text:
BrightReviews
Ever Light Reviews
Category: Home & Garden Tags: Outdoors, Tools and Hardware Url: www.ordereverlight.com
About Ever Light
Instead of butane, Ever Light is an electronic flameless lighter that uses batteries and a cool-to-the-touch tip to produce a perfect light each time, whether upside down or in the windiest of weather conditions.
Just press the button to send two parallel currents to Ever Light's conductive tip, which will generate a controlled electric arc. The tip is attached to an integrated pivoting head that can help you light just about anything, while the lack of an open flame and built-in safety switch can help keep you safer than ordinary lighters.
Whether you're planning to use it for candles, fireplaces, barbecues, campfires, or lanterns, Ever Light's proposed concept certainly seems intriguing. But before handing over your money, let's take an in-depth look at the device and answer some of your most pressing questions.
How Much Does Ever Light Cost?
Two Ever Light flameless lighters are priced at $19.99, plus $9.99 S&H.
All orders come with a 60-day refund policy, less S&H. In order to request one, you can call Spark Innovators' customer support line at 877-399-3491.
How does this price compare to the competition?
Ever Light vs. ArcLighter & Other Flameless Electronic Lighters
Whether we're talking about Fidget Bit and Fidget Cube, KAISR and the 6 Second Lounge, or dozens of other examples, it's not uncommon for third-party companies to create meaningfully similar products (or ones based similar concepts) as those that have experienced recent crowdfunding success.
In many instances, we've seen these third-party options released before the originals.
Nevertheless, in the case of Ever Light, it seems to be based on a concept originally introduced by the ArcLighter, which pulled in nearly $200K from 2,500+ backers during its 2015 Kickstarter campaign.
Nearly two years later, ArcLighter is still being sold at a price of $34.99, with a LED charging base that costs $11.99. So, this means that even with its substantial S&H charges, you can still purchase two Ever Lights for less than the price of one ArcLighter.
Functionally, it appears that Ever Light and ArcLighter feature similar conductive tips that use parallel currents to generate a controlled electric arc.
From design perspectives, it's really all about preferences. ArcLighter features a sleek, modern design, whereas Ever Light's manufacturer seems to have taken a more utilitarian approach. Ever Light's tip also pivots 90 degrees, although we had some difficulty understanding exactly when this might come in handy while watching its commercial.
Outside of this, you'll find several other meaningfully similar options searching online for "dual arc electronic lighter" or "plasma lighter," including Plazmatic ($39.99), SPPARX ($28.99), SaberLight ($10), and Tesla Coil Lighters ($29.99).
Granted, with the exception of SaberLight's cylindrical design and four electrodes, all of these are designed more like traditional cigarette lighters, compared to the longer Ever Bright and ArcLighter.
While we didn't find any comparisons outlining the head-to-head performance of each of these models, it seems to largely boil down to your needs. For example, if you're only planning to light small items, then a traditional cigarette-sized plasma lighter might deliver.
But if you're looking for something that can also handle heavier-duty jobs, like lighting lanterns, campfires, and so forth, then a longer, more robust option like Ever Light or ArcLighter might be more suited to your needs.
Regardless of the specific design, are there any inherent pros and cons with plasma lighters?
What Are Potential Pros & Cons for Dual Arc Lighters Like Ever Light?
Other than their length, though, the reality is that most of these plasma lighters utilize two ceramic electrodes to generate an electrical arc, which is smaller than a traditional flame, but also much hotter.
In fact, the arc generated by these lighters is so hot that we found online instructions showing readers how to turn one into a plasma cutter that will work on small, thin pieces of metal. Note: We're obviously not recommending you do this; we're only emphasizing just how hot these arcs can get.
Given this, you might imagine that it's easy to severely burn yourself with something like Ever Light. However, we found several videos where users touched the arc or applied it to their arms, which they only described as a slight stinging sensation—almost like putting your tongue on a 9-volt battery.
Obviously, this isn't exactly a relaxing sensation and leaving it in place might cause more severe damage, although we're certainly not recommending that you do either.
Other potential downsides include a small gap (although unless you're lighting something larger than a cigarette, it might not be a big deal), as well as a high-pitched sound/squeal that some might consider annoying.
On the other hand, plasma lighters like Ever Light are windproof, don't require any butane or any other flammable liquid, are battery operated (whether using a built-in battery and USB recharger, or standard AA or AAA batteries), and don't create a safety issue with an open flame.
With these potential pros and cons in mind, let's come to a final conclusion about Ever Light.
Our Final Thoughts About Ever Light
The bottom line is that if you're looking to get the most bang for your buck (i.e. more plasma lighters for the money), then you might be hard-pressed to find a better option than Ever Light's two-for-one deal.
Regardless of the brand, though, if this is your first foray into the world of plasma lighters, just remember that they can be used for a wide variety of smoking needs—except for those who enjoy metal pipes. If used this way, you'll run the risk of receiving an unpleasant electric shock.
Like most other Spark Innovators products, including popular options like Engrave-It Pro, Eggstractor, and Luma Smile, Ever Light comes with a 60-day refund policy in the event you're not fully satisfied with its performance.
However, keep in mind that you'll immediately lose your initial $9.99 shipping fee, plus whatever it will cost you to send your Ever Lights back to the manufacturer in Fairfield, NJ (will vary depending on location). Given this, it's not a completely risk-free purchase—but in the end, only you can decide if it's worth rolling the dice.
What did you decide? Did Ever Light meet your needs, or did you decide to request a refund? Talk about it in your very own review below.
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About Smooth Jazz News
Established in 1999, Smooth Jazz News is a contemporary jazz, lifestyle and travel magazine that covers the best genre artists, festivals, concerts and cruises globally, plus a calendar of events, with splashes of art, culture and travel. Our content also includes book reviews, Cashmira's Starguide, a DISCover New Music page, and other newsworthy discoveries we find throughout our jazz travels.
The once-top-rated radio format, which featured a special mix of instrumentals, soothing vocals and classic R&B hits, has evolved into a music-themed lifestyle that integrates travel, fosters friendships and fuels fun for the over-50 crowd. Their passion for the music is slightly eclipsed by the many exhilarating adventures it offers year-round: Valentine's Day concerts in February, winery jazz venues from spring through fall, art festivals and food fairs, summer music festivals, full-ship jazz charters, holiday tours and New Year's Eve celebrations.
Our readers also enjoy fine dining, first-class travel, spa indulgences and once-in-a-lifetime experiences. Sunday champagne jazz brunches are also quite popular, with Spaghettini Fine Dining & Entertainment in Seal Beach, California, perched firmly at the No. 1 "Best Of" spot. One never knows when a celebrity or top smooth jazz artist will be dining and/or making a special stage appearance there.
As we ease back into post-pandemic life, we will publish five print editions of Smooth Jazz News in 2022: March-April, May-June, July, August-September and October-November-December.
We invite you to subscribe to our print magazine or check out the digital online, both of which are proudly produced by a team of qualified, passionate, journalists and creative professionals.
Thank you for your interest in Smooth Jazz News!
Melanie Maxwell, Publisher
© 2022, Smooth Jazz News, all rights reserved. No portion of this website may be reproduced in any form without prior written permission from the publisher.
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redpajama_set_name: RedPajamaCommonCrawl


In addition to sharing the source projects of the software encoded in programming languages, they share the practical codes of these software languages.
evaluating them and helping them. In addition to these services, it also shares open source code for android software.


text:
Wireless control system for a load handling vehicle
11Forward
1. A load handling vehicle having a wireless control system, wherein the control system is configured to facilitate data transmission of a system command over a wireless communication link, the vehicle comprising:
a load handling device for maneuvering a load;
an operator interface, including a directional controller and a control module, the directional controller being configured to receive the system command from a user, wherein the control module is configured to process the system command;
a first transceiver located on the vehicle and coupled to the operator interface, wherein the first transceiver is configured to transmit the system command from the operator interface to the load handling device over the wireless communication link; and
a second transceiver located on the vehicle and coupled to the load handling device, the second transceiver being configured to receive the system command from the first transceiver, wherein the load handling device is configured to perform a function in response to the system command provided through the directional controller.
Another embodiment of the invention relates to a vehicle. The vehicle includes a chassis supported by a plurality of wheels; an electronically controlled load handler supported by the chassis; a first transceiver located on the vehicle and configured to receive control signals configured to control the load handler; and a second transceiver located on the vehicle and coupled to the load handler. The first and second transceivers are configured transmit signals there between wirelessly and the second is further configured to transmit signals representative of the control signals to the load handler.
11 Forward Citations
METHOD AND SYSTEM FOR DETECTING THE TYP OF TIRE
Continental Teves AG Company HG
Unmanned land vehicle having universal interfaces for attachments and autonomous operation capabilities and method of operation thereof
Edwards Dean B., Canning John R.
