of the alternator and motor fields, the vehicle can be propelled (also known as "motoring") or dynamically retarded (also known as "electrical braking") by its motors in either a forward or reverse direction.
Each of the motors 28 and 30 have an associated speed sensor 54 which is preferably a reluctance type magnetic sensor that measures the armature speed by counting gear teeth on the armature shaft. The speed feedback is applied to the analog input/output board 50 of the control system 10. The speed sensor is used by the control system 10 to control the retard speed control function, the speed override and overspeed function, the control of the park brake and the control of the reverser as well as other functional operations.
During the motoring mode of operation, the motors 28 and 30 will each rotate at a speed that depends on both the magnitude of excitation current in the fields 38 and 40 and the magnitude of the voltage applied to the respective armature windings. The latter magnitude is a function of both the speed at which the alternator 24 is driven and the magnitude of the excitation current in the alternator field winding 26. The alternator field excitation current is supplied to an alternator field winding 26 by the auxiliary winding (not shown) of the alternator 24 by an alternator field static exciter panel 42. This panel controls the amount of excitation current supplied to the alternator field in response to an analog signal on line 44 that is generated by the control system 10. The panel comprises diodes and silicon controlled rectifiers (SCR's). The power for this panel is supplied by an auxiliary winding called a tertiary winding located in the alternator and is not shown in FIG. 1.
The alternating field is a rotor winding of the alternator and the amount of d-c excitation current applied to this winding controls the amount of voltage and current that are produced on the main 3-phase output. By controlling the IAF, the amount of electrical power applied to the motors can be varied from zero to maximum. This current is applied through slip rings (not shown) since this winding is rotating at engine speed. A shunt 46 provides a IAF feedback signal that is provided to the control system 10 during operation. The shunt 46 is preferably a 400 amp. 100 millivolts shunt.
The motors 28 and 30 are often referred to in the art as motorized wheels and comprise a d-c motor, gear box and vehicle rear axle that is integrated into a single package called a motorized wheel. The motorized wheel is bolted to the rear axle box structure of the vehicle. Rims and dual tires are attached to each motorized wheel and the armature shaft is coupled to the tire through the compound gear reduction mechanism. Service brakes and park brakes are generally supplied and act on the motor armature shaft on certain vehicles.
The control system 10 is comprised of a CPU 48 having associated memory, as well as an analog input/output board 50 and one or more digital input/output boards 52. The analog input/output board 50 preferably includes counters which effectively convert selected seed related analog pulses to a digital value which can be processed by the CPU 48. The CPU is preferably a Model 80960KB microprocessor integrated circuit manufactured by Intel Corporation and the associated memory preferably comprises a 1 megabyte memory in which the program resides.
The speed of the diesel engine 22 is also sensed by an engine speed sensor 56 which is preferably a reluctance type magnetic sensor that measures the speed/engine/alternator speed by counting gear teeth on a gear in the alternator 24 and this signal is also applied to the analog input/output module 50.
The current supplied to the motor fields 38 and 40 originate from a motor field static exciter 60 which is connected to a reverser 62 that controls the direction of current that is applied to the motor field windings. The motor field static exciter is a solid-state phase controlled bridge that utilizes diodes and SCR's to vary the amount of current supplied to the motor fields as determined by motor field commands provided by the analog input/output module 50 and which originate from the central processing unit 48. The reverser 62 is a bi-stable switch that reverses the direction of current flow through the motor fields and thereby controls the direction in which the vehicle will move. The reverser 62 is controlled by the CPU 48 via the digital input/output module 52.
A motor field contactor 64 is provided and this contactor sets up the field circuit which allows current to flow from the motor field static exciter 60. The contactor 64 is closed in the propulsion and retarding modes of operation, but is open in the neutral mode. It is controlled by the CPU 48 via the digital input/output module 52. A shunt 66, preferably a 400 amp. 100 millivolts shunt, provides the IMF feedback signal that is indicative of the motor field current and the signal is applied to the analog input/output module 50. Each of the motors 28 and 30 has respective shunts 68 and 70 which are preferably 1000 amp. 100 millivolts shunts that provide a signal that is indicative of the motor current in the respective motors and this signal is applied to the analog input/output module 50.
A voltage sensor 72 is provided in line 32 to measure the output voltage of the rectifier diode panel 27 and contactors 74 and 76 are also provided and are closed in the propulsion mode and opened in the retarding mode. Each of these contactors, as well as all other contactors in FIG. 1, also has a position sensor that gives a digital feedback to the control system 10 to indicate whether it is opened or closed.
When the control system 10 places the vehicle in the retard mode, the contactors 74 and 76 are opened and the motors 28 and 30 function as generators. When this is done, resistance grids 76 and 78, which are high power banks of forced air cool resistors used to dissipate the energy created by the motors acting as generators in the retarding mode, are placed in circuit by the contactors 80 and 82. When the vehicle is in the retarding mode, the contactors 80 and 82 are closed, but are opened in the propulsion mode. The resistor grid is preferably comprised of 4 to 10 resistors and additional contactors 84, 86 and 88, which are controlled by the CPU 48 via the digital input/output module 52 and which are controlled to close at unique values of diesel engine speed.
These latter contactors provide extended range retardation and function to reduce the value of the resistance in the resistor grids 76 and 78 down to low vehicle speeds. As the vehicle and motors slow, the amount of voltage produced by the motors acting as generators falls and therefore the same level of retarding current must be maintained by reducing the resistance of the load. The control of the contactors is such that they are sequentially closed as a function of the motor speed. Additional contactors may be provided in addition to the three contactors 84, 86 and 88.
A display 90 is also connected to the digital input/output module 52 and it provides information relating to the status of the operation of the vehicle and of the control system 10. The display 90 is preferably contained in a cabinet containing other electrical components, such as the various contactors and the like. An operator of the vehicle does not observe the display 90, but is informed of a fault condition by a light 9191, or a LED or the like, which is illuminated in such event.
In accordance with an important aspect of the present invention, there are times during the operation of the vehicle where increased vehicle performance is very desirable, such as traversing a relatively steep grade for a relatively short time. During operation, an electric drive vehicle can only utilize the full horsepower available from the engine over a limited range that is commonly referred to as the constant horsepower region. Referring to FIG. 2, there is a graph of the alternator output amp versus the alternator output voltage and a constant horsepower curve is shown and identified. As the vehicle accelerates from a stop toward full speed, the voltage produced by the alternator increases. To make this voltage increase, the current applied to the alternator rotor (IAF) must also increase. In prior art vehicles, the control system has generally been operated to allow IAF to increase to its continuous rating, shown to be 220 amps in FIG. 2, which is the maximum value of IAF that can be applied continuously without exceeding the rotor temperature limit as determined by the type of insulation used in the rotor and other factors. This point is called the upper corner point in the art and the electrical system can no longer continue to increase the alternator voltage and remain on the constant horsepower curve.
