Explained by: Parveen Kaswan ( Author is an Aerospace Engineer and holds a Masters Degree in Engineering Designs from Indian Institute of Science, Bangalore )
India is planning for Canister-based trial of Agni-V very soon as appeared recently in press. Defence Research and Development Organisation (DRDO) has recently conducted a dummy test which was quite successful and now they are planning for an actual test. Now lets understand what is canister based launching system.
A canister for a missile serves a duel function which provides an environmental container and a launching tube. A canister launch system can be either hot launch, where the missile ignites in the cell, or cold launch, where the missile is expelled by gas produced by a gas generator which is not part of the missile itself, and then the missile ignites. In case of hot launches the problem is the heat produced by the missile at the time of launch. The hot launch is better for small missiles as the ejection part itself will be done by using missiles own engine.
So it depends on the size of missile – the feasibility of the system utilized for the ejection. Cold launch is also safer than hot launch as the ejection system will eject the missile by itself even if there is a missile failure.
The picture is representational only, which shows Mark 41 Vertical Launching System and a hot launch.
In case of Agni V, it will be a cold launch. In this launch a gas generator will be used to push the missile to a height of say 30 metre and then at that height the first stage of missile will be ignited. This gas generator will be powered by solid propellant and will be able to produce force approximately 300-370 tonnes. After this the missile will follow the normal operation procedure.
The important functions of canister based launch system:
- serves as a container for transportation and it is always easy to carry missiles in canister.
- a housing during storage aboard a vessel.
- provides operational flexibility
Also in some cases, canister is provided with upper and lower guide rails which support a’missile during storage and which are used to direct the missile during its initial period of acceleration during launch. Frangible covers are provided for closing from and aft openings of the canister and locking and safety devices are provided on the canister to lock a missile in position until the desired time of launch.
Agni V is a inter continental ballistic missile which has a range of 5000-5500 km. It is a three stage solid fuel propelled missile which is developed as a part of Integrated Guided Missile Development Programme. capable of carrying warhead upto 1500 kilograms and can deliver Nuclear warheads also. The canister based technology is important because of above given points which makes the missile deployment time shorter. With addition to this technology, India is also working to master the Multiple Independent Re-entry Vehicle (MIRV) technology which is also considered as India’s technological solution for Minimum Nuclear Deterrence.
Now here is question for the readers: Can you give me a name of another Indian missile which has already tested and can be used with canister based launch system ??


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4" Anthurium King of Spades x Ace of Spades
Medium to bright indirect light
Allow soil to dry halfway before watering
Anthurium King of Spades x Ace of Spades has dark green, velvety leaves with prominent white veins. Anthurium King of Spades is a complex hybrid of unknown parentage that was created in Indonesia. Anthurium Ace of Spades was cultivated in Florida!
Anthurium King of Spades x Ace of Spades care:
This Anthurium prefers a well draining soil that is rich in organic matter. Allow the soil to dry out about half way before watering, taking care to not allow it to sit in excess water. Provide your Anthurium with plenty of medium to bright indirect light.
Anthurium is a large genus of ornamental, mostly epiphytic plants. Some species of Anthurium do have a terrestrial growth habit.
Anthurium are native to tropical areas of Latin America. They grow in a wide variety of climates, ranging from lowland to higher elevations. Certain species need high humidity, while others will grow just fine in ambient household humidity.
Their foliage varies greatly, with some having thick corrugated textures and others with velvety textures.
Anthurium prefer a well draining soil, rich in organic matter.
They are prized for their ease of care and their sometimes showy, colorful flowers.
Anthurium can thrive in lower light but grow faster in brighter indirect light.