Radio remote control
Liebherr-Werk Ehingen GmbH
Firefighting monitor and control system therefor
Elkhart Brass Manufacturing Company Incorporated
REMOTE OPERATOR STATION
Caterpillar Incorporated
Extraction of can bus signals without feedback
Fire fighting systems and methods
FIRE RESEARCH CORP.
Firefighting monitor
Firefighting device feedback control
Control system and method for an equipment service vehicle
Autonomous loading shovel system
Siemens Industry Incorporated
Method for an autonomous loading shovel
SYSTEM FOR MANAGING OPERATION OF INDUSTRIAL VEHICLES
The Raymond Corporation
Information management and monitoring system and method
Wireless control system
Technique for collecting data from vehicles for analysis thereof
Silver State Intellectual Technologies Inc.
American Calcar Inc.
CONTROL SYSTEM AND METHOD FOR A CONCRETE VEHICLE
Vehicle control system including related methods and components
L-3 Communications Corporation
GENEVA AEROSPACE
CONCRETE PLACEMENT VEHICLE CONTROL SYSTEM AND METHOD
Tire pressure monitoring using hall effect sensors
Device in a system operating with CAN-protocol and in a control and/or supervision system
Callahan Cellular LLC
Kvaser Consultant AB
System and method for distributed reporting of machine performance
Siemens Energy Automation Incorporated
System and method for remotely obtaining and managing machine data
Configuring mechanical equipment
Accenture Global Services Limited
Accenture LLP
Method and system for estimating an agricultural management parameter
Deere Company
Remote vehicle control systems
Tactile feedback system for a remotely controlled work machine
System and method for remotely analyzing machine performance
System and method for slip slide control
Swivel joint for a work machine
Apparatus for tracking and recording vital signs and task-related information of a vehicle to identify operating patterns
LeRoy G Hagenbuch
Computerized monitoring management system for load carrying vehicle
ATLAS COPCO WAGNER INC.
Optical digital sensor for crane operating aid
Crane operating aid and sensor arrangement therefor
Crane load inidicating arrangement
Pye Electronic Products Ltd.
APPARATUS FOR SIDE PICK UP REFUSE COLLECTION
Sutton William H.
REFUSE DISPOSAL TRANSFER STATION
Anderson Orin M.
View Dependent Claims (2, 3, 4, 5, 6, 7, 8)
2. The load handling vehicle according to claim 1, wherein the control module includes a programmable digital processor.
3. The load handling vehicle according to claim 1, wherein the directional controller is a joystick.
4. The load handling vehicle according to claim 1, further including a controller area network, the controller area network being configured to provide vehicle data to the control module.
5. The load handling vehicle according to claim 4, wherein the first transceiver is configured to transmit the vehicle data over the wireless communication network to a remote monitoring system.
6. The load handling vehicle according to claim 4, wherein the first transceiver is configured to receive an inquiry relating to the vehicle data from a remote transceiver, the remote transceiver being coupled to a remote monitoring system, the remote monitoring system being configured to facilitate analysis of the vehicle data received from the control module over the wireless communication link.
7. The load handling vehicle according to claim 1, wherein the control system is configured to include a unique internet protocol (IP) address.
8. The load handling vehicle according to claim 1, wherein the wireless communication link operates in a frequency range between 900 MHz to 960MHz.
9. A control system for controlling a load handling device of a load handling vehicle, the load handling vehicle having a controller area network including a bus assembly, the control system being configured to facilitate data transmission using a radio frequency (RF) protocol, the data being transmitted over a wireless communication link, the system comprising:
a control module coupled to the controller area network, wherein the control module is configured to retrieve vehicle data from the bus assembly of the controller area network;
a first transceiver located on the vehicle and coupled to the control module, wherein the first transceiver is configured to transmit the vehicle data over a wireless communication network; and
a remote transceiver configured to communicate with the first transceiver an inquiry relating to the vehicle data, wherein the remote transceiver is coupled to a remote monitoring system, the remote monitoring system being configured to facilitate analysis of the vehicle data received from the control module over the wireless communication network.
View Dependent Claims (10, 11, 12, 13)
10. The control system according to claim 9, wherein the wireless communication network operates in a frequency range between 900 MHz to 960 MHz.
11. The control system according to claim 9, wherein the control module includes a programmable digital processor.
12. The control system according to claim 9, wherein the control system of the vehicle is identifiable by a unique internet protocol (IP) address.
13. The control system according to claim 9, wherein the vehicle data comprises the following:
vehicle fault codes, vehicle diagnostic data, service parameter data, proximity sensor data, vehicle usage data, and system alarms.
14. A load handling vehicle, including a control system configured to provide a wireless communication link, the vehicle comprising:
a chassis;
a body including an occupant compartment;
a power source;
a plurality of drive wheels coupled to the chassis;
a plurality of vehicle subsystems;
a directional controller configured to receive a command from a user, in order to maneuver a vehicle subsystem;
a control module including a microprocessor, the control module being coupled to the directional controller, wherein the microprocessor is configured to process the command received from the directional controller;
a controller area network including a bus assembly, the controller area network being coupled to the control module, wherein the control module is configured to receive vehicle data from the controller area network;
a first transceiver located on the vehicle and coupled to the control module, the first transceiver being configured to facilitate transmission of the command to at least one of the plurality of vehicle subsystems over the wireless communication link; and
a second transceiver located on the vehicle and coupled to at least one of the plurality of vehicle subsystems, the second transceiver being configured to receive the command from the first transceiver, wherein at least one of the vehicle subsystems is configured to execute a function in response to the command received by the directional controller.
View Dependent Claims (15, 16, 17, 18, 19)
15. The vehicle according to claim 14, wherein the wireless communication network operates in a frequency range between 900 MHz to 960 MHz.
16. The vehicle according to claim 14, wherein the plurality of vehicle subsystems comprises the following:
a hydraulic system, a work light system, a proximity sensor system, an engine control system, a transmission control system, a braking system, and a central tire inflation system.
17. The vehicle according to claim 14, wherein the first transceiver is further configured to provide transmission of the vehicle data to a remote monitoring system over the wireless communication link.
18. The vehicle according to claim 14, wherein the first transceiver is configured to receive an inquiry relating to the vehicle data from a remote transceiver, the remote transceiver being coupled to a remote monitoring system, the remote monitoring system being configured to facilitate analysis of the vehicle data.
19. The vehicle according to claim 14, wherein the control system is configured to include a unique internet protocol (IP) address.
The present invention relates generally to the field of wireless control systems and specifically to a wireless control system for controlling a vehicle subsystem of a vehicle such as a concrete placement vehicle, refuse vehicle, container handling vehicle, etc.
Material or load handling vehicles such as refuse vehicles, concrete placement vehicles, and container or pallet handling vehicles include a number of subsystems that allow the vehicles to perform their intended functions. Typically, these subsystems are hardwired to a central control system such as a user interface, where an operator may control the subsystems. Hardwiring each subsystem throughout the vehicle to a central control system may result in several operational problems. For example, a completely hardwired system may increase spatial requirements for positioning the system, in addition to making other components or subsystems more difficult to access. Further, the number and length of wires present in a hardwired system may make diagnosis of a wiring problem difficult to locate. Additionally, a hardwired system will typically increase production costs in the form of materials and labor.
In addition to controlling vehicle subsystems, a central control can also operate to communicate information (e.g. diagnostic information) about a vehicle and its subsystems to an operator at a storage or maintenance location (e.g. central garage, fleet location, batch plant, central data center, etc.) typically this requires having an operator get inside the truck and plug in a status code reading device. The device may then tell the operator the status of various vehicle subsystems or the vehicle itself may indicate a status to the operator. Having an operator manually check each of the vehicles may take a significant amount of time and be cost ineffective.
Thus there is a need for a wireless vehicle control system that reduces the large amount of wiring that is typically run throughout a material or load handling vehicle, in order to control the vehicle subsystems. There is also a need for a control system on an material or load handling vehicle that is capable of sending the vehicle and subsystems status to a remote monitoring system so that vehicle information may be quickly and easily collected at a location remote from the vehicle.
One embodiment of the invention relates to a load handling vehicle having a wireless control system. The control system is configured to facilitate data transmission of a system command over a wireless communication link. The vehicle can include a load handling device for maneuvering a load. Examples of such maneuvering includes moving refuse in a bin, positioning concrete, controlling a bucket containing material, etc. The vehicle also includes an operator interface, including a directional controller and a control module. The directional controller is configured to receive the system command from a user and the control module is configured to process the system command. The vehicle also includes a first transceiver coupled to the operator interface. The first transceiver is configured to transmit the system command from the operator interface to the load handling device over the wireless communication link. The vehicle also includes a second transceiver coupled to the load handling device. The second transceiver is configured to receive the system command from the first transceiver. The load handling device is configured to perform a function in response to the system command provided through the directional controller.