In operation, the voltage limit control of such prior control systems causes the output voltage to follow from points A to C, with the latter move resulting in the full engine horsepower not being utilized because point C is not on the constant horsepower curve. It is also well known that alternators have a short time rating during which operation can be carried out above the continuous rating for a short period of time. By utilization of the alternator short time ratings as described in this invention, the voltage can follow the points A to B which utilize full engine horsepower up to 2000 V d-c. The amount of time is inherently a function of the operating conditions and the load being placed on the alternator, as well as heat transfer and storage characteristics of the alternator, the electrical resistance of the rotor and the operating speed of the engine.
The important consideration is the temperature of the rotor of the alternator, and it should be readily appreciated that when the alternator is operated in the short time rating, the temperature of the rotor will necessarily increase. As should also be readily understood, the alternator cannot operate indefinitely in the short time rating or the rotor will become overheated and damage would inevitably result.
In accordance with an important aspect of the present invention, the control system utilizes known characteristics and measured electrical parameters to estimate the rotor temperature, since it cannot be effectively directly measured, by running a computer simulation of the rotor temperature which is calculated at predetermined time intervals, such as preferably every 0.01 seconds. The computer simulation takes into consideration the surface heat transfer coefficient of the alternator which is a function of the engine speed. Thus, different coefficient values are preferably used including values corresponding to the rated engine speed, the high idle speed and the low idle speed. The heat storage capacity of the alternator is a value that is available empirically as is the resistance of the rotor at a particular temperature. Using this data plus the ambient temperature and the current flowing through the rotor, the temperature rise of the alternator can be accurately simulated and the control system operates to have the alternator run in the short time rating until the temperature reaches a predetermined maximum temperature. At that point, the control system reduces the alternator to its continuous rating value.
The temperature rise of the rotor is calculated based upon the following finite difference equation: ##EQU1## where T=temperature rise of rotor (� C.),
Δt=Time step,
H=Surface heat transfer coefficient (Watts/C.),
C=Heat storage capacity (watt-sec./� C.),
R=Resistance of rotor (ohms),
IAF =RMS amps during Δt, and
Tamb =Ambient temperature (� C.).
Utilizing this implemented equation, when the temperature rise plus the ambient temperature is reached, preferably at a value of approximately 220� C., the control system will reduce the current from the short term rating to the continuous rating.
In accordance with another important aspect of the present invention, it is important to utilize the full horsepower capacity of the diesel engine to maximize production for reasons that have been hereinbefore described. Prior control systems have typically utilized a maximum horsepower rating for an engine which is set in the control system and which is not exceeded under any conditions.
Referring to FIG. 3, there is a graph of engine speed versus electrical load on the engine and this graph is generated by measuring the electrical load presented by the alternator on the engine as a function of the engine rpm as measured by the speed sensor 56 of FIG. 1. The graph is developed to optimize the criteria of the engine capability as a function of rpm, the driver acceptability as it relates to the driver's ability to control the vehicle under all modes of operation and the best utilization of fuel. Prior control systems typically have had a manual mode of HP loading, where the vehicle is put into a self-load or a load box mode. The braking resistor grids 76 and 78 are reconnected to the output of the alternator and used to load the engine while the vehicle is stationary. The procedure results in a fixed value which is stored in the control and is thereafter used, and is identified as point A on the graph shown in FIG. 3.
However, in accordance with the important aspect of the present invention, the control system can also operate in an automatic mode which operates to increase the load on the engine thereby producing additional horsepower until the diesel engine speed starts to fall below its rated full load speed. By doing this, the maximum amount of horsepower that the engine can deliver is used. While each engine has a rated horsepower, it is typical for the horsepower to be plus or minus five percent from the rating under favorable temperature and altitude conditions. Under unfavorable conditions, such as high altitude or dirty fuel filters and the like, the engine may not be capable or producing the rated horsepower. When the control system operates in the automatic loading feature, the vehicle will be taking advantage of whatever the capacity of the engine is at a particular point in time and may have the effect of making the vehicle more productive by increasing the vehicle speed on uphill grades if the engine has additional capacity for example. The automatic mode is relatively easily implemented, and requires only the engine speed signal from the speed sensor 56 as an input signal to the central processing means. When the speed falls below a predetermined value, the processing means reduces the alternator load being applied to the diesel engine.
In accordance with yet another important aspect of the present invention, the central processing unit 48, together with its associated memory, are adapted to receive the various signals relating to the operation of the diesel engine 22, the alternator 24 and the vehicle itself, and this information is selectively stored in the memory and provides a database of information which can be used to generate reports that are extremely useful for management and maintenance people in monitoring the operation of the vehicle.
Such statistical data reports can be advantageously used to determine vehicle productivity and can therefore determine what percentage of the time the vehicle is doing useful work. Also, the statistical data can determine the severity of duty of the vehicle, since horsepower, amperes and motor temperatures are measured and from that the determination of the severity of the duty cycle of the vehicle can be made. This would enable management of a mine, for example, to gather information for future planning, i.e., whether a larger diesel engine may be required or a different gear ratio needed to optimize performance.
Such statistical data also can be helpful in administering warranty requirements may enable the manufacturer to determine whether a component failure was the result of a manufacturing defect, driver abuse or poor maintenance. Additionally, preventive maintenance can be more reliably scheduled depending upon the duty cycle or changes in the duty cycle of the vehicle. For example, if the rate of logged mileage on the vehicle changes drastically, the oil change interval might be accordingly changed. If the average motor temperature increases, it may be desirable to check the cooling blower and air ducts for possible damage. Additionally, abnormal operating conditions, such as driving the vehicle with the brakes applied, or an excessive number of vehicle overspeeds and the like, is readily discoverable with the data that is maintained. Finally, a historical record for each vehicle can be maintained.