domain: hobby


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A dog's stomach is upset. It can be caused by a variety of causes, such as dietary indiscretion, infections, or stress. symptoms of an upset stomach could include vomiting, diarrhea, hunger loss, as well as abdominal pain. These signs can be stressful to both dogs and the owner, and it's crucial to know the cause and treatment options that are available.
Causes of an Upset Stomach in Dogs
There are numerous possible causes of an upset stomach for dogs. It's crucial to know the root causes to be able to deal with the problem. Some of the most commonly reported causes include:
Indiscretions in diet: Consuming foods that are not part of a dog's normal diet like table scraps or spoiled food can cause stomach discomfort.
Infection: Bacterial, viral, or parasitic infections can cause stomach upsets in dogs.
Stress: Stress can disrupt the normal function in the digestion system, and lead to stomach upset.
The ingestion of foreign items Dogs are known to eat everything and ingestion of foreign objects can lead to stomach upset.
Some medications may create stomach upsets as a side effect.
Food allergies or sensitivities: Dogs can develop allergies or sensitivities to certain ingredients in their diet, which could cause stomach upset.
Inflammatory bowel disease: IBD: (IBD) can be a chronic disease that can cause stomach upset in dogs.
Cancer The digestive tract can cause stomach upsets in dogs.
Symptoms of an Upset Stomach in Dogs
The symptoms of an upset stomach in dogs vary depending on the underlying causes. Some of the most common symptoms are:
Vomiting: Vomiting can be the most frequently reported sign of stomach upset in dogs.
Diarrhea: Diarrhea is another frequent indication of stomach discomfort in dogs. Your dog may be showing signs of having to go for a pee, but isn't going. Make sure dog has proper potty training.
A lack of appetite: Dogs with an upset stomach might have a loss of appetite or may refuse to eat.
The stomach is a source of discomfort for dogs. Dogs with stomach issues can appear unhappy or stressed.
Dehydration: Dehydration can occur as a result of nausea or diarrhea.
A fever can occur if stomach upset is caused by an infection.
Weight loss: Dogs with frequent stomach upsets might experience weight loss.
It's important to note that symptoms like this can result from other underlying conditions as well and a correct diagnosis must be determined by a veterinarian.
Diagnosis of an Upset Stomach in Dogs
If your dog's showing signs of an upset stomach, it's important to consult with your vet. The vet will conduct physical examinations as well as take a detailed medical background, and could suggest diagnostic tests. They could include:
Fecal examination: A fecal examination can assist in identifying any parasites or bacterial infections that may be causing the stomach upset.
Bloodwork: Bloodwork is a great way to determine any medical issues that could cause stomach upset.
Ultrasounds: Ultrasounds can be used to visualize the gastrointestinal tract and identify any abnormalities.
Endoscopy: Endoscopy can be used to view the digestive tract and to take tissue samples to be used for biopsy.
If the root of stomach upset has been determined and the correct treatment plan can be devised.
Treatment of an Upset Stomach in Dogs
The treatment plan for an upset stomach in dogs will be based on the underlying reason. Some of the most popular treatments include:
Dietary management: If your dog's stomach upset is caused by dietary indiscretion The vet might suggest a bland diet for a few days to allow the stomach to settle. After the dog has stabilized, a normal diet may be reinstated.
Treatment When the presence of an infection is suspected that the doctor may prescribe antibiotics or other medications to combat the disease. Anti-inflammatory medicines can be prescribed to treat inflammation of the gastrointestinal tract.
Surgery If a foreign object is found in the dog's stomach or if there is a suspicion of cancer, then surgery may be needed.
Specialized diets: When food sensitivities or allergies may be suspected, then a vet diet that eliminates the ingredient that is causing concern could be suggested.
Immune-modulating therapy: In dogs with IBD, an immune-modulating therapy such as a hypoallergenic food and/or oral immunosuppressive medications could be suggested.
Management of stress: For dogs with stomach upset caused by stress strategies for managing stress such as training, behavior modification and pheromone therapy can be recommended.
It's crucial to follow the treatment plan prescribed by your veterinarian and to make regular follow-up appointments to check on your dog's progress.
|Dairy Products||The intolerant reaction to lactose can cause stomach upset.|
|Fatty Foods||High fat content is difficult to digest.|
|Spicy Foods||It can cause irritation in the stomach.|
|Chocolate||Toxic for dogs.|
|Grapes and Raisins||Toxic to dogs.|
|Onions and Garlic||Damage to red blood cells.|
Preventing an Upset Stomach in Dogs
To avoid stomach upset in dogs it's essential to:
A well-balanced and balanced diet is essential: Feeding a high-quality diet that is appropriate for your dog's breed, age and level of activity can aid in preventing stomach upset.
Avoid table scraps: Table scraps must be avoided since they could disrupt your dog's normal diet and lead to stomach upset.
Supervise your dog: Keep an eye on your dog to ensure they're not eating something which could cause harm to their stomach.
Manage stress: Stress may affect the normal function of the digestive system, so it's important to manage stress in your dog.
Regular veterinary check-ups: Regular check-ups with your veterinarian will help identify and address any underlying medical conditions that could cause stomach discomfort.
In conclusion the stomach upsets in dogs is caused by a range of causes. It's crucial to identify the causes to be able to treat the problem. With the right diagnosis and treatment plan, many dogs can recover from stomach upsets and lead happy, healthy lives.
The stomach of dogs that upset is caused by number of factors and it's important to know the root causes to be able to treat the condition. With the correct diagnosis and treatment, the majority of dogs will recover from stomach upset and go on to lead happy healthy, happy lives. It's equally important to take preventative measures to ensure that your dog doesn't experience stomach issues in the near future. By providing a balanced diet, avoiding table scraps, supervising your dog, managing stress and scheduling regular vet check-ups will help keep your dog's digestion system stays well-maintained and in good working order.
It's also crucial to keep in mind that should your dog be showing signs of stomach discomfort, it's best to consult your veterinarian as soon as possible. They'll be able identify the cause and develop an appropriate treatment plan to help your dog recover as quickly as possible.
Frequently Asked Questions:
Signs of Upset Stomach in Dogs
The most common symptoms that indicate an upset stomach in dogs are vomiting, diarrhea, loss of appetite, abdominal pain, and excessive flatulence. Other signs could be dehydration, lethargy and an abdominal bloatedness. If your dog's showing any of these signs, it's important to consult your veterinarian as soon as you can to identify the root cause and formulate the appropriate treatment strategy.
What to Give a Dog for Upset Stomach and Vomiting
When your pet is suffering from vomiting and an upset stomach, it's important to first give them a small amount of drinking water. You could also feed your dog with a diet that is bland including boiled chicken and rice for a couple of days to ease their stomach. Your doctor may also suggest supplements or medicines to help alleviate the symptoms and address the root causes.
Home Remedies for Dog Vomiting and Upset Stomach
There are a variety of homemade remedies to assist in relieving symptoms of vomiting and upset stomach in dogs. Some popular options include providing the dog with a bland diet like boiled chicken or rice, giving small amounts of ginger or peppermint tea and adding probiotics to your dog's food. However, it's important to consult with your veterinarian before trying any home remedies, since they'll be able to suggest the best treatment for your dog's particular situation.
What Can I Give My Dog for Upset Stomach Pepto Bismol
Pepto Bismol can be given to dogs with stomach upsets, but it's important to consult with your veterinarian before you give it to your dog. They'll be able to determine the appropriate dosage and make sure it is safe for your dog to consume.
Dog Upset Stomach, Diarrhea
Diarrrhea is one of the main symptoms of an upset stomach in dogs. When your pet is experiencing diarrhea, you must offer them a bland diet that includes rice and chicken boiled, and small amounts of water to drink. Your veterinarian may also recommend medications or supplements to help ease the symptoms and address the root of the problem.
What Over the Counter Medicine Can You Give a Dog for Upset Stomach
It is important to talk with your veterinarian prior to administering any medication over the counter to your pet. They will be able to suggest the best medication and will determine the appropriate dosage for your dog's particular health condition.
Senior Dog Upset Stomach
As dogs age, they may be more prone to develop stomach upset. It's important to provide a well-balanced diet and schedule regular vet check-ups to ensure that your senior dog's digestive system remains healthy. Your vet may also suggest certain diets or supplements that help alleviate symptoms and prevent future episodes of stomach upset.
Dog Gets Upset Stomach Once a Week
If your dog is experiencing occasional stomach discomfort, usually every week, it's important to consult with your veterinarian to determine the reason. They may recommend adjustments to your dog's food or recommend medications or supplements to help alleviate the symptoms.
What Can Help My Dog's Upset Stomach
There are many treatments that could help alleviate the symptoms of stomach upset in dogs. These include providing a bland diet, adding probiotics to your dog's diet and giving small amounts of peppermint or ginger tea. Medications and supplements may also be recommended by your veterinarian to ease symptoms and address the root causes.
How To Treat Upset Stomach In Dogs
When trying to resolve an upset stomach with your dog It is essential to determine the primary cause of the issue. If your pet is suffering from vomiting, diarrhea, or a loss of appetite, it's important to talk to your vet to determine the best course of treatment.
In the meantime, there are natural remedies and prescription medications that can help alleviate symptoms and provide relief.
One of the most effective remedies at home for an upset stomach for dogs is to feed the dogs with small, regular meals of a bland diet like boiled chicken and rice. This will help soothe the stomach and provide the stomach with easily digestible nutrients.
Another effective remedy is to include a small portion of yogurt plain in your dog's diet as yogurt is rich in probiotics which help to balance the bacteria in the gut and aid in a the health of digestion.
Over-the-counter medications such as Pepto Bismol are also available pets in tiny doses to alleviate symptoms of upset stomach and vomiting. But, it is crucial to consult your vet prior to giving any medication to your dog.
What To Give Large Dog For Upset Stomach
In the event of deciding what you can give to a large dog with an upset stomach, it is important to consult with your veterinarian to determine the best way to treat. In certain instances the larger dog might require a greater dose of medication or a different treatment method to help ease symptoms.
Additionally, keep in mind that large dogs could have a difficult time digesting certain food items and might require a specific diet to keep their stomachs calm and healthy.
Overall, the most important aspect is to work closely with your vet to identify the root reason for your dog's stomach issues and create a suitable treatment strategy. By providing the appropriate treatment and care it is possible to make your pet recover and be back to their normal, healthy self within a matter of minutes.

domain: biology


CALIFORNIA, USA — It was two weeks ago when protestors took to the state capitol speaking out against the California's vaccine mandate for health care workers.
Sacramento nurse, Carly Rinaldi, had been vaccinated, but she said forcing it didn't sit well with her.
"I'm not okay with my friends and colleagues needing to make a choice or lose their job. I'm not comfortable with going to work with whatever reduction of work force is not coming to work with me after the mandate," she previously told ABC10.
Now, the Sept. 30 deadline for health care workers, including assisted living facility workers, to get vaccinated or get an exemption is here.
California State Epidemiologist, Dr. Erica Pan says she is not expecting shortages when it comes to unvaccinated health care workers.
"Less than 1% of of people [in healthcare] are not getting vaccinated, so it's actually been a small number who don't go ahead and get that full vaccination," Pan said.
ABC10 checked with major health care systems in the region.
Sutter Health, Kaiser Permanente, Dignity Health, and UC Davis Health all reported well over 90% of their workforces are already vaccinated.
Dr. Pan says it'll be up to health care employers to decide what to do about employees who aren't in compliance. To maintain facility licenses, its employees must be vaccinated.
Kaiser and Sutter both said that employees who are not will be placed on unpaid administrative leave starting Oct. 1.
If employees remain out of compliance, hospital officials said they're subject to termination by Oct. 15 at Sutter Health and by Dec. 1 at Kaiser.
Dignity Health also said any non-compliant workers will face the same process, but did not provide a timeline.
"This is a critically important mandate that helps ensure the safety of all individuals in our health care system, and it especially protects those who are critically ill who rely on hospitals and other facilities to protect their health. We will continue to do what we can to make sure individuals get vaccinated, but we expect full compliance with this deadline. We cannot underscore enough that vaccinating health care workers is a key component of providing health care," said Dr. Dr. Tomás J. Aragón, California Department of Public Health Director and State Public Health Office.


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When Sherry lost her beloved husband and riding partner, Richard, she ensured the familys tradition of touring would continue.
“If it werent for bad luck wed have no luck at all.” These lyrics from the Hee-Haw jingle, “Gloom, Despair, and Agony” is what came to mind at midnight one Saturday while stranded on the side of Highway 84 with my husband, Doug. It was very dark and I could hear myself laughing despite the circumstances. Who wouldve thought wed be stranded twice in a week!
WRN reader Marilyn DeMartini, a self-described “Harley Biker Chick,” rode the bike, wore the clothes, belonged to HOG (Harley-Davidson Owner’s Group) and bought into the brand. She loved black leather, the rumble of pipes, and the chortle of a carbureted engine. She wanted more of the same—in a big bagger.