Another embodiment of the invention relates to a control system for controlling a load handling device of a load handling vehicle. The load handling vehicle has a controller area network including a bus assembly. The control system is configured to facilitate data transmission using a radio frequency (RF) protocol, the data being transmitted over a wireless communication link. The system includes a control module coupled to the controller area network. The control module is configured to retrieve vehicle data from the bus assembly of the controller area network. The system also includes a first transceiver coupled to the control module. The first transceiver is configured to transmit the vehicle data over a wireless communication network. The system also includes a second transceiver configured to communicate with the first transceiver an inquiry relating to the vehicle data. The second transceiver is coupled to a remote monitoring system. The remote monitoring system is configured to facilitate analysis of the vehicle data received from the control module over the wireless communication network.
Another embodiment of the invention relates to a load handling vehicle including a control system configured to provide a wireless communication link. The vehicle includes a chassis, a body including an occupant compartment, a power source, a plurality of drive wheels coupled to the chassis, a plurality of vehicle subsystems, and a directional controller for configured to receive a command to maneuver a vehicle subsystem. The vehicle also includes a control module including a microprocessor. The control module is coupled to the directional controller, wherein the microprocessor is configured to process the command received from the directional controller. The vehicle also includes a controller area network including a bus assembly. The controller area network is coupled to the control module, wherein the control module is configured to receive vehicle data from the controller area network. The vehicle also includes a first transceiver coupled to the control module. The first transceiver is configured to facilitate transmission of the system command to at least one of the plurality of vehicle subsystems over the wireless communication link. The vehicle also includes a second transceiver coupled to at least one of the plurality of vehicle subsystems. The second transceiver is configured to receive the command from the first transceiver, wherein at least one of the vehicle subsystems is configured to execute a function in response to the command received by the directional controller.
Another embodiment of the invention relates to a refuse vehicle. The vehicle includes a power source; a body, including an occupant compartment and a container for receiving a load of refuse; and a refuse loader system. The refuse loader system includes a lift arm assembly coupled to the body; a fork assembly, coupled to the lift arm assembly, for handling a load of refuse; a compression apparatus for compacting the load of refuse in the container; and an operator interface including a control module, the control module being configured to process a system command received from an operator. The vehicle also includes a first interface module coupled to the control module of the operator interface. The first interface module is configured to provide transmission of the system command between the control module and the refuse loader system over a wireless communication network. The vehicle also includes a second interface module coupled to the refuse loader system. The second interface module is configured to receive the system command from the first interface module over the wireless communication network and deliver the system command to the refuse loader system. The refuse loader system is configured to perform an activity in response to the command.
Another embodiment of the invention relates to a concrete placement vehicle for distributing concrete. The vehicle includes a chassis; a power source; a plurality of drive wheels coupled to the chassis; a body coupled to the chassis, the body including an occupant compartment; and a plurality of vehicle subsystems, including a concrete discharge system. The concrete discharge subsystem includes a mixing drum; at least one hydraulic pump and motor coupled to the mixing drum; a boom assembly coupled to the mixing drum, wherein the boom is configured to discharge concrete from the mixing drum; and a control module including a microprocessor, wherein the microprocessor is configured to process a system command received from an operator. The vehicle also includes a controller area network including a bus assembly, the controller area network being coupled to the control module. The control module is configured to receive vehicle data from the controller area network. The vehicle also includes a first transceiver coupled to the control module. The first transceiver is configured to provide transmission of the system command between the control module and the concrete discharge system over a wireless communication network. The vehicle also includes a second transceiver coupled to the concrete discharge system. The second transceiver is configured to receive the system command from the first transceiver and to provide the system command to the concrete discharge system. The concrete discharge system is configured to perform a function in response to the system command.
Another embodiment of the invention relates to a refuse vehicle for handling and transporting a load of refuse. The vehicle includes a chassis; a power source; a plurality of drive wheels coupled to the chassis; a body coupled to the chassis, the body including an occupant compartment and a container for receiving the load of refuse; and a plurality of vehicle subsystems, including a refuse loader system. The refuse loader system includes a lift arm assembly coupled to the body; a hydraulic cylinder configured to pivot the lift arm assembly; a gripping apparatus, coupled to the lift arm assembly, for handling the refuse load; and a compression apparatus for compacting the load of refuse in the container. The vehicle also includes a control module including a microprocessor, wherein the microprocessor is configured to process a system command received from an operator. The vehicle also includes a controller area network including a bus assembly. The controller area network is coupled to the control module, wherein the control module is configured to receive vehicle data from the controller area network. The vehicle also includes a first transceiver coupled to the control module. The first transceiver is configured to transmit a system command from the control module to at least one of the plurality of vehicle subsystems over a wireless communication network. The control module is further configured to provide transmission of the vehicle data to a remote monitoring system over the wireless communication network.
Another embodiment of the invention relates to a refuse vehicle. The vehicle includes a power source; a body, the body including an occupant compartment and a container having a rear opening for receiving the load of refuse; and a refuse loader system. The refuse loader system includes a lift arm assembly mounted near the rear opening of the container; a hopper; a tailgate assembly; and a compression apparatus for compacting the load of refuse in the container. The vehicle also includes a control module including a microprocessor. The microprocessor is configured to process a system command received from an operator. The vehicle also includes a first interface module coupled to the control module of the operator interface. The first interface module is configured to provide transmission of the system command between the control module and the refuse loader system over a wireless communication network. The vehicle also includes a second interface module coupled to the refuse loader system. The second interface module is configured to receive the system command from the first interface module and provide the system command to the refuse loader system.
Another embodiment of the invention relates to a concrete placement vehicle. The vehicle includes a power source; a body; and a concrete discharge system. The concrete discharge system includes a mixing drum and a boom assembly coupled to the mixing drum, wherein the boom assembly is configured to discharge concrete from the mixing drum. The vehicle also includes an operator interface including a control module, wherein the control module is configured to process a system command received from an operator. The vehicle also includes a controller area network including a bus assembly. The controller area network is coupled to the control module, wherein the control module is configured to receive vehicle data from the controller area network. The vehicle also includes a first transceiver coupled to the control module. The first transceiver is configured to provide transmission of the system command between the control module and the concrete discharge system over a wireless communication network. The control module is further configured to provide transmission of the vehicle data to a remote monitoring system over the wireless communication network.
FIG. 1 is a schematic view of a refuse vehicle including a control system for controlling a vehicle subsystem according to one exemplary embodiment.
FIG. 2 is a block diagram of a control system for controlling a vehicle subsystem of the vehicle of FIG. 1 according to one exemplary embodiment.
FIG. 3 is a block diagram of a control system for interfacing the vehicle of FIG. 1 with a monitoring system according to one exemplary embodiment.
FIG. 4 is a schematic view of a concrete placement vehicle including a control system for controlling a vehicle subsystem according to one exemplary embodiment.
FIG. 5 is a flowchart illustrating the wireless data transmission between the operator interface and transceivers of the control system of FIG. 2 according to one exemplary embodiment.
FIG. 6 is a flowchart illustrating the wireless data transmission between the vehicle of FIGS. 1 or 4 and a monitoring system as shown in FIG. 3 according to one exemplary embodiment.
FIG. 7 is a flowchart illustrating the disabling of a subsystem and adjustment of the vehicle engine of FIGS. 1 or 4 according to one exemplary embodiment.
DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS
FIG. 1 shows a nonexclusive exemplary embodiment of a load handling vehicle, specifically a refuse vehicle 100 for handling and transporting a load of refuse. Refuse vehicle 100 is a heavy-duty load handling vehicle having a control system for controlling and monitoring the vehicle load handling devices or vehicle subsystems (hereafter referred to as vehicle subsystems). For example, refuse vehicle 100 provides a wireless communication network or link 200 (FIG. 2) to facilitate communication with the vehicle subsystems. Wireless communication network 200 is preferably provided as a wireless communication link using wireless technology such as a Bluetooth communications protocol, an 802.11 communications protocol, or other known wireless protocols, for controlling various features and functions of vehicle 100. Vehicle 100 generally includes a chassis 102, a body 104, a power source 106, a series of wheels (illustrated as steerable wheels 144 and drive wheels 146), a vehicle subsystem (illustrated as exemplary subsystems 116, 118, and 120), and a control system 202 (shown in FIG. 2).
It should be understood that, although the control systems for controlling and monitoring the vehicle subsystems will be described in detail herein with reference to refuse vehicle 100, one or more of the systems for controlling the refuse vehicle 100 disclosed herein may be applied to, and find utility in, other types of load handling vehicles as well. For example, one or more of the systems for controlling the subsystems of the refuse vehicle may be suitable for use with concrete placement vehicles, snow removal vehicles, wrecker/tow and recovery vehicles, mobile cranes, other mobile lift devices, backhoes, bucket trucks, emergency response vehicles (e.g., aircraft rescue vehicles, ambulance vehicles, or firefighting vehicles), military vehicles, or any other load handling vehicle which would benefit from the use of wireless data transmission with a vehicle subsystem.