The central processing unit 48 stores the received data in queues that are preferably periodically reset according to unique rules. Among the queues are a lifetime queue which is not automatically reset so that data collected from the time the system is started until a manual reset is invoked is maintained. This queue provides a life history of each vehicle. A second queue is a this day queue which is automatically reset at the end of each day. It gives a daily history of what happened to the vehicle during the day. Another queue is a this quarter queue which is reset at the end of each three month period and gives a quarterly history which must be read before the end of the quarter. The central processing unit also maintains in its memory a last quarter queue which is reset at the start of a new quarter. It shows what took place during the previous quarter. Finally, certain statistical data is maintained in a manufacturer queue which contains the same four queues that have been described, and this is preferably capable of only being read or reset by manufacturing personnel. The report is tied to a particular vehicle with particular components. The serial numbers of the vehicle, the diesel engine, motors, alternator, etc. are given in the report. The lapsed time that the report covers from start date to finish date are also given.
More specifically, the statistical data that is recorded includes operating hour monitoring of the diesel engine 22, the motors 28 and 30, the alternator 24, the propulsion mode, retarding mode, coast mode, idle mode, fault down time and the total vehicle. Parameter counters record events, including some which are time stamped and such events include those of overspeed, dump body switch operation, dump body override switch operation, service brake application, body load switch operation, selector switch operation above three miles per hour, engine started, accelerator pedal 14 and service brake pushed at the same time, the accelerator pedal and park brake applied at the same time, retard switch 16 and service brake pushed at the same time, the speed being greater than 0.3 mph and the part brake applied, speed override and reverser 62 operation. Other events also include the two digit display 90 reset pushed, the accelerator pedal 14 and retarding pedal 16 pushed at the same time, the selector switch being changed, the vehicle operating mode being changed among the propulsion, retarding and coast modes, the pick-up and drop-out of various contactors, the accelerator pedal 14 being pushed with the motor temperature above 220� C. and the retard pedal 16 being pushed at zero speed. While other events may be recorded, the above described events are representative of the kinds of events that are preferably recorded in memory.
Moreover, parameter profiles are maintained which include the propulsion and retarding mode of operation, the motors 28 and 30 armature currents and temperatures and motor field current, as are the net input horsepower, the engine speed, the vehicle speed and the distance traveled.
All of this information can be used for preparing extremely comprehensive statistical data reports that can be used by management and/or maintenance personnel.
In accordance with yet another aspect of the present invention, and as previously mentioned, the system includes the display 90 shown in FIG. 1, which is also illustrated in detail in FIGS. 4 and 5. The display 90 has a two digit display readout 92 which provides diagnostic information to maintenance personnel who are working on the vehicle and the display panel also includes up and down search buttons 94 and 96, respectively, as well as a reset button 98. LED indicators 100 and 102 are also provided to indicate the first and last display codes that are current. The reset switch 98 also has an associated LED 104. The display 90 provides a two digit display which identifies various problems by a fault code number. If a problem arises, there may be a number of faults that result, in which case, several codes may be generated. By using the search buttons 94 and 96, these codes may be viewed by scrolling through the active codes. Depending upon the particular fault, the code has an associated decay time during which the code is maintained for a preselected time period after it occurs.
A troubleshooting guide which described all fault codes is also preferably provided as is a chart which gives a brief explanation of the codes and possible causes of the faults. A description of the various two digit display panel codes are set forth in Appendix A which is attached hereto. Each code identifies the condition associated with the code number, and an indication of the possible cause, and the time period for which the code is maintained.
In accordance with another important aspect of the present invention, and referring to appendix A generally, the events that occur not only result in the generation of a 2 digit code, but the event is also recorded in the memory associated with the CPU 48. The operator of the vehicle has the capability of overriding a number of fault conditions during propulsion of the vehicle for a predetermined number of times, depending upon the particular condition. It should be understood that the occurrence of a fault condition during the propulsion mode of operation results in the CPU 48 generating a command to the main contactors 74 and 76 which causes them to open, which results in the vehicle being stopped. Once it has stopped, the operator can operate the override switch to attempt to continue operation. If the vehicle is in the retard mode where braking may be essential to preclude a runaway condition from occurring, the processing means will not open the contactors 74 and 76, for to do so may cause such a runaway condition. The decay time period also functions to define the period during which the override limit is effective.
The override is done by the operator by depressing a switch 95 that is located in the cab of the vehicle. However, each fault has a limit constraining the further overriding of the fault condition. Once this limit has been reached, further overrides are disallowed, the vehicle is shut down and maintenance personnel must inspect the vehicle and either correct the problem or perform a reset from the 2-digit display. As shown in Appendix A, event 01, for example, which is for a low level ground fault, it can be reset up to five occurrences of the fault, but event 02, relating to a high level ground fault, cannot be reset, because it is a dangerous fault condition.
The display 90 also has a connector 93 into which a portable test unit, preferably a portable laptop or smaller computer (not shown), can be connected for the purpose of obtaining data and information from the memory of the CPU 48, including the displayed information that may have been removed from the display 90. The system is also configured to reset the codes that may be displayed by the display 90 in response to the reset switch 98 operation. Such an operation only removes the codes from the display 90, and the information is still maintained in the memory of the CPU 48, and may be accessed by the portable test unit if desired.
As previously described, the sampling is preferably performed every 0.01 seconds, but can be adjusted preferably within the range of about 0.01 seconds to 1 second by the operator. If the sampling is done more infrequently, there may be a need to gather data more often, and the system includes a switch 106 which enables a "snapshot" of gathered data at each operation of the switch 106. This corresponds to the code 98 shown in Appendix A.
The event values shown in Appendix A also include an acceptance limit value, which is an indication of the number of such events that can be recorded in memory before the oldest events of the particular type are overwritten. A window limit is also provided, which is a higher priority writing of the same data is which is not overwritten by events written in the acceptance limit allocation of the memory.
While various embodiments of the present invention have been shown and described, it should be understood that various alternatives, substitutions and equivalents can be used, and the present invention should only be limited by the claims and equivalents thereof.
Various features of the present invention are set forth in the following claims.