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JNK3 signaling pathway activates ceramide synthase leading to mitochondrial dysfunction.
Isc1 regulates sphingolipid metabolism in yeast mitochondria.
Mitochondrially targeted ceramides preferentially promote autophagy, retard cell growth, and induce apoptosis.
Novel pathway of ceramide production in mitochondria: thioesterase and neutral ceramidase produce ceramide from sphingosine and acyl-CoA.
Positively charged ceramide is a potent inducer of mitochondrial permeabilization.
Long-chain ceramide is a potent inhibitor of the mitochondrial permeability transition pore.
ISC1-dependent metabolic adaptation reveals an indispensable role for mitochondria in induction of nuclear genes during the diauxic shift in Saccharomyces cerevisiae.
Ceramide and mitochondria in ischemia/reperfusion.
Developmentally regulated ceramide synthase 6 increases mitochondrial Ca2+ loading capacity and promotes apoptosis.
Ceramide and mitochondria in ischemic brain injury.
Essential roles of neutral ceramidase and sphingosine in mitochondrial dysfunction due to traumatic brain injury.
SIRT3 Deacetylates Ceramide Synthases: IMPLICATIONS FOR MITOCHONDRIAL DYSFUNCTION AND BRAIN INJURY.
Lactosylceramide contributes to mitochondrial dysfunction in diabetes.
Acid sphingomyelinase promotes mitochondrial dysfunction due to glutamate-induced regulated necrosis.
Acid sphingomyelinase deficiency protects mitochondria and improves function recovery after brain injury.


Category: News ArchiveHits: 1586
Having worked with UE3 on the original Mass Effect, lead producer Casey Hudson says his team pushed every aspect of the sequel forward from both a technology and gameplay perspective.
(Having shipped the game on Unreal with a Mass Effect total framework in place, we looked at what our final performance memory budget was and billed Mass Effect 2 to that budget,) explains Hudson. (We didn't have the opportunity to do that in the first game, so that helped us to better develop content. We also were able to look at where we were spending the most time on the least effective tasks. So it's not that we're using more of the CPU, it's just that we look at things like the pre-vis phase, for example, in Scaleform and we rewrote our code for that. We just found little opportunities where we were surprised at how much time we were spending in the wrong places like you do in any normal game development process.)
We also learn the unsurprising news that Unreal Engine 3 will be powering Mass Effect 3, too:
After using it for the first two Mass Effect titles, UE3's impressive tech has convinced Canadian studio BioWare to use it as a base for the upcoming Mass Effect 3.
(BioWare chose UE3 for the Mass Effect trilogy because they wanted to make an immersive third-person perspective shooter game with sci-fi environments,) Epic VP Mark Rein told Develop, in a feature outlining the use of the Unreal Engine in Mass Effect 2.


2020 208 Adventure with Yamaha F-200 HP 4-Stroke: Hardtop With Front & side Curtains, Hardtop Drop Curtain, Hydraulic Tilt Steering, Swim platform w/ladder, Raw water wash down, Porta-potti, Trim Tabs, Hydraulic Tilt Steering, Windshield Wiper.
Please contact John Swick at (732) 938-5411
Additional Specs, Equipment and Information:
LOA: 20 ft 0 in
Beam: 8 ft 1 in
Dry Weight: 2900 lbs
Fresh Water Tanks: (10 Gallons)
Fuel Tanks: (82 Gallons)
Number of double berths: 1
Number of heads: 1
Electric bilge pump
The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.


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SUNDAY 29 NOVEMBER | 3PM
sponsored by YIVO
at the Center for Jewish History
The internationally renowned cellist Ralph Kirshbaum honors the memory of his late teacher Lev Aronson (1912-1988), a Holocaust survivor who played for many years with the Dallas Symphony Orchestra, with a rare New York recital. Mr. Kirshbaum will perform compositions by Aronson as well as works by some of the artists who influenced him.
The program will also feature a reading by author Frances Brent from her critically acclaimed new book, The Lost Cellos of Lev Aronson (Atlas & Co.).
Admission: $25 General / $18 YIVO members
Box Office: 212.868.4444 | www.smarttix.com

domain: artistic


Oh dear. When it comes to IR35, it's not been going very well for Her Majesty's Revenue & Customs (HMRC) recently. In the last month, the UK's tax authority has lost two high profile IR35 cases it has brought, which doesn’t bode well for its plans to expand the legislation's reach in 2020.
IR35 was first introduced in 2000 to make sure contractors pay the right amount of tax and national insurance. Its aim is to stop workers using an intermediary company - paying less tax in the process - when they should really be employed by the client they are working for and, as such, treated as an employee.
At present, IR35 only applies to the public sector but it is due to be rolled out to the private sector sometime in 2020. This is delayed from the original 2018 implementation date and, looking at the court cases HMRC has lost so far, it would seem a prudent delay.
In the two most recent cases, featuring TV presenters Lorraine Kelly and Kaye Adams, the judges ruled that the presenters were not acting as employed workers of the broadcasters (ITV and BBC respectively) as HMRC had claimed.
Lorraine Kelly was effectively a performer; she did not receive sick or holiday pay; and was allowed to carry out other work, i.e. did not work exclusively for ITV. In the case of Kaye Adams, the judged ruled that, whilst Adams' contract may have had certain employee-like clauses, they were never exercised and so it was more a relationship providing services than an employment contract.
And it's not just high profile news stories that are adding to the criticism of the legislation. In May 2017, one of the UK’s largest public sector bodies, the NHS, backtracked on its previous guidance that all agency and locum workers should be included within IR35. It has now decided that each worker should be considered on a case-by-case basis.
There have been a number of criticisms levelled at IR35 but the main issue seems to be its complexity and ambiguity, as HMRC is finding out for itself. Until the authority that is meant to be enforcing IR35 can get its head around its own rules then how are organisations and workers meant to?
And if you are currently experiencing the question of whether you, or a worker in your organisation, should come under IR35, you could do worse than use HMRC’s own IR35 status checker.
Mind you, even that has come in for its own criticism!


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The Mitochondrial Mind
Mitochondria are little organelles that power all of the cells in your body. You may have never heard of them before, but these amazing structures are responsible for all internal energy transfer – the outer membrane for passing around ions and molecules, and the inner membrane for electron transport and ATP synthesis. This post is only intended to be a very brief introduction to the magical little things (learning about how they work is an entire field of research in itself), but even a small amount of knowledge about them can be precious: mitochondrial dysfunction might just be the root cause of every chronic disorder known to humanity, including those of the mind.
There are two fascinating facts about mitochondria that lead to the above hypothesis, or that make for a reasonable inference of that sort at the very least. The first fact is that mitochondrial division is independent from that of the cells within which they reside, which means that they can be created by a unique and autonomous mechanism. In addition to this, they are also able to use ketone bodies for fuel as well as glucose, whereas many other cells (including cancer cells) are glycolytic, which means that they can function in the absence of carbohydrates, whilst other (possibly sinister) cells die away. The second fact is that mitochondrial density is highest in the heart and brain, which means that quality of energy transport in the body is probably best reflected by analysis of cardiovascular and neurological function. In other words, a healthy heart, and a healthy mind may indicate the rate of energy transfer in every other organ in the body. So, it is reasonable to infer that malfunction of the brain is reflective of mitochondrial dysfunction, either in a concentrated region or in a plurality of bodily systems and processes. How’s your memory been lately? Can you summarize my last paragraph? If not, you might want to tweak your metabolism…
Supposing this hypothesis is true, why is it relevant? Well, beyond complex biology and this new postulation there is little more than anecdotal evidence for treatments targeted at perfecting the function of mitochondria, at least for the time being. However, the anecdotal evidence is building at an alarming rate, and the science is emerging along with it in defense. Most fascinatingly, the treatments that are proving to have the most effects are those which patients can implement themselves (as well as healthy controls, in case you fancy experimenting 😉 I’d be happy to write you a protocol if so). Briefly, nutrients shown to be required for successful mitochondrial respiration include alpha-lipoic acid (a compound found in spinach, Brussels sprouts, yams, and potatoes), coenzyme Q10 (found in organ meats like such as liver, kidney and heart), acetyl-l-cartinine (found in pork, seafood and chicken), sulphur (found in mushrooms and Brussels sprouts), iodine (found in seaweed and some fish), reservatrol (found in red wine), vitamin D (in egg yolk and fatty fish), and magnesium (abundant in greens). A case for a nutritionally complete, micro-nutrient dense, whole-food, meat-including, wine-including protocol? Possibly.
Many have implemented a diet centered around the foods above and done little else (other than to eliminate foods not included in the above categories, such as flours, refined starches, legumes and grains), to find a regression of symptoms from ‘degenerative’ diseases such as MS, Parkinson’s, Alzheimer’s, and other disorders such as epilepsy and ADHD, among others. It’s truly exciting. However, any good scientist will caution against conflating correlation with causation – perhaps the micronutrients have no role in the regression of chronic neuro-degenerative disorders, rather, the low-glycemic index of the above foods bring down blood glucose and insulin levels, reduce omega 6 concentrations in tissue and reduce inflammation to the point of facilitating energy transport to a quality that mirrors pre-diagnosis levels. Perhaps it puts the patient in a state of nutritional ketosis, allowing the mitochondria to proliferate and flourish by a mechanism that gives them superiority over other cells. Regardless, implementing such a diet may be worthwhile even if the specific reasons as to why it works are forever mysterious.
That concludes my little introduction to the mitochondria, for now. May it bring you food for thought.
By Emma Langley