Referring to FIG. 1, chassis 102 is generally configured to support body 104, power source 106, vehicle subsystems 116, 118, and 120, and control system 202 on a plurality of wheels 144 and 146. According to an exemplary embodiment, chassis 102 may include one more sections that are fastened together, for example by welding or bolts, to form a frame, as well as general drive train parts of vehicle 100, for example axles, a drive shaft, and suspension components (not shown). In such an exemplary embodiment, the chassis 102 generally includes first and second frame members (not shown) that are arranged as two generally parallel chassis rails extending in a fore and aft direction between a first end 140 (a forward portion of the vehicle 100) and a second end 142 (a rearward portion of the vehicle 100). The first and second frame members are configured as elongated structural or supportive members (e.g., a beam, channel, tubing, extrusion, etc.). The first and second frame members are spaced apart laterally and define a void or cavity (not shown). The cavity, which generally constitutes the centerline of the vehicle 100, may provide an area for effectively concealing or otherwise mounting certain components of the vehicle 100 (e.g., the power source 106, a vehicle subsystem, drive train components, etc.). In other exemplary embodiments, chassis 102 may be of other configurations such as including a single section instead of a multiple section frame, such as a monocoque design (e.g., a uni-body construction). In various exemplary embodiments, chassis 102 may be composed of any combination of suitable materials with enough combined rigidity to support the components of vehicle 100 including various metals and synthetics including steel, aluminum, plastic, fiberglass, or any material of like properties or other combination thereof.
Refuse vehicle 100 is further shown as including a body 104. Body 104 includes an occupant compartment 112 and a container 114 in this exemplary embodiment. Body 104 is preferably secured on chassis 102 and houses the vehicle subsystems 116, 118, and 120, power source 106, and control system 202. Occupant compartment 112 is carried and/or supported at the first end 140 of the chassis 102 and is configured to provide a seating area for a vehicle occupant (i.e., driver, operator, etc.). Occupant compartment 112 includes controls associated with the manipulation of the vehicle 100 (e.g., steering controls, throttle controls, etc.) and provides access to controls that may be used to operate the functions of vehicle 100, including access to an operator interface 204 of control system 202. Container 114 is typically configured to receive and store a load of refuse for future disposal at a refuse dumpsite. Container 114 is shown on a front loading refuse vehicle in FIG. 1; however, in other embodiments container 114 may be configured as a container for a side-loading or rear-loading refuse vehicle. In various exemplary embodiments, body 104 may be composed of any material such as various metals and synthetics including steel, aluminum, plastic, fiberglass, or any material of like properties or other combination thereof.
Power source 106 provides electrical power at least to control system 202 and is housed in body 104 and secured by chassis 102. Power source 106 is typically housed under occupant compartment 112, however in other exemplary embodiments power source 106 may be located at other points in vehicle 100 such as being positioned in front of or behind occupant compartment 112. In one exemplary embodiment, power source 106 may only provide electrical power to control system 202, while in another exemplary embodiment, power source 106 may also power the drive train of vehicle 100. In one exemplary embodiment, power source 106, may be the engine of vehicle 100. In other exemplary embodiments, power source may be a battery, for example the starter battery of vehicle 100 or an auxiliary battery.
A plurality of wheels 144 and 146 are rotatably coupled to chassis 102 and are configured to support the weight of chassis 102, body 104, power source 106 and control system 202. Wheels 144 and 146 are also coupled to the vehicle drive train and configured to propel vehicle 100 as desired by an operator. In various exemplary embodiments drive wheels may be vary in number and/or configuration depending on the embodiment of vehicle 100. According to the embodiment illustrated, the vehicle 100 utilizes two tandem wheel sets 146 at the second end 142 of vehicle 100 and one wheel set 144 at the first end 140 of the vehicle 100. In this configuration, the wheel set 144 at the first end 140 is steerable while the wheels sets 146 are configured to be driven by the vehicle drive train. According to various exemplary embodiments, vehicle 100 may have any number of wheel configurations including, but not limited to, four, eight, or eighteen wheels, wherein any or all of the drive wheels are configured to be steerable.
For purposes of this disclosure a vehicle subsystem refers to any apparatus or device that facilitates the operation of a function of vehicle 100. A vehicle subsystem may include a refuse loader system 116, a remote control system 118, and a lighting system 120 (for example headlights, taillights, turn lights, and strobe lights). In other exemplary embodiments, a vehicle subsystem may also include one or more of a group of systems including a hydraulic system, a work light system, a proximity sensor system, an engine control system, a transmission control system, a braking system, and a central tire inflation system.
Refuse loader system 116 retrieves a load of refuse and stores the load in container 114 for future disposal. Refuse loader system 116 includes a lift arm assembly 122, a hydraulic cylinder 124, a gripping apparatus 126, a hopper 128, a compression apparatus 130, and a tailgate assembly 132. Lift arm assembly 122 is preferably coupled to body 104 and is configured to pivot, based upon the force applied from hydraulic cylinder 124, in order to raise and insert a load of refuse handled by gripping apparatus 126, which is coupled to lift arm assembly 122, into hopper 128 where it is stored in container 114. Compression apparatus 130 is configured to compact refuse stored in container 114 in order to save space within container 114. Refuse in container 114 may be transported to any desired dumping site, at which container 114 is lifted by a hydraulic lift and refuse falls out of container 114 through an opened tailgate assembly 132.
While the illustrated exemplary embodiment shows refuse loader system 116 to be a front loading system, in another exemplary embodiment, a refuse loader system may be provided with a side loading system with lift arm assembly 122 pivoting on the side of body 104 to insert a load of refuse into hopper 128. In still another exemplary embodiment, refuse loader system may be a rear loading system with lift arm assembly 122 pivoting on a rear section of body 104 to insert a load of refuse into hopper 128. While the illustrated exemplary embodiment shows gripping apparatus 126 to be a fork assembly, in other exemplary embodiments gripping apparatus 126 may be of another configuration such as a plurality of members configured to grab or squeeze together and hold a load of refuse, for example a claw. While hopper 128 is illustrated as being in a relatively forward area of body 104, in other exemplary embodiments, hopper 128 may be further back or forward on body 104 so long as refuse loader system 116 is capable of inserting refuse into hopper 128 for storage and compression in container 114. In one exemplary embodiment compression apparatus 130 may be a packing blade or paddle, while in other exemplary embodiments apparatus 130 may be of any past, present, or future design that is capable of compacting refuse stored in container 114. In a number of exemplary embodiments, tailgate assembly 132 may automatically open prior to or during the raising of container 114 for dumping or tailgate assembly 132 may remain closed even when container is raised until opened manually, for example by lever or electric switch.
Control system 202 is configured to control a vehicle subsystem 206 of vehicle 100 using wireless communication network 200. Control system 202 may both send and receive data to and from subsystems 206. Control system 202 includes operator interface 204, a controller area network (CAN) 208, a first transceiver or interface module 210, and a second transceiver or interface module 212 associated with each subsystem 206.
Operator interface 204 may be located in occupant compartment 112 and is coupled to first transceiver 210 and controller area network 208. Interface 204 includes a control module 214 and a directional controller 216. Control module 214 preferably processes operator input from directional controller 216 as well as input from first transceiver 210 and CAN 208 using a microprocessor. Based on input from directional controller 216, control module 214 may compute which subsystem 206 to control or what data or command to send to one or more of subsystems 206. In one exemplary embodiment, the microprocessor of control module 214 may be a programmable digital processor such as an instruction based processor, a field programmable gate array, or a programmable logic array. In another exemplary embodiment directional controller 216 may be a joystick. In other exemplary embodiments directional controller 216 may be of another configuration including a mouse, lever, switch, touchpad, or touch screen.
CAN 208 is configured to communicate vehicle data to control module 214. CAN 208 includes a bus assembly that facilitates the communication of vehicle data via a wired connection. In another exemplary embodiment, the communication of vehicle data may be via a wireless connection. In various exemplary embodiments the vehicle data received from CAN 208 may be related to one or more of a group including vehicle fault codes, vehicle diagnostic data, service parameter data, proximity sensor data, vehicle usage data, and system alarms.
First transceiver 210 is preferably coupled to operator interface 204 and is configured to transmit data such as a system command from control module 214 to at least one vehicle subsystem 206 over wireless communication network 200. Second transceiver 212 is coupled to at least one vehicle subsystem 206 and may be configured to receive data from control module 214 and transmit data from at least one vehicle subsystem 206 to control module 214 via wireless network 200. In one exemplary embodiment, transceivers 210 and 212 may operate in a wireless frequency range between 900 MHz and 2.5 GHz. In another exemplary embodiment, transceivers 210 and 212 may operate in a range between 900 MHz and 960 MHz. In still another exemplary embodiment, transceivers 210 and 212 may operate in a range between 2.3 GHz and 2.5 GHz. In one exemplary embodiment, transceivers 210 and 212 may provide short-range data transmission. For purposes of this exemplary embodiment, short-range data transmission may have a functional range within 200 feet. In another exemplary embodiment, transceivers 210 and 212 may have a functional range within 50 feet. In still another exemplary embodiment, transceivers 210 and 212 may have a functional range within 30 feet. In other exemplary embodiments, transceivers 210 and 212 may have provide non-short-range data transmission with a functional range of greater than 200 feet. In various exemplary embodiments, transceivers 210 and 212 may vary in number and/or configuration based on the embodiment of the system and may be of any past, present, or future design that is capable of wireless communication in one or more of the above frequency ranges.