__________________________________________________________________________TWO-DIGIT DISPLAY PANEL CODESEVENT DESCRIPTION EVENT RESTRICTIONS (IF ANY) DETECTION INFORMATION EVENT__________________________________________________________________________ VALUES00 - Reset All Not Displayed Used to reset all events01 - Low Level Ground Fault System Fault A ground fault is detected if Decay 1800 In Accel: Shut down truck and turn age current to ground (truck Lock 5imit on SYSFLT light. exceeds 114 ma. There is a Accept 20mit In Retard: Turn on SYSFLT light second delay on shutdown. In #Window 5 only. following order, check for Limiture All events are recorded in memory. in motors, grids and power cables, motor flash, insulation failure in power circuit, bad FB102 card.02 - High level Ground Fault System Fault A ground fault is detected if Decay NAme age current to ground (truck Lock 1imit exceeds 140 ma. There is a Accept 1imit second delay on shutdown. #Window 1 as No. 01. Limit03 - Ground Test System Fault Reset Fault - Tripped During Decay Time ing. Lock Limit Accept Limit #Window Limit10 - GF Contractor System Fault GF contractor command and Decay 3600 back don't agree. In the Lock 3imit order, check for welded Accept 10mit blocked armature, defective coil #Window 2 position sensor, loose Limitctions to coil or position sensor, mechani- cal obstruction which prevents smooth operation, bad FB104 card.11 - GFR relay System Fault GFR relay command and Decay NAme don't agree. Same as No. Lock 1imit Accept 20mit #Window 5 Limit12 - MF Contactor System Fault MF contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit13 - P1 Contactor System Fault P1 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit14 - P2 Contactor System Fault P2 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit15 - RF1 Contactor System Fault RF1 contactor command and Decay Time back don't agree. Same as No. Lock Limit Series only. Accept Limit #Window Limit16 - RF2 Contactor System Fault RF2 contactor command and Decay Time back don't agree. Same as No. Lock Limit Series only. Accept Limit #Window Limit17 - RP1 Contactor System Fault RP1 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit18 - RP2 Contactor System Fault RP2 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit19 - RP3 Contactor System Fault RP3 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit20 - RP4 Contactor System Fault RP4 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit21 - RP5 Contactor System Fault RP5 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit22 - RP6 Contactor System Fault RP6 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit23 - RP7 Contactor System Fault RP7 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit24 - RP8 Contactor System Fault RP8 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit25 - RP9 Contactor System Fault RP9 contactor command and Decay 3600 back don't agree. Same as No. Lock 3imit Accept 10mit #Window 2 Limit26 - Forward Coil System Fault Forward position of reverser Decay 3600 mand and feedback don't Lock 3imit Same as No. 10. Accept 10mit #Window 2 Limit27 - Reverser Coil System Fault Reverse position of reverser Decay 3600 mand and feedback don't Lock 3imit Same as No. 10. Accept 10mit #Window 2 Limit28 - Forward/Reverse Call System Fault Forward and reverse direction Decay 3600 called for at the same Lock 3imit Accept 10mit #Window 2 Limit29 - ERC Relay Reserved for Series Decay Time Lock Limit Accept Limit #Window Limit30 - Digital/Analog Output Ex- Record In Memory Only Software error; bad FB101 or Decay Timeceeds 10 v or 1 ma card. Lock Limit Accept Limit #Window Limit31 - Analog Readback Record In Memory only Same as No. 30. Decay Time Lock Limit Accept Limit #Window Limit32 - Digital/Analog Input Exceeds Record In Memory only Same as No. 30. Decay TimeMaximum Lock Limit Accept Limit #Window Limit33 - Frequency Input Record In Memory only Same as No. 30. Decay Time Lock Limit Accept Limit #Window Limit34 - Frequency Hardware Record In Memory only Same as No. 30. Decay Time Lock Limit Accept Limit #Window Limit35 - Analog A to D Record In Memory only Same as No. 30. RAM Decay Time Check Lock Limit Accept Limit #Window Limit37 - Startup (CPU) Fault System Stop May or may not inhibit Decay Time, depending on the severity. Lock Limit sub-codes (Table 6) with PTU Accept Limit more detail. Check for bad #Window card. Limit45 - Diode Fault System Fault Ripple current in alternaotr Decay NAme circuit exceeds a preset value Lock 1imit cates shorted diodes in main Accept 4imit fier. Check diodes, wiring #Window 2 FDP and FL275 panel. Bad Limit bad FB103 card.46 - Motor 1 Overcurrent System Fault Current in motor 1 armature Decay 3600 ceeds limits for a present Lock 3imit Limit is a function of being Accept 10mit retard or acceleration. #Window 2 Limit47 - Motor 2 Overcurrent System Fault Current in motor 1 armature Decay 3600 ceeds limits for a present Lock 3imit Limit is a function of being Accept 10mit retard or acceleration. #Window 2 Limit48 - Motor Field Fault System Fault Motor field current not in Decay 3600 proportion with motor Lock 3imit current. Check for bad shunt, Accept 10mit amp, wires, bad FB102 #Window 2 Limit49 - Motor Field Overcurrent System Fault Current in motor fields Decay 3600 limits. Limit is a function of Lock 3imit in retard or acceleration. Accept 10mit #Window 2 Limit50 - Motor Stall System Fault (In Accel Only) Motors stalled with motor Decay 3600 above 1000 amps, inverse Lock 3imit function. Could be caused by Accept 10mit loaded truck, grade or rolling #Window 2 tance too high. Check for Limit speed sensors, shunts, iso amps, wiring, bad FB102 card.51 - Motor Spin System Fault One motor stuck, the other Decay 3600 ning for longer than 10 Lock 3imit (preset delay). Same as No. Accept 10mit #Window 2 Limit52 - Alternator Tertiary Overcur- System Fault Current in alternator field Decay NAmerent windings exceeds limits for Lock 1imit preset time. Check for Accept 4imit diodes or SCRs in AFSE. #Window 2 for low engine rpm. Limit53 - Motor Tertiary Overcurrent System Fault Current in motor field Decay NAme windings exceeds limits for a Lock 1imit time. Check for shorted diodes