domain: health


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Discussion of topics relating to Continuing Education.
- Fresh Hands
- Posts: 1
- Joined: Sun Sep 22, 2013 3:26 pm
In looking at the body from a dynamic perspective, you will learn to assess gait, identify some common gait pattern anomalies, and you will be introduced to facilitative movement therapy that will help your patients to improve their functional movement patterns on the path to becoming pain free.
http://www.neurosomaticeducators.com/se ... 202-detail

domain: medical


- by cnn
- 29 Sep 2023
Amazon is revamping its delivery operations in an effort to cut costs while speeding up shipping times to the next day or sooner.
Amazon (AMZN) has traditionally operated one national delivery network that distributed orders from warehouses spread across the country. If a local warehouse didn't have the product a customer ordered in, say, Detroit, Amazon (AMZN) would ship it from another part of the country.
But long-distance shipping has been costlier for the company and led to increased delivery times for customers.
Amazon CEO Andy Jassy has said it is a "critical challenge" for the company to lower the cost to get products from Amazon's warehouses to customers. So in pursuit of boost its profitability, the company has created eight regions in smaller geographic areas designed to ship products over shorter distances.
"Each of these regions has broad, relevant selection to operate in a largely self-sufficient way, while still being able to ship nationally when necessary," Jassy said in an April letter to shareholders.
The changes may impact which products consumers see when they search for products on Amazon's website. Items that are closer to customers will show up higher on results pages, Amazon said.
The Wall Street Journal first reported these changes.
Premier announces changes to long-delayed projectread more


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Come see what Morganton has to offer! Seeking two adult nurse practitioners for our long term care facilities with Carolinas Healthcare System Blue Ridge!
Seeking additional staffing for our recently employed hospitalist group! Come be apart of the growth!
Neurology PA needed for thriving practice in beautiful western NC!
Seeking a PA-C or FNP-C to provide coverage as a health and wellness provider!
BC Neurologist needed to join a well-established practice in Morganton, North Carolina.
Come join a well established GI practice in Morganton, North Carolina!


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Want to make your own Christmas tree decorations this year?Take a look at this easy DIY Paper Christmas Ornaments tutorial and learn how to make a rosette paper Christmas ornament to decorate your Christmas tree easily. Check out this step by step guide to make a DIY Christmas tree bauble easily. Take a look at our article for more unusual handmade Christmas ornaments:
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Tuesday, January 31, 2017 10:05am ET by Pressparty
Daft Punk and The Weeknd confirmed for Grammys 2017
Daft Punk and The Weeknd have been confirmed to perform live at this year's Grammy Awards.
The 'Random Access Memories' hitmakers previously collaborated with The Weeknd for a number of tracks on his latest album, ‘Starboy,' as well as his album, ‘I Feel It Coming’.
Now they’re set to perform live with The Weeknd at next month's Grammys in Los Angeles, which will be held at the Staples Centre on 12 February.
Daft Punk last played live at the Grammy Awards in 2014 and their last tour, meanwhile, was in 2007.
Watch Daft Punk and The Weeknd, below:
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text:
How to Make It
Combine bunch of cilantro, bunch of mint, buttermilk, garlic, chiles, ginger, cumin, coriander, garam masala, and 2 teaspoons salt in a blender. Process until smooth, about 40 seconds. Transfer marinade to a large ziplock plastic bag, and add quail. Seal bag, pressing out air, and turn until quail are well coated. Place in a dish (to protect against leaks), and chill 8 to 24 hours.
Stir together yogurt, scallion, chopped cilantro, chopped mint, lime juice, black pepper, and 1 1/2 teaspoons salt in a medium bowl until combined. Cover raita, and chill until ready to serve.
Using a small sharp knife, cut off tops and bottoms of oranges, exposing the red flesh and making the fruit sit flat on the cutting surface. Arc the knife along the natural contours of the fruit to remove peel, including the bitter white pith. Once the peel is removed, hold the orange over a strainer set over a large bowl, and carefully cut on either side of each section to free it from the membrane. Drop the segments (supremes) into the strainer as you work. Remove or cut around any seeds you encounter. Once all supremes are cut away, squeeze membranes to capture all the juice. Cover and chill supremes until ready to serve. Reserve juice for another use.
Remove quail from marinade, scraping off excess. Discard marinade. Pat quail dry with paper towels, and sprinkle with remaining 1 teaspoon salt.
Preheat broiler to high with oven rack 6 inches from heat. Brush quail with melted butter, and arrange, breast sides down, on a wire rack set inside a rimmed baking sheet. Broil in preheated oven until lightly browned and crispy, about 2 minutes. Flip quail, and broil until lightly browned and crispy but still rosy and juicy inside, 4 to 5 minutes.
If desired, cut each quail into halves or quarters. Divide quail among 8 appetizer or 4 dinner plates. Sprinkle with chaat masala, and serve with blood orange supremes and herbed raita for dipping.

domain: food


text:
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CAROLINA BEACH, NC (WECT) – Nikki’s Gourmet & Sushi Bar will officially open this week in Carolina Beach.
The restaurant’s owner, bought and revamped the old family-owned restaurant, Mama Mia’s, that used to stand in the same location. According to the Greater Wilmington Business Journal, customers won’t recognize the space when it reopens.
The new Nikki’s location will have a full bar and will offer the full menu as seen at their other five locations in the area.
The Greater Wilmington Business Journal is reporting there will be an open house Thursday evening from 6-9 featuring food and drink.
The restaurant will be open year-round, Sunday-Thursday 11 a.m. – 10 p.m. and Friday-Saturday 11 a.m. – 11 p.m.
Copyright 2012 WECT. All rights reserved.


Fatigue crack propagation resistance in homogeneous and graded alumina–epoxy composites
- Tilbrook M.T, Rutgers L, Moon R.J, Hoffman M
- INTERNATIONAL JOURNAL OF FATIGUE SCI(E) SCOPUS
- Elsevier in 2006
- Cited Count
Fatigue crack propagation was investigated in homogeneous and graded alumina–epoxy composite specimens, produced via a multi-step infiltration technique. Crack-extension toughening was observed in homogeneous composite specimens under monotonic loading and attributed to the development of a bridging zone behind the crack-tip. A similar increase in crack propagation resistance was observed under cyclic loading. This was quantified, in an approximate manner, using an adjustment based on the Paris-law relation. Cracks in graded composite specimens underwent deflection and significant variations in crack-propagation resistance were observed as the crack traversed the graded region. The adjustment procedure provided a useful approximate method for characterising these variations, which resulted from crack-extension effects and the spatial variation of both intrinsic and extrinsic crack-growth resistance.
1.Fracture of functionally graded materials. Eng Fract Mech. Vol. 69.(2002) Paulino G.H.
2.Crack propagation in graded composites. Comp Sci Technol. Vol. 65. 201220(2005) Tilbrook M.T. et al.
5.Concepts for bridged cracks in fracture and fatigue. Acta Met Mat. Vol. 42. 341363(1994) Cox B.N. et al.
7.Strength and fracture toughness of aluminium/alumina composites with interpenetrating networks. Mat Sci Eng A. Vol. 197. 1930(1995) Prielipp H. et al.
8.Wear Properties of Alumina/Aluminum Composites with Interpenetrating Networks(1996) Mark Hoffman et al. Journal of the American Ceramic SocietyMaterials Science and Engineering cited 11 times
9.Mechanical properties of Al/Al 2O 3 and Cu/Al 2O 3 composites with interpenetrating networks . Scr Metall et Mater. Vol. 31. 10851090(1994) Knechtel M. et al.
10.The fracture toughness behaviour of interpenetrating phase composites. Int J Mech Sci. Vol. 43. 17711791(2001) Wegner L.D. et al.