Referring to FIG. 3, another exemplary embodiment 302 of control system 202 is shown. Each function of system 202 of FIG. 2 is similar to the system of FIG. 3. In this exemplary embodiment, a first transceiver 310 is now configured to transmit vehicle data from a control module 314 over a wireless network 300 to a central data center 318. Central data center 318 includes a second transceiver 312 that is coupled to a monitoring system 320. Second transceiver 312 is configured to send an initial request for vehicle data and to receive vehicle data from a control module 314 via a bus assembly of a controller area network (CAN) 308. In one exemplary embodiment, the status request may be sent at all times by second transceiver 312 where vehicle 100 may receive the signal when within a predefined range. In other exemplary embodiments, status request may only be sent to vehicle 100 when triggered by an event such as if vehicle 100 is sensed by a proximity sensor or drives over a pressure plate. Monitoring system 320 may include a computer configured to analyze the vehicle data received by transceiver 312. In various exemplary embodiments, monitoring system 320 may display the vehicle data or related calculations on a screen, trigger an alert, or automatically cause transceiver 312 to send data back to vehicle 100.
It is noted that while in the illustrated exemplary embodiments of FIGS. 2 and 3, vehicle 100 may use wireless communication with control system 202 to issue commands to subsystems 206 or with control system 302 to send vehicle data to monitoring system 320, in other exemplary embodiments, vehicle 100 may include a control system, whether it be integrated or segregated components, capable of using both control systems 202 and 302 to both control subsystems 206 and send vehicle data to monitoring system 320.
Referring to FIG. 4, a concrete placement vehicle 400 is shown according to another exemplary embodiment of a load handling vehicle. Vehicle 400 includes each system of vehicle 100 and uses control systems 202 and/or 302, however refuse loader system 116 is preferably substituted with a concrete discharge system 416. Each subsystem may be controlled by a module similar to control module 214 with commands issued by transceivers over a wireless network. The status of vehicle 400 may be sent to a monitoring system such as monitoring system 320 via wireless transceivers based on a status request from monitoring system 320. In one exemplary embodiment, the status request may be sent at all times by second transceiver 312 where vehicle 400 may receive the signal when within a predefined range. In other exemplary embodiments, status request may only be sent to vehicle 400 when triggered by an event such as if vehicle 400 is sensed by a proximity sensor or drives over a pressure plate.
Concrete discharge system 416 includes a mixing drum 422, a hydraulic pump 424, a motor 426, and a boom assembly 428. At least one hydraulic pump 424 and motor 426 may be configured to rotate mixing drum 422 in order to keep concrete stored within drum 422 from solidifying. Boom assembly 428 is preferably coupled to mixing drum and configured to discharge concrete from mixing drum 422 by providing a channel for the concrete to flow out of drum 422. In various exemplary embodiments, concrete placement vehicle 400 may include other subsystems or controls, for example water add controls, chute controls, auxiliary axle controls, hopper controls, slump monitoring systems, and mixer and other body controls. Such other subsystems are preferably controlled and monitored by control system 202 and/or control system 302.
It is noted that in addition to refuse vehicle 100 and concrete placement vehicle 400, in other exemplary embodiments other types of load handling vehicles, for example wreckers, tow vehicles, dump trucks, military vehicles, snow removal vehicles, cranes or mobile lift vehicles, aerial-lift vehicles, backhoes, excavators, loaders, or tractors may incorporate the functions and concepts of wireless subsystem control and wireless system monitoring. In these exemplary embodiments, such load handling vehicles preferably include a material or load handling device or assembly to facilitate the load handling process such as a lift arm assembly, fork assembly, claw, boom assembly, blade, or bucket. In still other exemplary embodiments, the functions and concepts of wireless subsystem control and wireless system monitoring may be incorporated in vehicles other than load handling vehicles such as fire trucks, ambulances, or other medical care or emergency rescue vehicles.
Referring to FIG. 5, a process 500 for wireless transmission of commands to one or more subsystems 206 is shown. At step 502, control module 214 receives operator input from directional controller 216. In one exemplary embodiment, this input may be an electrical signal converted from a mechanical motion of directional controller 216. In various exemplary embodiments, this electrical signal may be an analog or digital signal for processing by control module 214.
At step 504, control module 214 processes the received input. In one exemplary embodiment, this processing may include interpretation of with which of one or more subsystems 206 to interact. In another exemplary embodiment, this processing may include interpretation of what data or command to send to one or more subsystems 206.
At step 506, first transceiver 210 sends a command to one or more subsystems 206 over wireless network 200. In one exemplary embodiment, the command may be sent with encoding that only allows the intended subsystems 206 to receive the command. In another exemplary embodiment, the command may be sent without encoding with each subsystem 206 of vehicle 100 or 400 interpreting whether to use the command or not.
At step 508, second transceiver 212 receives the command sent by first transceiver 210. In the exemplary embodiment of step 506 where the signal is not encoded, second transceiver 212 may interpret whether or not to use the issued command.
At step 510, each appropriate subsystem 206 performs the command received from second transceiver 212. The command generally is preferably used to operate the specific functionality of subsystem 206. It is noted that in other exemplary embodiments, more than one command may be issued by control module 214 at any given time, in order to simultaneously control multiple subsystems 206 with different commands.
At step 512, second transceiver 212 is configured to provide vehicle status data back to control module 214. Vehicle status data may be provided in the form of vehicle fault codes, vehicle diagnostic data, service parameter data, proximity sensor data, vehicle usage data, or system alarms to inform control module 214 vehicle subsystem 206 has performed an issued command or to inform control module 214 that a sensor has been triggered.
Referring to FIG. 6, a process 600 for wireless transmission of vehicle data to a monitoring system 320 is shown. At step 602, first transceiver 310 receives a vehicle status request from second transceiver 312 of monitoring system 320 over wireless network 300 (see FIG. 3). In one exemplary embodiment, this status request may be sent at all times by second transceiver 312 where vehicle 100 or 400 may receive the signal when within a predefined range. In other exemplary embodiments, status request may only be sent to vehicle 100 or 400 when triggered by an event such as if vehicle 100 or 400 is sensed by a proximity sensor or drives over a pressure plate.
At step 604, control module 314 retrieves vehicle data corresponding to the status request from the bus assembly of CAN 308. The vehicle data may be received in the form of vehicle fault codes, vehicle diagnostic data (e.g. the number of panic stops, system vitals, vehicle subsystem failures, etc.), service parameter data, proximity sensor data, vehicle usage data, or system alarms. In one exemplary embodiment, control module 314 may directly send the retrieved data to monitoring system 320 via first transceiver 310. In another exemplary embodiment, control module 314 may process or format the vehicle data before sending.
At step 606, first transceiver 310 sends vehicle data to monitoring system 320 over wireless network 300. In one exemplary embodiment, the data may be sent with encoding that only allows monitoring system 320 to receive the data. In another exemplary embodiment, the command may be sent without encoding while system 320 interprets whether to use the data or not. At step 608, second transceiver 312 receives the data sent by transceiver 310.
At step 610, monitoring system 320 handles the data received from second transceiver 312. In one exemplary embodiment, monitoring system 320 may process the vehicle data for statistical purpose, to trigger an alert, or to send back to vehicle 100 or 400 as a system command. In another exemplary embodiment, system 320 may store the vehicle data for later use, such as for statistical or historical purposes. In still another exemplary embodiment, system 320 may display the vehicle data on a screen for viewing by an operator.
Referring to FIG. 7, a method 700 for disabling a vehicle subsystem 206 and adjustment of the vehicle engine is shown. At step 702, control module 214 receives input from vehicle subsystems 206 over the bus assembly of CAN 208. In one exemplary embodiment, control module 214 may receive data related to a transmission speed. In another exemplary embodiment, control module 214 may receive data related to the type of engine or an engine speed. In other exemplary embodiments, control module 214 may receive both engine and transmission data or other vehicle data. In various exemplary embodiments, the data received from subsystems 206 may be requested by module 214 or subsystems 206 may automatically send the data.
At step 704, control module 214 compares transmission speed data with a predefined speed threshold value. If the transmission speed is greater than the predetermined speed threshold, value, it may be undesirable to operate specific ones of subsystems 206 such as refuse loader system 116 or concrete discharge system 416.
If the transmission speed is greater than the speed threshold, at step 706 control module 214 preferably disables the predetermined ones of vehicle subsystems 206. If the transmission speed is not greater than the speed threshold, vehicle subsystems 206 are preferably not be disabled.