Accept 4imit SCRs in MFSE. Check for low #Window 2 gine rpm in Retard mode. Limit54 - +15 Power System Fault Out of Limit (�1 v) for 4 Decay 3600 Check for battery volts Lock 3imit 20 v, excessive load on supply Accept 10mit Amp or VMM), bad FB100 #Window 2 Limit55 - -15 Power System Fault Out of Limit (�1 v) for 4 Decay 3600 Same as No. 54. Lock 3imit Accept 10mit #Window 2 Limit56 - -19 Power System Fault Out of Limit (�3 v) for 4 Decay 3600 Same as No. 54. Lock 3imit Accept 10mit #Window 2 Limit57 - Motor Polarity System Fault Motor 1 and Motor 2 opposite Decay 3600 larity. Check for loose wiring Lock 3imit shunts, cabling to motors Accept 10mit shunts, bad FB102 card. #Window 2 Limit58 - Grid Failure System Fault Retard Grid Circuit Failure. Decay Time for loose cabling to grids. Lock Limit grids for foreign objects or Accept Limit damage. #Window Limit59 - PTU Configuration System Fault PTU configuration inputs Decay NAme inconsistent. Lock 1imit Accept 4imit #Window 2 Limit60 - On Trolley System Fault Unable to complete the Decay NAme from diesel to trolley. Lock 1imit Not in use. Accept 4imit #Window 2 Limit61 - Off Trolley System Fault Unable to complete the Decay NAme from diesel to trolley. Lock 1imit Not in use. Accept 4imit #Window 2 Limit63 - Low Axle Box Pressure If BPS does not pick up in 101 sec- Axle box air pressure not Decay NAme onds, turn on light and buzzer. with engine above 1550 Lock NAmit Check for bad air ducts, open Accept 10mit box door, bad axle box door #Window 0 kets, bad BPS switch, bad Limit card.64 - Motor 1 Over Temperature Turn on Light. Motor 1 is over 220� C. temperature Decay NAme limit. Could be caused by Lock NAmit duty or lack of sufficient Accept 10mit air. #Window 0 Limit65 - Motor 2 Over Temperature Turn on Light. Motor 2 is over 220� C. temperature Decay NAme limit. Could be caused by Lock NAmit duty or lack of sufficient Accept 10mit air. #Window 0 Limit66 - Overspeed Apply maximum retard level to re- Vehicle speed exceeds Decay NAme duce speed below overspeed limit. Lock NAmit point. Turn on light. Accept 50mit #Window 0 Limit67 - Speed Retard Record In Memory Only Vehicle speed exceeds retard Decay NAme velope. Lock NAmit Accept 10mit #Window 1 Limit68 - Retard Over Current Record In Memory Only Retard current level Decay NAme Check for bad shunt, iso amp Lock NAmit bad FB102 card. Accept 25mit #Window 1 Limit69 - Horsepower Low Record in Memory Only Engine is low on horsepower Decay NAme Lock NAmit Accept 25mit #Window 1 Limit70 - Horsepower Limit Record In Memory Only Engine horsepower limit is Decay NAme ed. Lock NAmit Accept 10mit #Window 1 Limit71 - Engine Overspeed Record In Memory Only Engine speed is exceeded Decay NAme Lock NAmit Accept 10mit #Window 1 Limit72 - Oil Pressure Warning Record In Memory, Turn On ENG- Engine oil pressure in Decay NAme MON Light. zone. Could be caused by an Lock NAmit gine problem, bad sensor, Accept 10mit FB102 card. #Window 1 Limit73 - Oil Pressure Shutdown Record In Memory, Turn On ENG- Engine oil pressure in Decay NAme MON Light. zone. Same as No. 72. Lock NAmit Accept 10mit #Window 1 Limit74 - Coolant Pressure Warning Record In Memory, Turn On ENG- Engine coolant pressure in Decay NAme MON Light. zone. Same as No. 72. Lock NAmit Accept 10mit #Window 1 Limit75 - Coolant Pressure Shutdown Record In Memory, Turn On ENG- Engine coolant pressure in Decay NAme MON Light. down zone. Same as No. Lock NAmit Accept 10mit # Window 1 Limit76 - Crankcase Overpressure Record In Memory, Turn On ENG- Engine crankcase overpressure. Decay NAme MON Light. Same as No. 72. Lock NAmit Accept 10mit #Window 1 Limit77 - Coolant Overtemperature Record In Memory, Turn on EN- Engine coolant temperature Decay NAme GOVERTEMP Light. warning zone. Same as No. Lock NAmit Accept 10mit #Window 1 Limit78 - Engine Service Record In Memory, Turn On ENG- Engine warning. Service Decay NAme MON Light. (Detroit Diesels with DDEC Lock NAmit Accept 10mit #Window 1 Limit79 - Engine Shutdown Record In Memory, Turn On ENG- Engine shutdown ASAP Decay NAme MON Light. Diesels with DDEC only. It Lock NAmit inhibit propulsion after a 15 Accept 10mit delay and will continue to inhibit #Window 1 long as the DDEC Engine Limit down light is lit.80 - Engine Speed Retard Record In Memory Engine Speed less than 1500 Decay NAme measured 4 seconds after high Lock NAmit command when going into Accept 10mit Check engine control and #Window 1 Limit81 - Motor 1 Voltage Limit Reduce alternator excitation such Motor 1 is over voltage Decay NAme that voltage limit is not exceeded. Lock NAmit Accept 10mit #Window 1 Limit82 - Motor 2 Voltage Limit Reduce alternator excitation such Motor 2 is over voltage Decay NAme that voltage limit is not exceeded. Lock NAmit Accept 10mit #Window 1 Limit83 - Alternator Field Current Lev- Record In Memory Only Alternator field current is slow Decay NAmeel decay. Check for bad shunt, Lock NAmit amp, bad FB102 card. Accept 10mit #Window 1 Limit90 - Battery Low Record In Memory Only Battery volts low, less than 24 Decay NAme for 4 seconds and the Lock NAmit speed is greater than 600 Accept 10mit Check for bad battery charger #Window 1 bad battery. Limit91 - Battery High Record In Memory Only Battery volts high, greater than Decay NAme volts for 4 seconds. Check for Lock NAmit battery charger regulator. Accept 10mit #Window 1 Limit92 - Bad Engine Sensor Record In Memory Only Engine Sensor Output Outside Decay Time Normal Range. Check for bad Lock Limit sor wiring or bad sensor. Accept Limit #Window Limit98 - Data Store Indicates that a data snap shot Decay NAme been initiated by manual Lock NAmit Accept 50mit #Window 16 Limit99 - Software Software problem. Reload Decay Time ware, reconfigure truck. Check Lock Limit bad FB101 card. Accept Limit #Window Limit__________________________________________________________________________ NOTE: The Information listed under "EVENT VALUES" provides additional detail for each event, and is described as follows: Decay Time = How long faults are held in memory (in seconds). Lock Limit = Maximum number of resets allowed. Acceptable Limit = Maximum number of events which can be recorded. #Window Limit = Number of events with 51 windows.