text:
Mother Earth Wall Art
Elegant, decorative, and handcrafted this Mother Earth or also known as Walking tree looks beautiful in gardens and also on walls in homes.
Material: Up-cycled steel oil drum
Specs: Medium - 12", Large - 23", Fair Trade Certified
Directions: Carefully bend a few leaves for a stunning 3-D look.

domain: design


text:
From the capital city of Veracruz, Jalapa, Tlen-Huicani (pronounced wee-KAH-ne) is one of the most faithful interpreters of the traditional folk music of that state and also that of much of Latin America.
Tlen-Huicani, which means "the singers" in the indigenous Indian language of Nahuatl, has taken the beautiful "harpa jarocha" or folk harp, and has made it the centerpiece of their music.
Founded in 1973, the group was named best folk group in Mexico by the union of music… read more
|1||Play on youtube||La Bruja||1,216 listeners|
|2||Play on youtube||La Bamba||456 listeners|
|3||El Querreque||330 listeners|
|4||Play on youtube||El Cascabel||300 listeners|
|5||La Iguana||205 listeners|
|6||Play on youtube||La Sirena||191 listeners|
|7||La Malegueña||188 listeners|
|8||La Huasanga||176 listeners|
|9||La Peternera||174 listeners|
|10||El Fandanguito||173 listeners|