At step 708, control module 214 determines whether the vehicle engine is a multi-torque engine or not. In one exemplary embodiment, data on the type of engine may be preprogrammed into control module 214. In another exemplary embodiment, data on the type of engine may be sent the vehicle engine or an engine control system.
If the engine is a multi-torque engine, at step 710 control module 214 compares engine speed data to minimum and maximum speed thresholds. If the engine speed is less than the minimum threshold or greater than the maximum threshold, then at step 712 control module 214 may adjust the vehicle engine torque. If the engine speed does not exceed either threshold, then the vehicle engine torque preferably is not adjusted.
Although specific shapes of each element have been set forth in the drawings, each element may be of any other shape that facilitates the function to be performed by that element. For example, tailgate assembly 132 is shown to have a generally hemispherical shape, however, in other embodiments tailgate assembly 132 may be of a prismatic or curvilinear shape.
Although vehicle 100 is illustrated as including multiple features utilized in conjunction with one another, vehicle 100 may alternatively utilize less than all of the noted mechanisms or features. For example, in other exemplary embodiments, hydraulic cylinder 124 may be omitted and replaced with a system of pulleys coupled to a motor in order to operate lift arm assembly 122.
For purposes of this disclosure, the term "coupled" means the joining of two components (electrical or mechanical) directly or indirectly to one another. Such joining may be stationary in nature or movable in nature. Such joining may be achieved with the two components (electrical or mechanical) and any additional intermediate members being integrally defined as a single unitary body with one another or with the two components or the two components and any additional member being attached to one another. Such joining may be permanent in nature or alternatively may be removable or releasable in nature.
The present disclosure has been described with reference to example embodiments, however workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention. For example, although different example embodiments may have been described as including one or more features providing one or more benefits, it is contemplated that the described features may be interchanged with one another or alternatively be combined with one another in the described example embodiments or in other alternative embodiments. Because the technology of the present disclosure is relatively complex, not all changes in the technology are foreseeable. The present disclosure described with reference to the example is manifestly intended to be as broad as possible. For example, unless specifically otherwise noted a single particular element may also encompass a plurality of such particular elements.
It is also important to note that the construction and arrangement of the elements of the system as shown in the preferred and other exemplary embodiments is illustrative only. Although only a certain number of embodiments have been described in detail in this disclosure, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts or elements shown as multiple parts may be integrally formed, the operation of the assemblies may be reversed or otherwise varied, the length or width of the structures and/or members or connectors or other elements of the system may be varied, the nature or number of adjustment or attachment positions provided between the elements may be varied. It should be noted that the elements and/or assemblies of the system may be constructed from any of a wide variety of materials that provide sufficient strength or durability. Accordingly, all such modifications are intended to be included within the scope of the present disclosure. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the preferred and other exemplary embodiments without departing from the spirit of the present subject matter.
Quigley, Thomas P.
Nguyen; Cuong H
701/50, 701/53, 701/56, 702/188, 180/271, 294/68.1, 294/68.2, 294/68.22, 100/210, 100/229.A, 361/1, 361 41- 42, 361/606, 280/763.1, 298/7, 414/547, 414/540, 342/357.09, 373/47, 373/79, 340/673
B28C5/422 : Controlling or measuring de...
B65F3/00 : Vehicles particularly adapt...
E02F9/267 : Diagnosing or detecting fai...
Current Assignee: Oshkosh Corporation
Sponsoring Entity: Oshkosh Corporation


Everyone has an app these days it seems, but why should grocers build an app? What benefits can really be seen? After all, people have to eat, so they're bound to go to your brick and mortar location regardless - right? Not so fast. Smart grocers, like Walmart and Kroger are using apps to connect the entire consumer buying journey. So what can you learn from them and why should you build an app for your grocer business?
1. Consumers are already using mobile for grocery needs.
Whether you have an app for your store or not, consumers are already using their mobile device for grocery shopping. In fact, 86% of consumers use their mobile to prepare for grocery shopping, 59% use their mobile to create shopping lists and 59% use their mobile device in-store to research products. If you don't have a mobile app that represents your brand, where are your consumers getting their information? If they aren't getting the information from you directly, that means they're getting it from 3rd party apps or worse, your competition - both of which could eat into your profits and start to take business away from you.
Not only are consumers using their mobile for grocery shopping needs, but now they're turning to apps to help them in the process. Mobile web is fine for browsing but apps provide higher functionality, particularly when it comes to completing transactions. Flurry, a marketing analytics firm stated that shopping app usage grew 77 percent last year. Sessions on shopping apps also grew an impressive 174 percent year-over-year. When using an app, what are they looking for? Mainly - coupons and savings! In fact, 69% of consumers use their mobile device to access coupons in-store. Help them out by having a mobile app readily available for your customers to access.
Mobile app users are your brands most valuable customers - 46% of mobile app users visit brick and mortar locations more often - but for the frequent needs of grocery shoppers, grocers have an added advantage. By training consumers to go to the mobile app for their grocery needs, to find coupons, recipes and more, they can drive traffic to store locations in really effective ways. Take Lunds & Byerlys for example. By publishing their weekly deals to their mobile app each Thursday, they've been able to train customers to visit the app to check for offerings - causing dramatic spikes on Thursdays and driving in-store traffic. Additionally, with the mobile app, they found 20% of all monthly visits to the app happen while consumers are in their physical store. Grocers can take a lesson from Lunds & Byerlys and train customers that are already searching for coupons, to go directly to their brands app to bring them into stores, build loyalty and save sales that could go to competitors.
With consumers using mobile for their shopping needs to access coupons, find recipes, information and more - imagine the data that can be collected. Entire companies are built on connecting consumers with businesses for little to no cost - such as Fresh Direct, Seamless and others, simply because the data itself is so valuable. By having a direct look into your most loyal consumers shopping habits - such as the brands they like, the frequency in which they purchase items and more, you're able to target loyalty, offers, promotions and your communication strategy to more effectively market your brand and solidify your business as the store of choice.
By communicating with consumers directly where they are, on their mobile and allowing their mobile app to be an extension of their brand, retail grocers are able to protect the relationship with their customers, grow loyalty, harness valuable data and ultimately grow their business in the process.
Not sure where to start? We can help. Find out how the right mobile strategy can improve your grocer business. Contact us today.


(Norwich, NY – March 2014) The film In Organic We Trust will be shown Tuesday April 8 at 7 p.m. in the Founders Room of the United Church of Christ, 11 W. Main St. in Norwich.
In Organic We Trust exposes how big corporate influence attempts to weaken and subvert the standards that label foods as Certified Organic. The film offers practical solutions that allow the organic movement to remain true to its roots: small scale, locally sourced, sustainable agriculture.
There is no charge to view the film.
Please park on the street, in Hayes Street or County Office Building Lots; NOT in Church parking lot.
The film is part of the 2013-14 "Second Tuesday Monthly Film Series" sponsored by C-CARE, (Chenango Community Action for Renewable Energy) and Chenango County Peace Action.


text:
Ford recalls 435,000 vehicles
by Mark M. Meinero @MMMCNNMoney April 7, 2014: 3:29 PM ET
About 386,000 Ford Escapes sold in 20 states where salt is used on the roads in winter are being recalled for a possible corrosion issue.
Ford Motor Co. has announced two recalls, affecting about 435,000 vehicles.
The bigger recall impacts 386,000 Escape SUVs built between 2001 and 2004. According to Ford (F), there may be a corrosion issue with the vehicles' subframe that would cause the lower control arm to separate, and potentially lead to diminished steering control.
The automaker says it's aware of one crash that may be related to the problem. There were no injuries.
Dealers will install a reinforcement crossbrace to resolve the issue.
Most of the recalled vehicles are located in 20 states and the District of Columbia, where road salt is used throughout the winter.
The states are Connecticut, Delaware, Illinois, Indiana, Iowa, Maine, Maryland, Massachusetts, Michigan, Minnesota, Missouri, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Vermont, West Virginia and Wisconsin.
About 37,000 of the Escapes are in Canada.
Related: GM's tough call: How to pay recall victims.
The second recall affects 48,960 Ford Fusions, Escapes and C-MAXs, and Lincoln MKZs. The company says the vehicles have seat back frames that don't conform to safety standards, increasing the risk of injury.
No accidents or injuries have been attributed to the problem.
Ford C-Max: Strange looking, fun to drive
Ford's rivals have been dealing with some major recalls in recent weeks. The most prominent is General Motors (GM)' recall of more than 2.6 million Chevrolet Cobalts and similar vehicles for an ignition problem that resulted in at least 13 deaths. GM CEO Mary Barra testified about the problem before Senate and House committees last week.