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|International Classification
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|European Classification
|Jun 1, 1992
Owner name: GENERAL ELECTRIC COMPANY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:GRABOWSKI, FRANCIS M.;DUKE, AMY D.;BEACH, FREDERICK G.;AND OTHERS;REEL/FRAME:006233/0981;SIGNING DATES FROM 19920520 TO 19920527
|Jan 23, 1997
|Fee payment
Year of fee payment: 4
|Jun 12, 2001
|Fee payment
Year of fee payment: 8
|Jun 30, 2005
|Fee payment
Year of fee payment: 12


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The Macon Telegraph has reported that Stephen McDaniel might have missed a bar exam review class on the morning that Lauren Giddings's body was found. Where was he, and what do blue and gray fibers have to do with it?
Barack Obama, Crime, Deaths, Email Scandals, John McCain, Law Schools, Lunacy, Murder, Police, Politics, Prisons, Ridiculousness, Violence
The Collected Writings of Stephen McDaniel
In prior coverage of Stephen McDaniel, the Mercer Law School graduate accused of murdering his former neighbor and classmate, Lauren Giddings, we alluded to several emails that McDaniel sent to some of his classmates. Some students found the emails, which reflected McDaniel's conservative political views, to be strange or disturbing. We will now share them with you….
Cocaine / Crack, Crime, Deaths, Drugs, Guns / Firearms, Jury Duty, Law Schools, Murder, Nancy Grace, Police, Prisons, Reader Polls, Violence
A Portrait of the Accused as a Young Man (Plus a reader poll: innocent?)
Revelations continue to spill forth regarding Stephen McDaniel, the recent Mercer Law School graduate accused of killing his former classmate and neighbor, Lauren Giddings. Was he framed? Is he innocent? Take our reader poll and find out more….
Crime, Death Penalty, Deaths, Guns / Firearms, Law Schools, Murder, Nancy Grace, Police, Prisons, Violence
Has Stephen McDaniel Been Framed in the Lauren Giddings Murder?
In our coverage of Stephen Mark McDaniel, the 25-year-old Mercer Law School graduate who has been charged with the murder of Lauren Giddings, his former classmate and neighbor, we have repeatedly stressed that McDaniel remains innocent until proven guilty. We have pointed to past examples of individuals who were viewed by the public as almost […]
Lean Legal: Three Techniques for the Agile Lawyer
A growing number of attorneys are turning to a set of project management and process improvement techniques commonly known as "Agile."
Crime, Deaths, Law Schools, Murder, Nancy Grace, Police, Prisons, Violence
The Plot Thickens: Say Hello to 'Hacksaw McDaniel'
We tried to come up with a Nancy Grace-style nickname for the accused in the Lauren Giddings case. One reader suggested "Chain Mail Man" (based on Stephen McDaniel's penchant for wearing chain mail to his law school classes). In light of new evidence that has come to light, however, a better nickname has emerged: "Hacksaw McDaniel." Read on to find out why….
Crime, Deaths, Federalist Society, Law Schools, Murder, Nancy Grace, Police, Prisons, Violence
A Closer Look at Stephen McDaniel, Lauren Giddings, and Mercer Law School
After writing about the news that Stephen M. McDaniel, 25, had been charged with the horrific murder of Lauren Giddings, 27, a bright and beautiful recent graduate of Mercer Law, Above the Law's managing editor, David Lat, takes a closer look at this deeply disturbing case….
Fast Food, Food, Football, Sports
A Strip Search Over a Chicken Sandwich at Georgia Tech?
All Georgia Tech alum Mary Clayton wanted to do before the football game was eat some Chick-Fil-A, so she tried to enter the stadium with a chicken sandwich in hand. And what started for Clayton as a game to remember turned into a day she'd like to forget, due to an alleged sandwich security strip search….
Crime, Deaths, Law Schools, Murder, Police, Prisons, Violence
Breaking: Stephen McDaniel Charged With Murder of Lauren Giddings
A recent graduate of Mercer Law School in Macon, Georgia, Stephen Mark McDaniel, has been charged with the murder of neighbor and classmate of Lauren Giddings, the slain Mercer Law graduate whose torso was found on June 30, inside a trash bin just outside her apartment building. Let's take a look at McDaniel's inmate information sheet….
Death Penalty, Politics, Sentencing Law, Television
Should Executions Be Televised?
In a New York Times op-ed, mentioned previously in Morning Docket, Professor Zachary Shemtob and I argue that executions should be made public. More specifically, we argue that executions should be broadcast live or recorded for future release, on the web or on television. Public execution has some unsavory connotations, perhaps dating back to the […]
Crime, Deaths, Law Schools, Murder, Violence
An Update On a Mercer Law Student's Untimely Death
A week and a half ago, we told you about the death of a Mercer Law student. The student has now been officially identified as Lauren Giddings, a recent Mercer Law graduate who was back in Macon studying for the bar. We have an update from Macon: our sources are telling us that the police have two persons of interest, but law students are still being questioned.
Boutique Law Firms, Cars, Drinking, DUI / DWI, Small Law Firms
Biglaw Alternative: Getting Drunks Off
Most lawyers would cringe at the thought of spending their entire careers trying to find loopholes that will release drunk drivers back onto the streets. But one small firm is building a DUI defense empire in Georgia. You'll be so happy that they get your case thrown out that you won't even mind when they use your full name and share the details of your drunken escapades to drum up more business.
Career Alternatives, Food, Job Searches, Law Schools
Career Alternatives for Attorneys: Peddling Popsicles
When faced with a job that isn't making you happy, sometimes creativity is necessary in order to escape. Because hey, not everyone can enjoy courtroom glory like that of Jose Baez, knight in shining armor for Casey Anthony. And so, for these people, there are many career alternatives to choose from. We've written previously about […]
Crime, Deaths, Law Schools, Murder, Violence
Grisly Scene Developing At Mercer Law School
The stories coming out of Mercer Law School yesterday evening and this morning are surreal. Yesterday in Non-Sequiturs we mentioned that a recent Mercer Law graduate, Lauren Giddings, was found dead. Decapitated. UPDATE: We understand that the Macon police department is not confirming that the body is that of Lauren Giddings. As of now, she's […]


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Electrical Equipment
Company Overview of Clear Skies Solar Inc.
Executive Profile
Joshua M. Goldworm
Vice President of Business Development, Clear Skies Solar Inc.
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Joshua M. Goldworm has been Vice President of Business Development of Clear Skies Solar Inc. since 2008. Mr. . Goldworm joined Clear Skies in October 2006 and served as analyst and salesman until 2008. Previously, Mr. Goldworm consulted for Mandalay Capital analyzing acquisition targets and crafting communications for sales development. Prior to Mandalay Capital, he was an analyst at Miller Tabak Roberts Securities, LLC. Mr. Goldworm was a mortgage consultant at American ...