Elastic - Wide Bra Plush/Waistband/Sports (Prym) - 38mm - Choice of colours, per metreview details
Prym Elastic, which is super soft, reversible and perfect for waistbands of boxer shorts, sports bras etc.
Width: 38mm / 1.5″ wide
Wash Instructions: 40 degrees
Composition: 50% Polyamide, 35% Spandex, 15% Polyester
We have used the manufacturers given name, but we would consider the 'Turquoise' one a Teal Green (definitely it more of a green than a blue!)
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Anti-lock control system
In order to achieve an optimal pressure build-up function in an anti-lock braking control system for automotive vehicles and to maintain the pressure at the optimal point for long periods of time and thus achieve better brake deceleration with greater stability of travel and greater comfort than with conventional ABS control systems, the anti-lock braking control system includes, in addition to the ABS controller and monitoring circuit (3), a pressure function generator (4) which, for each wheel, intermediately stores an intermediate brake pressure value whenever wheel overbraking has been noted. Then, in the pressure build-up phase, the pressure function generator (4) gives off a signal to the pressure modulator in order to increase the wheel brake pressure in accordance with an exponential function.
Latest FAG Kugelfischer Georg Schafer KGaA Patents:
The present invention relates to an anti-lock control system for motor vehicles including wheel sensors, a monitoring circuit which recognizes overbraking conditions of the wheels based on the signals from the sensors and produces corresponding control signals, and a pressure modulator which, by means of the control signals, sets the brake pressures on the vehicle wheels.
ABS control systems switch cyclically between the typical "decreasing pressure," "maintaining pressure," and "pressure build-up" phases. Knowledge of pressure reference points, in addition to the determination of suitable switching times, is of decisive importance in order to obtain large uniform braking decelerations of the vehicle with the greatest possible comfort.
If one assumes uniform conditions of the pavement and furthermore assumes that the properties of the tires and brakes do not change substantially during braking, an anti-lock system could achieve optimal braking by establishing a brake pressure which lies a differential amount below the locking pressure on each wheel that is in danger of locking. This pressure could be stored for each wheel, the first time a tendency toward locking occurs while braking. Since this optimal pressure, which has been determined upon counteracting the tendency towards locking, is below the locking pressure, the braking could then be carried out to the end with maximum deceleration, good travel stability and high control comfort. Should a wheel nevertheless tend to lock after the optimal pressures have been established in this way, the adjustment process would be repeated on basis of a newly determined locking pressure.
This simple strategy, however, cannot be employed in practice, since wheel locking pressures may be subject to substantial variations for the following reasons:
Although practically all actual braking takes place with more or less homogeneous conditions of the pavement, enormous local variations in coefficient of friction nevertheless can occur.
The dynamic behavior of the vehicle leads to changes in the wheel contact forces (in particular, changes in load caused by curves or by vehicle pitching, caused in turn by changes in deceleration during the initial braking phase).
During braking from high initial speed, the characteristics of the tires may change greatly due to heating.
The brake system may exhibit fading effects during a lengthy braking, so that setting a constant brake pressure leads to a brake force which decreases with time.
It therefore may be necessary, in the extreme case, to further increase the brake pressure on one or more wheels which traveling in a stable wheel slippage region, in order to again obtain the main brake cylinder pressure desired by the-driver and thereby obtain dependable controlled braking.
Furthermore, after a tendency towards locking has just been counteracted, it is not permissible for the pressure to return as rapidly as might be desired into the vicinity of the former locking pressure, since changes in the wheel contact forces caused by the spring suspension can lead to dynamic changes in the locking pressure.SUMMARY OF THE INVENTION
The object of the present invention is therefore to create an anti-lock control system of the aforementioned type which has an optimal pressure build-up function, and is able to advantageously maintain the brake pressure at the optimum point for long periods of time, and thus provides better braking deceleration with greater stability of travel and higher control comfort than in the case of conventional ABS control systems.
The anti-lock control system according to the disclosed embodiments of the invention therefore does not build up the pressure in the reloading phase with a constant gradient. Rather, the system first increases the braking pressure steeply, and then less and less, finally approximating the locking pressure to be expected. By the use of such a pressure build-up function, which may be an exponential loading ramp, a good pressure level is obtained from the beginning and is maintained for long periods of time on a uniform substrate.
The reduction in the wheel speed to be expected at the end of the loading ramp accordingly takes place gently, in general, due to the flat final slope of the ramp, and can easily be controlled.
A basic condition that makes this pressure build-up method successful is the course of the pressure function between good pressure reference points.
In this connection, the system provides information with regard to the pressure present in the wheel brake cylinder circuit to the ABS controller. This information involves not absolute pressures, but merely pressure ratios.
By the use of plunger pressure modulators (see, for instance, Federal Republic of Germany OS 35 30 280), the high cost of the brake pressure generator is avoided in a simple manner.
Other features and advantages of the present invention will become apparent from the following description of the invention which refers to the accompanying drawings.BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a functional block diagram of an embodiment of the invention, showing the modulator, ABS controller, and pressure function generator;
FIG. 2 is a time graph of a control braking cycle with a conventional anti-lock control system, and also certain features of the invention;
FIG. 3 is a time graph of a control braking cycle according to an embodiment of the invention, showing the pressure storage points and the pressure build-up profile;
FIG. 4 is a graph showing a function used for determination of the maximum pressure start-up points;
FIG. 5 is a schematic diagram illustrating the pressure build-up in a single-channel plunger pressure modulator with a piston-displacement measurement system;
FIG. 6 shows an embodiment of a circuit that can be used in the pressure function generator of the invention and
FIG. 7 is a graph showing the friction .mu. between tire and road surface as a function of the slippage s.BRIEF DESCRIPTION OF VARIABLES AND CONSTANTS
The variables and constants used in this disclosure have the following meanings:
______________________________________ S = signal from a wheel sensor which permits a determination of the actual circumferential speed V of the wheel in question V = instantaneous wheel circumferential speed A = filtered wheel deceleration/acceleration VREF = calculated vehicle reference speed (is formed from filtered wheel speeds and plausibility considerations) AREF = filtered vehicle deceleration, derivative of VREF with respect to time (gives an estimated vehicle deceleration which may vary due to the short control cycle times; for this reason, this signal is generally filtered; AREF is accepted as such a filtered vehicle deceleration) RE = display signal for wheel speed breakdown, i.e., a rapid decrease in wheel speed which causes the wheel to enter the unstable slippage region (a Boolean 1-bit signal which is placed at logical "1" when the wheel speed due to overbraking enters into too large a slippage range and at logical "0" when the actual wheel slippage is stable) DeltaVhalt = difference in speed which the wheel experiences during the time deltaThalt deltaThalt = duration of the pressure maintenance phase during the acceleration of the wheel in stable slippage, described further hereinbelow Tein.sub.-- i = time at which a wheel speed breakdown caused by overbraking is recognized for the i-th time within a control braking cycle Thalt.sub.-- i = time at which a pressure maintaining phase which therefore accelerates the previously overbraked wheel starts for the i-th time within a control braking cycle Taus.sub.-- i = time at which a wheel speed breakdown is counteracted for the i-th time within a control braking cycle TS = time at which the search ramp is activated TPauf = permissible duration of the pressure build- up, within which a new wheel-locking tendency is expected P = wheel brake cylinder pressure (this pressure is set upon control braking by the ABS controller; the mechanisms disclosed here can influence P indirectly via the ABS controller; with the concept indicated here, it is assumed that P is detected either by a pressure measuring instrument or that, for instance, when using an ABS pressure modulator based on the plunger principle, there is a direct relationship between the measurable position of the front wheel pressure piston and the relative front wheel brake pressure so that P can be read as a relative value from the corresponding position of the piston) Palt = wheel brake pressure P of the previous control cycle PS = desired value for the brake pressure to be set (is calculated by the pressure function generator in the pressure build- up phase and transmitted to the ABS controller) PSneu = new value of PS for the next control cycle Pein = value of P at which the wheel exhibits locking tendencies Pein.sub.-- i = value of P at which the front wheel speed breaks down for the i-th time during a control braking cycle Pbeschl = value of P at which the wheel whose speed previously broke down again accelerates PSAnf = pressure start point serving as a starting pressure point for the pressure reloading ramp DPSAnf = minimum distance from PSAnf to Pein based on wheel, axle and vehicle dynamics DeltaPauf = amount of pressure by which the wheel brake pressure is increased from one control cycle to the next in the reloading phase DeltaPMin = minimum amount of pressure by which the wheel brake pressure is increased from one control cycle to the next in the reloading phase DeltaPMax = maximum difference in pressure between Pein and Pbeschl, upon the exceeding of which the pressure start point PSAnf is calculated on the basis of Pbeschl Pab = enclosed wheel brake pressure upon the closing of the main brake cylinder valve (plunger-pressure modulator) K1, K2 = constants for the calculation of the brake pressure functions z = plunger piston position set (plunger pressure modulator) Control cycle time = clock signal which is switched with the duration of an ABS control cycle, in this case 8 msec, corresponding to 125 Hz g = acceleration of gravity = 9.81 m/s.sup.2 ______________________________________DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION
FIG. 1 shows a block diagram of an anti-lock system, comprising an electro-mechanical-hydraulic pressure modulator 1 and an electronic control unit 2 which, in addition to the ABS controller 3, also contains an auxiliary circuit 4 which carries out the control strategy and therefore is referred to as a "pressure function generator". The function blocks 3, 4 can be formed either by special hardware or by a software implementation.
For reasons of easy viewing of the drawing, the mechanisms shown here are indicated for only one vehicle wheel or only for one brake channel, so that FIG. 1 and all further figures in all cases show only single-channel components.
A broadening of the concept to channels is readily possible since there are no channel-overlapping interrelationships and the mechanisms can therefore be considered separately for each wheel or each brake channel.
The data and signals specific to each wheel and brake channel would, in the case of expansion to several channels, have to be provided with corresponding subscripts, which have also been omitted here for reasons of easier viewing.
The functional relationships of the blocks 1, 3, 4 will now be described, including the pressure function generator 4 in combination with the other components in an anti-lock system. The ABS controller 3 receives from a wheel sensor 5 a train of pulses S. From the frequency of the pulse train S, it directly calculates the actual circumferential speed V of the vehicle wheel in question. From V, the ABS controller 3 determines further internal reference signals, such as for instance the vehicle reference speed VREF and the vehicle reference deceleration AREF, so that it can recognize conditions of overbraking and dependably counteract them.
In case of overbraking, the ABS controller 3 gives off pressure control signals to the pressure modulator 1 so that the latter reduces the main brake cylinder pressure PHBZ established by the driver and conducts it as a modified wheel brake cylinder pressure P to the wheel brake circuit. The pressure modulator 1 transmits acknowledgment signals to the ABS controller 3, including information with regard to the brake pressure P that has been set, and therefore, in the case of a plunger pressure modulator (see, for example, Federal Republic of Germany OS 35 30 280, to the pressure-determining position of the plunger piston.