CNNMoney (New York) First published April 7, 2014: 3:29 PM ET


text:
Legend (Limited to 1,000 Brown/Gold Gatefold Vinyl)
Nuclear Blast 36661
Released on April 8, 2016
Limited double brown/gold colored vinyl LP pressing in gatefold jacket. Legend is the fourth album from the Swedish doom metal band Witchcraft. The album was released September 25, 2012 through Nuclear Blast Records. The album marked the debut of three new members: Simon Solomon (guitar), Tom Jondelius (guitar), and Oscar Johansson (drums). Singer Magnus Pelander opted to focus on vocals and, as a result, Legend is the first Witchcraft album on which he does not play guitar as well as sing. Bassist Ola Henriksson noted that "Magnus has been wanting to drop the guitar for a couple of years now, and just focus on the vocals. When we found two new guitar players, it was an easy decision for him to do that."
View other music on the same record label
Click below for more
"Witchcraft"


text:
RESILIENCE AGENDA
BUSINESS MODEL &
OPERATIONAL &
FINANCIAL RESILIENCE
& ECOSYSTEMS
ESCALATION PLANNING
& RESPONSE
REMEDIATION &
GOVERNMENT &
STAKEHOLDER RELATIONS
& SUSTAINABILITY
Resilience is the intersection of preparedness and risk.
Explore our latest insights into the challenges facing business leaders
COVID-19 and Commercial Real Estate Considerations
Commercial real estate (CRE) valuations are currently in a state of uncertainty for various property sectors, as the depth and duration of an economic downturn is still unknown.
Landlords, tenants and lenders are hungry for data that reflect COVID-19's immediate effects on levels of rent deferrals and abatements and the longer-term effects on rents, expenses and occupancies, but the script is still being written. All parties are in the middle of multi-faceted negotiations between stakeholders with diverging interests.
Many landlords are initially taking "hardball" positions to preserve asset values but ultimately recognize that they need their tenants to successfully navigate the crisis. Yet, landlords risk tripping debt covenants by granting too much forbearance to help ailing tenants, which brings lenders and special servicers into the mix.
The following is a collection of observations based on FTI Consulting's review of current economic indicators and interactions with landlords, tenants, and their creditors.
FTI Consulting is an independent global business advisory firm dedicated to helping organisations manage change, mitigate risk and resolve disputes: financial, legal, operational, political & regulatory, reputational and transactional. FTI Consulting professionals, located in all major business centres throughout the world, work closely with clients to anticipate, illuminate and overcome complex business challenges and opportunities. The views expressed in any of the articles or other content hosted on this site are those of the author(s) and not necessarily the views of FTI Consulting, its management, its subsidiaries, its affiliates, or its other professionals.
© 2020 FTI Consulting, Inc. All Rights Reserved
Caroline Das-Monfrais
Global Resilience Lead
EXPERTS WITH IMPACT


Punterelle | John Vena, Inc.
Punterelle is a long, spiky Italian chicory, and is related to radicchio and endive. Its mild, bitter flavor adds just the right kick to jumpstart a salad. Once virtually only found in Italy, this vegetable has made its way to other parts of the world and provides a much sought after taste of the Mediterranean. In the cuisine of southern Italy, Punterelle is often steamed and served with fava beans.
Store at 36 degrees with high humidity.


text:
ASHLEY Young says he has no worries about the attention he is likely to receive at the impressive HSH Nordbank Arena.
Young has failed to start only two games this season, both in Europe, and will find himself a marked man at Hamburg's 57,300 stadium should he get the nod in Villa's final UEFA Cup Group F fixture.
The 23-year-old has been in supreme form for Villa in recent weeks with a remarkable brace at Everton which had his manager Martin O'Neill calling him a "genius" and took that form on to help dismantle Bolton.
He says Villa have pride to reclaim in the competition as well as playing for top spot.
"We were disappointed with the game at home to Zilina," he said. "We are now looking to go to Hamburg to get the three points and win the group. We want to do that."
Martin Jol will be well aware of the threat posed by Young and will no doubt look to double up his markers in what could be a highly-charged fixture. Young has come in for some physical treatment this season, particularly in Europe where Zilina's defenders attempted to put him out of the game.
"I have a few scars and bruises up my legs," admitted the winger.
"I'm not afraid to go and get the ball after I've been kicked, I always want the ball. That's the way I look at it."
Young, a lifelong Arsenal fan, is playing down Villa's chances of pipping the Gunners to fourth spot, saying beating last year's sixth remains the aim.
"From the time we started this season we wanted to finish higher than we did last season and we are on course to do that," he said.
"There are a lot of games left. Fingers crossed we can keep doing what we've done so far. To finish higher than last season is the main aim."
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Continue with functional programming. Once you get your head around recursion you can start with this exercise. It's a great exercise and prepares you well for the implementation of the meta-interpreter that we will do later.


text:
Blackburne - Vazquez
Compiled by Chessical
Joseph Henry Blackburne and Andres Clemente Vazquez contested a five games up match in Havana from 5th March - 11th March 1891. (1) .
The players:
Dr Vazquez was a leading figure in Cuban chess as well as a notable jurist and diplomat. A prolific match player, he had the prestige to play both formal and casual matches against the leading masters of the day including Mackenzie, Steinitz, Chigorin and Gunsberg. He was at his peak (2) in the 1890s and was a very strong amateur player but not quite of master class. Blackburne thought enough of the games to append notes to several of them which were printed in the "Times Democrat" and then in other newspapers.
Blackburne would be a top-ten player for most of the 1890s although his peak years were in the late 1880s. In 1887, he had beaten the former world championship contender Johannes Zukertort (Blackburne - Zukertort (1887) - by 5 wins to 1 with 8 draws) and had come second in the extremely strong Frankfurt (1887).
Having secured second place in Manchester (1890), Blackburne's next challenge took him to Havana. Also invited for simultaneous and exhibition play was George Henry Mackenzie
"After his match with Judgo Golmayo, which he won by 5 games to 3, with 3 draws, the English Champion engaged in another with Señor Vazquez, Golmayo's most formidable rival in Cuba. This he won much more easily, the final score being Blackburne 5, Vazquez 1" (3)
"Mr Blackburne has been able, after all, to accept the invitation of the Havana Chess Club. He was to leave England for Cuba on January 28, under an agreement to give four simultaneous performances, of which two were to be blindfold; and to play matches of five games up, under a time limit of 20 moves per hour, with Señor Golmayo, and with señor Vazquez. After leaving Havana be was to go to New Orleans, and probably to other American cities. There was some possibility, also, that arrangements would be made for a match between him and either Mr Steinitz or Mr Gunsberg." (4)
In his first match in the Cuban capital, he defeated Celso Golmayo Zupide - Blackburne - Golmayo (1891). The match concluded on 3rd March and only two days later he sat down to play Dr Vazquez. .
Progress of the match:
Blackburne had white in the odd-numbered games.
Blackburne       1 0 1 1 1 1 5
Vazquez          0 1 0 0 0 0 1
Progressive score:
Blackburne       1 1 2 3 4 5
Vazquez          0 1 1 1 1 1
The Games:
Vazquez, as Black, played a king-side fianchetto defence. He may have especially prepared this as he also played it in Game 3. Whilst scarcely common, it was experimented with at master level by Simon Winawer and Curt von Bardeleben and Jacques Mieses.
He obtained a promising position with an initiative on the King-side.
Vazquez played too slowly to push an attack through and Blackburne defused the threat. Blackburne achieved a very powerful pawn centre which allowed his opponent no counterplay.
Blackburne defended with a Caro Kann which was never a part of his usual repertoire. Against the Advanced Version, he chose the extremely rare plan of employing a King-side fianchetto. This does not seem to have been played again at master level for a hundred years.
Vazquez maintained a spacial advantage, but Blackburne blundered the game by taking a pawn so allowing his opponent the move necessary to penetrate his Queenside and then push his <b> pawn to victory.
40...hxg6?
Vazquez again played his Modern Defence and again achieved a reasonable position as Black from the opening. Once again, he could not find an effective plan to prosecute his King-side attack. Vazquez then blundered away the exchange and despite a final desperate attack, he was quite lost.
"THE ENGLISH CHAMPION HAVANA. HAVANA, March 9.
Yesterday evening Mr J. H. Blackburne played the third game his match with Señor Vazquez the Mexican champion, at the Havana Chess Club. The opening selected by Mr Blackburne was the Fianchetto del Rey. Señor Vazquez played a very weak defence, never utilising any of his forces on the Queen's side till getting on towards the middle the game. The game was adjourned after Mr Blackburne's 36th move, which left Señor Vazquez's Queen en prise. On the resumption of the game today, some eight more moves convinced Señor Vazquez of the futility of further resistance, and after his opponent's 44th move he resigned." (5)
Vazquez opened with an Evan's Gambit. Blackburne had little difficulty equalizing and had the open position his combinational skills excelled in. Blackburne conclude the game with a Queen sacrifice
31..Nxf2!!