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Okemo Brewfest set for SaturdayAugust 22,2013Staff Report
LUDLOW — Okemo's fifth annual Hops in the Hills Brewfest & Chicken Wing Championship will be held from 1 to 6 p.m. Saturday at Jackson Gore Paleo-Field.
A selection 64 beers will be on hand for tasting. The event also includes live music from Girls, Guns and Glory as well as
McAllister Drive. In addition, attendees can vote for their favorite chicken wing.
Anyone who buys a ticket by midnight Thursday will save $5 and guarantee admission to the event.
For more information and to see the selection of local brews, visit okemo.com/events/hops.asp.MORE IN This Just In
KILLINGTON — Rutland Mayor Christopher Louras came prepared to the Vermont League of... Full Story
BETHEL – A bus driver with Whitcomb High School was cited for driving the school bus... Full Story
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(Heb. sumphoniah) a musical instrument, mentioned in (Daniel 3:5,15) probably the bagpipe. The same instrument is still in use amongst peasants in the northwest of Asia and in southern Europe, where it is known by the similar name sampogna or zampogna.


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Screen at Festivals
There are several bands called Screen. Screen (1) 1 is a Hungarian rock/hard rock band. Screen (2) is a Swedish synthpop act, started as Schkoum in 1992 but they had a name change around 1997. Patrik Örnkloo-Lidström, Johan Burman, Jörgen Strömbro and Daniel Viklund are members of both bands. They appeared on a couple of collections from Memento Materia among other labels in the early 90s but also released two demo tapes as Schkoum that are circulating on the internet without titles.. Read more on Last.fm.
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DJ Bloodbeats , Lestari , Scan , The Orb (feat. Lee Scratch Perry) , GariMastah ,
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Lakeside Lodge Spring Lake South Cerney Cirenceste
from £150 /night help Price for guests, Nights approx:
6 reviews
from £150 /night help Price for guests, Nights approx:
Estimated nightly price based on a weekly stay. Excludes fees (if applicable). Enter your dates to see the total cost.
Lodge / 3 bedrooms / sleeps 6 Home 301136
Availability Your dates are available
Lodge / 3 bedrooms / sleeps 6
|Key Info
Spring Lake South Cerney is ideally located for a stay in The Cotswolds. It is great fun for adults and children alike. You can either watch or participate in Wakeboarding, Waterskiing or ringo rides available on the Lake itself at lakeside-bar.
Cotswold Lake lodge is arranged over two floors and well equipped for a pleasurable stay.
On the ground floor is a fitted kitchen which includes a dishwasher, double oven, hob, microwave fridge and freezer.
A large open plan lounge/diner comfortably accommodates six people. There is a TV/DVD player and digital box along with a stereo player. We have tried to make it feel as homely as possible by adding books of general and local interest.
Off the entrance hall there is a downstairs shower room with a WC and hand basin.
The dining area has a staircase leading to the first floor.
Bedroom 1 is a large double room that has full length windows with stunning views overlooking Spring Lake. This room has a large range of fitted wardrobes and chest of drawers.
Bedroom 2 has a single bed with another underneath. There is a hanging rail and a bedside cabinet with drawer.
Bedroom 3 This is another double bedroom, although there is limited walking space around the bed. There are two small bedside drawers and hanging space.
There is a bathroom on this floor with a toilet, a bath and a hand basin
To the rear of the property there is plenty of room for 6 people to dine alfresco on the deck overlooking the lake, there are also communal gardens. To the front of the Lodge there are 2 resident only parking spaces.
Please note WIFI is chargeable through COTSWOLD WIRELESS
|Sleeps up to 6, 3 bedrooms
|Check in time:
|Check out time:
|Nearest beach
|inland beach at Keynes Country Park 3 km
|Will consider
|Long term lets (over 1 month)
|Car advised
|Nearest Amenities
|3 km
|Family friendly
|Great for children of all ages
|Some pets are welcome - please contact the owner, No smoking at this property
Features and Facilities
|Internet access, DVD player, Boat available
|TV, CD player, Wi-Fi available
|Kettle, Toaster, Iron, Hair dryer
|Dishwasher, Cooker, Microwave, Fridge, Freezer, Washing machine
|3 bedrooms, 2 bathrooms of which 1 Family bathrooms and 1 Shower rooms
|Double beds (2), Single beds (2), Dining seats for 6, Lounge seats for 6
|Linen provided, Towels provided, High chair
|Balcony or terrace, Shared garden, BBQ
|Parking, Not suitable for wheelchair users
The Cotswolds region
Cotswold Lake Lodge is situated in the Heart of The Cotswold Water Park, a 40 square mile Area of Outstanding Beauty. There are over 140 lakes, 150km of bridleways and cycleways and over 6000 years of human habitation has been discovered in the area.There are many activities available, including sailing, water skiing, horse riding, fishing and cycling to name but a few. There are fantastic views and unspoilt scenery.This is an ideal location to use as a base for visiting the historic towns of Cirencester, Stow on-the-Wold and Bourton -on-the-Water.
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6 Aug 2013
"Relaxing time with family"
We stayed a week in this place with kids and grand child. It was plenty of room for all 6 of us during the day even with suitcases in living room, as bedroom 2 and 3 are so small that there is no room for luggage. Patio is excellent for BBQ or just sit outside and enjoy the view if weather permits and we were lucky and had nice sunny days. It was easy communication with owners - Sarah always replied to my e-mails immediately and called us on day of arrival to check if all is in order. Thank you, we had pleasant stay.
6 May 2013
"Beautiful, sunny stay!"
A huge thank you. We thoroughly enjoyed our stay. The house was beautifully presented and very clean and tidy. It is situated in the perfect position on the lake side to enjoy the sunshine from morning to late evening.
thank you for your lovely review. So glad theweather was fab for you.
5 Apr 2013
"Very relaxing short break"
Great stay and the owners were very flexible with the dates that we wanted to stay. The booking process was first class with plenty of communication and this was matched by the cleanliness and quality of the accommodation. Would happily recommend to anyone who wants a quiet break by the lakes
Hi Thank you so much for reviewing our property. We hope to see you again one day. Regards Sarah
27 Feb 2013
"Lovely break in a fantastic lodge"
We enjoyed a fabulous 2 night stay in this lovely lodge. My communication with the owner were efficient, prompt and very straightforward. The lodge itself was clean and cosy. Sarah had thoughtfully visited the day before to put the heating on as the weather had turned so cold. We travelled with young children who enjoyed the playground on site as well as just enjoying watching the ducks on the lake. The setting was very relaxing. We did a trip to Cirencester for the day and to Bourton on the Water - both close by. There is also a Waitrose about 5 minutes in the car. Everything felt very convenient.