"HAVANA, March 10. Yesterday, the fourth game between the English and Mexican champions was played the rooms of the Havana Club. Vazquez commenced the Max Lange attack, but it eventually resolved into the Evan's Gambit. Blackburne played with more of his old dash, and by a series of brilliant exchanges mated his opponent 40 moves. This leaves the scores at present — Blackburne, 3; Vazquez, 1." (6)
Blackburne, as White, failed to gain an advantage from the Vienna Opening. He then misplayed
with <25.f4?> and could have lost after <25...exf4!>. Instead, Vazquez chose the wrong path and was soon out-combined
In the final game, Vazquez attempted to whip up a King-side attach by advancing his <g> pawn. His game collapsed after the natural-looking <Rg3> which permitted Blackburne his second Queen sacrifice of the match.
"CHESS IN HAVANA. Mr Blackburne was engaged by the Cuban Chess Club for one month in order to give some exhibitions of his wonderful skill as a blindfold player. He was also to play offhand games with the members, and two short matches with Señores, Golmayo and Vazquez, the two strongest Cuban amateurs, for merely nominal amounts. Mr Blackburne gave two exhibitions of blindfold and simultaneous play, in both of which he was very successful, playing with his usual brilliancy, and winning nearly every game. Be also won both matches, which of course was quite expected. Credit must nevertheless be given to the veteran Señor Golmayo for making such an admirable stand, his score being, as already reported, 3 to 5 and two drawn.
The match against Señor Vazquez terminated on the 11th but the Mexican Consul proved himself much inferior to the Cuban Judge, as the final score in that match was Blackburne 5 to Vazquez 1 and no draws. Mr Blackburne suffered a good deal from the heat, as did Capt. Mackenzie, another English player, and was, therefore, disinclined to listen to the overtures made to him to prolong his stay on the island. It is quite probable that he may accept the invitation of the New Orleans Chess Club, and repair to the city of summary measures in the company of Captain Mackenzie."(7)
The hot climate of Cuba (average temperatures being about 28°C) disagreed with Blackburne. (7) Mackenzie who also suffered from the heat and was any way in poor health due to tuberculosis died on April 14th 1891, soon after his return to New York. .
(1). Di Felice, "Chess Results, 1747-1900", page 131.
(2). http://www.edochess.ca/players/p534...
(3). "Leader", (Melbourne, Australia), (Melbourne, Australia), 13th June 1891.
(4). "The Australasian", (Melbourne, Australia), 7th March 1891.
(5). "Yorkshire Post and Leeds Intelligencer", (Leeds, UK), 2nd April 1891
(7). "Christchurch Times", (Canterbury UK), 4th April 1891
(8). The match is described in "Joseph Henry Blackburne: A Chess Biography", McFarland, T. Harding, p.309 - 310
User: Chessical - original text and compilation.
Game 1.
Blackburne vs A C Vazquez, 1891
(B06) Robatsch, 41 moves, 1-0
A C Vazquez vs Blackburne, 1891
(B12) Caro-Kann Defense, 60 moves, 1-0
(C50) Giuoco Piano, 39 moves, 0-1
(C26) Vienna, 38 moves, 1-0
» View all game collections by Chessical


text:
Caution: Transportation is Dangerous to Your Health (?)
Several recent accidents and travel raise the question; Is it too dangerous to travel by plane, train, or bus? Is transportation dangerous? The most publicized accident was the crash of Asiana Airlines Flight 214 on July 6, 2013 on approach to San Francisco International Airport. The pilots came up short in a visual landing on a clear day. Three passengers died and 181 were injured. The cause was clearly pilot error. None of the three pilots in the cockpit realized they were coming too low and slow until it was too late. Two Southwest pilots last week on July 21 also proved at LaGuardia they could not safely land a plane. They landed nose gear first rather the tail first. The nose wheels cannot sustain the force of a nose first landing. Fortunately no one died in the accident. 10 passengers were injured. Again, pilot error is undoubtedly the cause of the accident. Train accidents have come to the fore in recent days. July 6 witnessed a non- passenger train in Canada killing at least 47 and leveling 40 buildings. The train of 72 rail cars was lying at rest in the small town of Lac Margentic, Quebec. The engineer claims to have set the hand brakes. The engine was left running to keep the air brakes locked. The train was carrying crude oil from the Bakken Field in North Dakota to a refinery in northern Canada. A fire broke out. The firefighters shut down the engine in fighting the fire. The railroad now claims, for litigation purposes, that shutting off the locomotive released the brakes, which cause the tank cars to start their unimpeded trip to the center of town in the middle of the night. Some of the cars derailed with a fire and massive explosion following. 47 town residents died while 40 buildings were leveled by the blast. A high speed train on the Paris-Lyon run derailed in Bretigny-Sur-Orge in France on July 12. Six passengers died and over 200 injured. The cause was a bad piece of tax. A high speed train, at twice the recommended speed, derailed in going through a slow curve, on July 24. The driver (engineer) said the brakes failed, but he had apparently ignored warnings to start slowing the train 2 ½ miles from the curve. He was apparently doing 190KMH through the curve, which is posted at 80KMH. Speed kills. Francisco Jose Garzon has been indicted on 79 counts of manslaughter. Earlier today two passenger trains collided head-on in Switzerland. 44 injuries and perhaps one fatality occurred from the crash. Any head-on collision by trains will usually involve engineer error. A bus returning from a youth camp in Northern Michigan took an exit curve too fast at 4:15 on I 465 in Indianapolis, Three passengers died, including a pastor and his pregnant wife. The driver said the brakes failed. The good news about bus accidents is that they usually will not result in scores of casualties because of the relatively low capacity of busses. A bus driver in Arizona on the Vegas – Grand Canyon Skywalk yesterday did not notice the flood warning. He drove the 33 passengers into a flooded wash at 1:50PM. Fortunately all 33 passengers walked out of the crash. Conversely, a driver in Italy yesterday crashed into several cars, bumper car style, slowed by heavy traffic, and then plunged into a ravine. At least 37 died. These recent accidents suggest that transportation is a high risk activity. The opposite is the case. It's still much riskier driving to the airport than in catching the flight. We learn of these accidents because they are publicized because of their extreme rarity. No human activity is risk free. We learn from accidents how to minimize the risk in the future. No rules, safety standards, procedures, or measures can totally eliminate human error. Modern means of transportation are so much safer, convenient, and faster than the older methods of stage coach, wagon train, horse and bugger, pack mules, camels and donkeys. The last passenger airline crash in the United States was in 2009. That's quite a safety record!
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Registration is open now through January 13th, 2016 for this event. That will allow us to make sure your materials reach you in time for this course.
Professional Handwriting Instructor, Iris Hatfield, (Creator of the "New American Cursive Penmanship Program") will conduct the online class.
We will connect with each other for this live online event using Zoom Cloud Video-Conferencing Services. This is a free downloadable program that will enable you to view, review, see other participants as well as the instructor's presentation.
This interactive course requires you to email your completed exam in order to receive your certification. Once your course material is completed to our satisfaction, your Certified Cursive Coach certificate will be emailed to you.
This program presents easy, effective ways to teach this important life skill to all ages.
Margins, line spacing, word spacing, and letter spacing.
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You select your teaching materials when you register. This cursive training will be for teaching all ages, but you will get to choose your age range workbooks.
Additional copies of the workbooks are available at New American Cursive.
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Before the event, Val will contact you to make sure everything arrived and that you were able to set up your free Zoom service. The link to our online course conference room will be emailed to you in advance, and Val will be available to assist you through out.
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Complete instructions will come to your email shortly after you register. And, our Technical Advisor, Valerie Weil, will be available to help you personally.


Yelp is welcoming Tilt to South Burlington (I didn't realize that this was a thing, Yelp holding welcomes), with an appropriately ironic Ugly Sweater Party. They'll be providing some free food, and there'll be some prizes.
Yelp wants to welcome Tilt Classic Arcade & Ale House to the neighborhood Mr. Rogers-ugly-sweater style with an evening of free appetizers, fun arcade games, an ugly sweater photo booth, a free raffle and a prize for the ugliest sweater.
– Tilt and Yelp will supply attending Yelpers with a limited number of free appetizers such as Cheesy Pinballs, Loaded Gravy Fries and GMO-free, organic chicken wings.
– Tilt will be giving Yelp attendees some credit to try out its amazing arcade games.
– There will be a free raffle for those Yelpers who check into the event on their SmartPhone Yelp app, including a gift certificate to Tilt.
– There will also be a prize for the Yelper who wears the ugliest sweater.
Come early while the apps are still hot and fresh, wear your ugliest sweater, and don't forget that Tilt has an extensive craft beer selection on tap and off.
The event will kick off at 5:30 pm on Friday, December 12th. Here's their full page.
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In a report sighted by YEN.com.gh on Celebritiesbuzz.com. the old woman prayed that Mahama's enemies would be put to shame.
Amissah-Arthur's mother was said to have carried out a powerful prayer session when she was called upon, assuring Mahama that it will be well with him.