Thank you for reviewing Lakeside Lodge we hope to see you again soon.
This advert is created and maintained by the advertiser; we can only publish adverts in good faith as we don't own, manage or inspect any of the properties. We advise you to familiarise yourself with our terms of use.
You're booking with
Sarah H.
- 1 Years listed
100% Response rate
Calendar last updated:30 Sep 2015
Based in United Kingdom
- English
- French
Payment accepted
Paypal accepted
Credit cards accepted
- Landline
- +44 (0) 1242 245236
- Mobile
- +44 (0) 7850 213121


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Free Shipping
Product Information:
Increase the comfort of your living room with the DHI Enzo Arm Chair II. It has a contemporary style that makes it perfect for your existing home decor.
The frame of the arm chair is made from wood, which makes it durable and sturdy. It sports an exquisite that enhances the aesthetic appeal of the chair. The upholstery is made from faux leather and has a solid pattern. To provide better comfort, this arm chair includes padded seating. The back support provides additional comfort to people who have chronic back problems. This chair has flared arms that provide support and enhance its ergonomic design. The chair is supported by four strong legs that provide additional stability. It has a compact design that does not take up a lot of space.
The Enzo Arm Chair II from DHI makes for a comfortable addition to your living room. It can be used as a standalone piece or as part of an existing furniture set. The arm chair can be wiped clean with a soft dry cloth. This ensures easy maintenance and keeps it looking as good as new for a long time.
Product Details
Legs Included
Additional Documents
Weights & Dimensions
|Chair Design: Arm chair
|Removable Seat Cushion: Yes
|Style: Traditional
|Frame Finish: Espresso
Upholstered: Yes
Frame Material: Wood
|Solid Wood Construction: Yes
|Number of Items Included: 1
|Pieces Included: Chair
|Removable Back Cushion: No
|Reversible Cushions: No
|Tufted Cushions: No
|Slipcovered: No
|Ottoman Available: No
|Ottoman Included: No
|Toss Pillows Included: No
|Rocker: No
|Swivel: No
|Stackable: No
Arms Included: Yes
Legs Included: Yes
|Nailhead Trim: No
|Hand Painted: No
|Chair Storage: No
|Weight Capacity: 250 Pounds
|Commercial Use: No
|Country of Manufacture: China
|Additional Parts Required: No
|Product Warranty: Manufacturer's 1-year limited warranty
About the ManufacturerDHI is a fashion forward lifestyle furniture company. DHI manufactures fashionable yet sensible furniture. Its designs are well built, stylish, functional, and affordable! Its designs borrow from elements in today's fashion and society. Whether your tastes are modern traditional or contemporary, DHI offers something for everyone.
More About This Product
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Ships to:
Ships via: FedEx/UPS
Enter your shipping zip or postal code to calculate shipping estimatesGet Delivery Estimate
We want you to love it. If you don't, you may return your purchase within 30 days of delivery. All you need to do is visit our Self-Service Return Center for instructions. Return credits are issued within 24 hours once the item is received and inspected. Please note that shipping charges are non-refundable. The cost of return shipping will be deducted from your refund. 30-Day Return Policy
Overall Rating
Based on 163 reviews
Customer PhotosAdd your own photo
Comfy, good value chair Carol from Jefferson, GA on 09/08/2014 – Verified Buyer
We ordered two of these for a small conversation area in our home bar. We weren't looking to spend a small fortune and we needed chairs that wouldn't be so large as to overpower the space. These chairs perfectly met our needs. They look more expensive than they were! The back of the chair is unattached, so it came boxed in an almost square box with the back folded into the seat. All you have to do is attach the legs, raise the back and you are all set. We've had the chairs for 11 months and they are used several times a week. So far, they are not showing any signs of wear. The color is a very dark brown, looks rich and plush.
Was this helpful? Yes 27 No 0
Fast remodel/update of a living room Jessica from Everett, WA on 01/13/2015 – Verified Buyer
Ordered 2 and my husband had them unpacked, set up and the cardboard recycled within the hour of their arrival!! I was on an errand kind of dreading dealing with the delivery. What a turnaround!!!! Seem to be of the same quality that we saw at a furniture store for $300 each (plus tax and we needed to move), so this was much more convenient and you can't beat site delivery. They are very comfortable and look great with my Mission furniture and old oriental rugs. They could do industrial style or contemporary just as well…May end up in a bedroom before it's all over and they would be great that way, too.
Was this helpful? Yes 9 No 0
Looks just as described but better!!! Marsi from Westland, MI on 02/26/2015 – Verified Buyer
I absolutely love my Enzo arm chairs. I ordered two of them for my living room seating and when I say easy to put together that's an understatement. The chairs are so comfortable to sit in. They are wide enough for a plus size person to sit in. The legs are shaped a lil weird but I think they may go in specific holes have figured that out yet but it in no way takes away it's just my own Ocd. I've looked at so many chairs they were all starting to look alike and I'm so thankful I found these because they match my couch perfectly and having 4 small children I can wipe and go.
Was this helpful? Yes 7 No 0
My daughter says it's her favorite chair in the room! Gretchen from Rochester, IL on 03/04/2015 – Verified Buyer
Needed some extra seating for our livingroom. Wanted something small to complete a conversation area, but big enough to comfortably watch a movie from. Bought 2 of these (one was a return, so I got a great deal!) and they are PERFECT! Now, when the whole family gathers for a movie, my youngest daughter says this is her favorite chair to sit in! Even though they're not leather, they look rich, and they are comfortable to sit in. Assembly was super easy - 5 minutes was all it took. I was skeptical to buy furniture online, but I'll definitely be coming back to purchase more!
Was this helpful? Yes 3 No 0
ha so easy!! David from Vandalia, OH on 08/25/2013 – Verified Buyer
Took 3 minutes to assemble both chairs - yay!! Quality is exceptional and the comfort level is perfect and ease to clean was important to us with two kids under 3. Bet the fabric version of these chairs are phenomenal - just not an option for us! All in all a great purchase.
Was this helpful? Yes 9 No 0