The internal reference signals are also supplied to the pressure function generator 4.
The ABS controller 3 performs the anti-lock control process in accordance with known basic strategies. In parallel with this, the pressure function generator 4 calculates optimal pressure reloading gradients in the pressure build-up phases and transmits them to the ABS controller 3, so that the latter can refine its basic control strategy with the data from the pressure function generator 4.
The ABS controller 3 and pressure function generator 4 therefore operate in parallel. The basic functions of the ABS controller 3 are assumed to be known and are not described in detail. In a practical embodiment, the ABS controller 3 and the pressure function generator 4 are generally implemented as one component. A logical separation is effected here only in order to make clear the distinct functions of the pressure function generator 4.
Conventional anti-lock systems switch cyclically between the control conditions "reduction of pressure", "maintenance of pressure" and "pressure buildup" for each wheel. In this connection, FIG. 2 shows, by way of example, an anti-lock control cycle on uniform pavement. A release of pressure takes place customarily whenever the wheel in question exceeds a maximum permissible value of deceleration with sufficiently high slippage. This situation is present at each of the times Tein.sub.-- i.
Then, when the wheel passes from the previous deceleration into the acceleration phase and therefore travels again in the direction of stable slippage regions (as occurs at the times Thalt.sub.-- i), the pressure that has been reached is maintained.
Another pressure build-up then takes place when the wheel is again definitely traveling in the stable slippage region (as at times Taus.sub.-- i), in which connection, generally, a large pressure change and then a continuous pressure build-up with constant gradient takes place (in the following referred to as the "pressure build-up phase" or "reloading phase"). This phase continues until another wheel speed breakdown has been brought about during the reloading phase, whereupon another pressure decrease phase is begun. If, within a fixed predetermined pressure-build-up time TPAuf, no such wheel speed breakdown should occur, a steeper pressure ramp (referred to as a "search ramp") is followed, as commences here at the time TS, with the result that the pressure set does not lie too far from the possible maximum.
When using the method of constant pressure build-up just described, wheel speed overbraking is always caused with very high dynamics, so that exceeding the maximum of the .mu. slippage curve is unavoidable. The pavement-caused wheel drive becomes smaller, thereby increasing the locking tendency, the further the wheel enters into the unstable slippage region. Therefore, a sharp decrease in pressure is then necessary in order to again counteract the wheel speed. Strong pressure modulations result in uncomfortable behavior, particularly in the case of two-wheel vehicles, produce load on the axle mechanism, and practically always lead to losses in the deceleration of the vehicle.
Stable vs, Unstable Slippage
The wheel slippage s in a motorcycle, for example, is defined as ##EQU1## where v.sub.-- m is the speed of the motorcycle and v.sub.-- w is the rotational speed of the wheel considered.
The friction .mu. between tire and road surface is a function of the slippage s, as shown in FIG. 7.
A slippage s>0 is necessary to obtain motorcycle deceleration during braking.
The stable slippage region is the lower range of s, namely s<s(.mu..sub.-- max); and the unstable slippage region is the upper range, namely s.gtoreq.s(.mu..sub.-- max).
The anti-lock system works as a feedback system with the task to keep the wheel in the stable slippage region near the maximum friction .mu..sub.-- max. This is theoretically possible by setting a constant wheel braking pressure which is slightly lower than the wheel lock pressure. This slippage region is called "stable", because a constant wheel pressure leads to a constant slippage value 0.ltoreq.s.ltoreq.s(.mu..sub.-- max). However, it is not possible to hold a slippage value in the unstable slippage region by applying a constant pressure to the wheel. The slippage immediately would increase to "1", which means, that the wheel would lock. This is caused by the fact that the friction .mu. decreases with increasing slippage s, when the wheel operates in the region s>s(.mu..sub.-- max). Therefore, the slippage region s.gtoreq.s(.mu..sub.-- max) is called the "unstable region".
Hereinafter, the term "excessively large slippage region" will be employed to mean extremely high values of s (s>>s(.mu..sub.-- max).
The anti-lock system tries to set braking pressure values which result in operation in stable slippage regions near s(.mu..sub.-- max), in order to get short braking distances.
When the braking pressure rises above a critical maximum value (wheel lock pressure), the slippage s passes over s(.mu..sub.-- max) and "wheel breakdown", occurs, that is, a sharp reduction in wheel speed which causes the wheel to enter the unstable slippage region. The anti-lock system employs those observed "locking tendencies" in order to be sure that the wheel is operated near the maximum friction .mu..sub.-- max.
A problem, however, is the unstable state of the slippage when a breakdown begins. The anti-lock system reduces the wheel pressure in order to accelerate the wheel into the stable slippage region, because the pressure which leads to the breakdown would cause a complete wheel locking (s=1).
If the anti-lock system increases the pressure very fast in order to find the maximum friction immediately, the breakdown of the wheel speed will lead to operation in "excessively large slippage regions" and the anti-lock system must reduce the wheel pressure by large amounts in order to bring the wheel back into the stable region.
An important advantage of the present invention is that it is capable of "traveling very slowly into the unstable slippage" region, which means increasing the wheel pressure very slowly, when the maximum friction has nearly been reached. So the wheel breakdown happens slowly, too, and the anti-lock system can keep the wheel in the stable region by reducing the wheel pressure only slightly. This results in better comfort during controlled braking and the braking distances are shortened.
FIG. 3 shows, for a control braking cycle, a time graph of the wheel speed and the wheel brake pressure which represents the pressure build-up function which is generated by the mechanisms described below.
Storage of the Wheel-Locking Pressure
When the ABS controller notes that there is a tendency towards wheel locking due to overbraking, the pressure build-up phase terminates and switching takes place to the pressure reduction phase. At this time Tein, the ABS controller switches a signal RE from "0" to "1" (wheel speed breakdown). The wheel brake cylinder pressure (or the piston position at the channel concerned) is now stored in a register as wheel-locking pressure Pein. For providing further control, it can then be assumed that this pressure point is slightly too high, in the case of uniform pavement.
Speed-Proportional Release of Load with Minimal Gradient
If wheel overbraking has been recognized, a decrease in pressure takes place by an amount which is calculated in each control cycle proportionally to the wheel speed gradient. In the case of a strong tendency towards locking, the pressure is therefore reduced more strongly than in the case where the entry has been slow into the excessively large slippage regions. In order, however, to counteract the entrainment effects which are to be expected, a fixed minimum pressure reduction is always produced, even if the wheel is traveling very slowly into unstable slippage. It is assumed that the ABS controller itself passes through such a decrease in pressure, so that the pressure function generator 4 does not perform this function.
Storage of the Wheel Acceleration Pressure
The pressure reduction phase continues until the wheel which has entered into excessive slippage regions is again clearly accelerated. At this time (Thalt), the pressure maintenance phase commences, i.e. the ABS controller maintains the brake pressure that has been reached. Should the measured deceleration of the vehicle be very small, permitting the conclusion that the pavement has a low coefficient of friction, the ABS controller can intentionally place the pressure maintenance point somewhat lower, so that the wheel accelerates better and for a shorter period of time travels in the unstable slippage region, which is particularly important for ABS-controlled motorcycles.
Furthermore, in the maintenance phase the ABS controller continuously monitors the course of speed of the wheel. Should the acceleration into stable slippage be too slight, the ABS controller further reduces the maintenance pressure; in a corresponding manner, it carries out a slight build-up of pressure if the wheel acceleration should rise too greatly.
If a transition to smaller coefficients of friction should take place during the pressure maintenance phase so that the wheel decelerates still further into unstable slippage, the ABS controller again introduces a pressure reduction phase, which is again followed, upon renewed acceleration of the wheel, by a pressure maintenance phase.
All of these measures, carried out by the ABS controller, result in the final analysis to the wheel being brought again into stable slippage within a reasonable period of time with suitable dynamics.
It is important that the pressure function generator 4 store the wheel brake cylinder pressure (or the pressure piston setting on the wheel brake channel in question) as the acceleration pressure Pbeschl, precisely at the moment when the ABS controller again has brought the wheel back into stable slippage, and this is indicated by resetting the signal RE from logical "1" to "0" (see FIG. 3).
In the case of homogeneous pavement conditions, this pressure Pbeschl is definitely too low a value for further control, and should be exceeded in all cases in the pressure build-up phase.
Calculation of a Good Pressure start Point
When the wheel has again entered into the stable slippage region at the end of the pressure maintenance phase, the pressure build-up phase commences. The ABS controller 3 recognizes this condition on the basis of various criteria. In order for the set brake pressure to lie close to the optimum for the longest possible period of time, it is attempted first of all to produce a positive pressure jump, which leads to the result that the exponential reload function starts at a good pressure level. The pressure start point obtained by the pressure jump is referred to here as the pressure startup point PSAnf. However, it is very important for quality of the control, for the pressure jump not to lead immediately to overbraking of the wheel, since by frequent large pressure build-ups and decreases, rough behavior of the vehicle is produced. This expresses itself in the case of passenger cars by "steering wheel shimmying". Motorcycles with soft front-wheel suspensions tend to tip (lifting-off of the rear wheel) and to "buck". In order to avoid these effects, the pressure startup point PSAnf is calculated here from the previously stored locking pressure Pein and the wheel acceleration pressure Pbeschl and is further limited with due consideration of the properties of the vehicle. Each type of wheel being treated differently, according to known criteria, with respect to its axle characteristics and also with respect to the class of tires used.
In order to calculate the pressure startup point PSAnf, the arithmetic average of the locking pressure and the wheel acceleration pressure is first of all calculated, as follows:
If a large amount of pressure (Pein-Pbeschl>DeltaPMax) was previously required in order to counteract the tendency towards wheel locking, a pressure jump does not take place to the arithmetic average of the two stored reference pressure points, but rather, the height of the jump--starting from the base value Pbeschl--is calculated from the wheel acceleration, in the pressure maintenance phase:
This second function is important if the previously compensated wheel overbraking was caused by a transition of the coefficient of friction to lower values. In this case, the pressure maintenance point must be considered the base value for the following reloading. The effective pressure jump then consists only of the term which is dependent on the wheel acceleration which takes into account the brake torque deficit existing during the pressure maintenance phase. The more the wheel accelerates in the holding phase, the greater is the pressure jump added to Pbeschl.
In order to prevent the jumps from producing dynamically excessively high pressure values, particularly in the case of front wheels in the event of too great a change of load, certain limit conditions which are specific to the vehicle must also be satisfied, namely:
The functions f1 and f2 result from a series of test measurements and are specific to the vehicle. In principle, the rule applies that relief of pressure, for counteracting wheel overbraking, leads to a change in load which increases with the intensity of the deceleration of the vehicle. This change in load results primarily from the springing of the front axle. Accordingly, the vehicle front wheels can be loaded less, the greater the deceleration of the vehicle is. Only very slight changes in load due to the front wheel pressure modulations occur on smooth pavement, so a wheel which has been previously released from load and then travels again in the stable slippage range can be immediately loaded again with a brake pressure which may lie just below the previous locking pressure, since practically no loss in ground contact force has taken place as a result of the relief in pressure. These effects are noticeable in particular in the case of single-track vehicles. In this case, every strong increase in pressure leads to a clear springing of the front-wheel fork; in corresponding fashion, a strong reduction in the pressure of the front wheel produces a sudden springing forwards of the fork, in which connection the dynamic loss in ground contact force can for a short time be considerably higher than would be expected on basis of the relative displacement of the center of gravity (see, for example, DE P 42 04 350.6.
In the case of rear wheels, opposite effects occur. Every release of pressure results in a loss in vehicle deceleration, so that the wheel contact force and thus the pressure loadability increase. The pressure point after counteracting a tendency towards wheel locking may therefore lie close below the previously locking pressure. This applies again in particular to single-track vehicles when only the rear wheel is braked, since in this case only the pressure modulations of the rear wheel are controlling for the changes in the wheel ground contact force.
With increasing speed of the vehicle, the pressure-startup points can be placed higher (closer below the locking pressure). In this connection, the behavior of the tire plays a decisive role.
FIG. 4 shows as example the maximum amount of pressure DPSAnf for a front wheel. As a result of the fact that the startup point PSAnf is lower, it can be assured that conditions of locking which occur rapidly one after the other--as shown in FIG. 2--practically no longer occur on uniform ground.
Exponential Pressure Build-Up Function
After switching on the pressure jump, commencing with the pressure startup point PSAnf, reached as just described, and up to the aforementioned locking pressure point Pein, an exponential on quasi exponential pressure ramp is followed, the pressure gradient being at first large and then becoming flatter and flatter upon approach to the earlier locking pressure point Pein. The following thus results for the corresponding pressure increase of a control cycle:
DeltaPAuf=K2*(Pein-PS) in which K2<<1
The new desired value of the brake pressure results simply by increasing the previous value by DeltaPAuf:
Due to the fact that the brake pressure PS increases closer to Pein with each cycle, the pressure increase becomes constantly smaller in accordance with the above equation. This equation represents an exponential function and is shown by the broken line curve of the lower part of FIG. 3 which asymptotically approaches Pein. The obtaining of such a function on microcomputers is particularly simple by selecting as the factor a power of two. In practice, a value of 1/8 has proven satisfactory with a control cycle time of 8 msec:
In order that the locking pressure can also actually be reached and the ramp does not merely travel asymptotically towards this pressure point, a minimum increase is required, namely:
This represents a quasi-exponential function, one comprising a combination of an exponential function and a linear function. This is shown by the solid line of the lower graph of FIG. 3.
The value of DeltaPMin must be set in a manner specific to vehicle and wheel. In particular, it is to be ensured that DeltaPMin is large enough that the reloading ramp leads in all cases after about 300 msec to a slight tendency towards wheel locking. Due to the exponential loading profile a high pressure level is obtained quickly. Furthermore, in this way, the startup point PSAnf can be placed relatively low in accordance with the function shown in FIG. 4 without the further course of the pressure being too low.
In all the pressure and pressure-difference values considered in the above-indicated equations, relative values are concerned, i.e., no knowledge of the absolute values of the pressures is necessary for the correct handling of the control process and strategy. It is sufficient that the pressure profile shown in FIG. 3 is passed through according to the correct relations, which can be achieved by the plunger pressure modulator described below without expense via the measurable plunger positions.
Possibilities of the Plunger Principle
In anti-lock systems which operate on the basis of the plunger principle, the wheel brake pressures can be set via control of the positions of their plunger pistons. If the position of the plunger piston is determined by a movement-measuring device, the ABS controller continuously has information available to it concerning the relative pressure that has been attained.
FIG. 5 shows the operating principle for a motorcycle. Upon normal braking, the pressure of the main brake cylinder (HBZ) applied by the driver passes directly into the wheel cylinder brake circuit (RBZ). In the event of a recognized overbraking, the ABS controller controls a motortractive force (MF) so that the pressure piston (DK) is pushed via a lever against the force (FF) of a compression spring, with the aid of the internal pressure force (PF) on the piston in the direction of increasing piston displacement z. As soon as a slight displacement of the piston has occurred, the ball valve (KV) closes so that the wheel brake cylinder pressure is disconnected from the main brake cylinder pressure and the pressure Pab is enclosed within the wheel brake circuit. The further the piston is now displaced in the direction of displacement z, the more strongly the pressure is reduced, due to the elasticities present in the brake system. Starting with the enclosed pressure Pab, a pressure function which decreases towards 0 is carried out over the displacement range z, extending linearly or slightly digressively depending on the brake system. A new pressure build-up is obtained by displacement of the piston in the direction of the smaller z values so that the motortractive force (MF) is reduced to such an extent that the compression force (FF) of the spring again exceeds the sum of the active opposing forces (PF) and (MF) as well as the passive frictional forces of the system. The position z the piston has reached therefore directly represents, via a predetermined pressure-displacement function, a brake pressure relative to the enclosed pressure Pab. As long as the ball valve (KV) remains closed, there is an unambiguous relationship between piston displacement z and brake pressure P. All pressure values referred to hereinabove can therefore be replaced by displacement values z, as indicated, for example, by an inductive measurement coil WMS. Further, all pressure difference amounts (pressure decrease and pressure build-up gradients) are replaced by displacement increments. Because of its analog properties, the plunger modulator is furthermore able to follow very precisely along the fine displacement and pressure profiles shown in FIG. 3.
FIG. 6 shows an embodiment of a circuit that can be used in accordance with the invention as the pressure function generator 4. By means of the register 6, the circuit stores the wheel brake pressure Palt precisely at the time when the ABS controller switches the signal RE from "0" to "1" and thus indicates that a tendency towards the locking of a wheel has been recognized. If, by brake pressure control of the ABS controller the wheel has again come into a stable slippage region, so that the controller resets the signal RE again to "0", then the register 7 which is triggered by a negative signal clock edge takes over the wheel brake pressure Palt as a reference pressure point Pbeschl.
In order to calculate the startup point PSAnf, two different methods are carried out.
The adder 14 and divider 15 perform the formation of an average value between the two reference pressures Pein and Pbeschl in order to form PSAnf.
As an alternative, the components 16 to 21 calculate a value for PSAnf which consists of the sum of the pressure maintenance value Pbeschl and a term which is dependent on the wheel acceleration. In order to determine the wheel acceleration during the pressure maintenance phase, the register 17 records the wheel speed V at the time when the wheel definitely accelerates again. This is caused by the comparator 16 which compares the wheel acceleration A with 0, and at the time of switching from wheel deceleration to wheel acceleration (A changes from positive to negative values) connects a positive clock signal edge to the register. At the same time, the maintenance phase counter 19 is set to 0 by applying a signal to the reset input R of 19. In each further control cycle, the reading of the counter of 19 is now increased by 1 since the control cycle pulse is placed on the clock input of the counter 19. The subtractor 18 continuously forms the difference between the wheel speed V actually reached and the speed VMin stored in the register 17. The difference DeltaVhalt, and therefore the amount by which the wheel was again accelerated, is divided in the divider 20 by the reading of counter 19, namely the duration of the pressure maintenance phase, and provided furthermore with the standardizing factor K1 by means of the multiplier 21. The pressure portion calculated in this manner is added by the adder 22 to the maintenance pressure Pbeschl.
As mentioned above, one of two methods of calculation is selected for the formation of the startup pressure point. If the difference between the locking pressure Pein and the maintenance pressure Pbeschl is less than DeltaPMax, then the first method of calculation is selected. For this purpose, the subtractor 12 forms the difference between Pein and Pbeschl, and the comparator 13 checks whether this exceeds the amount Delta PMax.
If it is less than said amount then the comparator 13 applies a logical "0" to the multiplexer 28, so that the value of the first method of calculation is connected to the minimum detector 29.
The latter checks whether the calculated value for PSAnf is not too high. For this purpose the components 23 to 27 in accordance with FIG. 4 form a maximum function for PSAnf, which for reasons of the dynamics of the vehicle must not be exceeded by the calculated value. Depending on the reference speed VREF of the vehicle and the vehicle reference deceleration AREF, the function blocks 23 and 24 calculate portions of pressure which are first of all added by the adder 25 and subtracted by the subtractor 26 from the locking pressure (Pein). The maximum detector 27 connects this value to its output if it is greater than the maintenance pressure Pbeschl; otherwise Pbeschl is itself outputted. The minimum detector 29 limits the value calculated for PSAnf finally to the maximum value formed by 27. The final value of PSAnf is stored at the start of the pressure build-up phase into the register 32, in such a manner that the monoflop 30 triggered by the falling edge of RE produces a positive pulse which is present at the multiplexer 31 for about 1.5 control cycles, so that this PSAnf switches to the data inputs of register 32. The value is then taken over with the next rising edge of the control cycle clock into the register 32 as a ramp function value PS. The length of the monoflop pulse is so selected that the valid value of PSAnf is also actually present at the time of take-over.
The pressure function generator it forms the further course of the pressure ramp with the components 8 to 11 in such a manner that the subtractor 8 always calculates the difference between the stored locking pressure Pein and the desired value of the wheel brake pressure PS reached in the previous control cycle. The multiplier 9 provides this difference with the constant factor K2. Via the maximum detector 10 the amount of the pressure is further limited to the minimum DeltaPMin. The resultant amount of pressure DeltaPauf by which the brake pressure reached is to be increased within the existing control cycle is added by means of the adder 11 to the pressure default value PS currently stored in register 32 and recorded with the next rising edge of the control cycle clock as a new value of PS, since the multiplexer 31 now connects the upper channel to the register 32 by the return of the monoflop pulse.
During the pressure build-up phase (RE="0") the ABS controller merely has the job of taking over the pressure default values PS and setting them by means of the pressure modulator.
In practice, it has been found that the calculation of pressure build-up functions with exponential profiles which are suitable for the vehicle leads to clearly improved control braking, as compared with the linear pressure curves previously used. The states of locking of the wheels which follow shortly one after the other in the example in FIG. 2, particularly in the case of motorcycles with high wheel and axle dynamics, cause a considerable reduction in comfort and in brake deceleration. These states can be practically completely avoided on uniform ground, by controlling the system, before the termination of the exponential pressure ramps suitably in response to the pressure startup point PSAnf, in accordance with the equations given.
Although the present invention has been described in relation to particular embodiments thereof, many other variations and modifications and other uses will become apparent to those skilled in the art. It is preferred, therefore, that the present invention be limited not by the specific disclosure herein, but only by the appended claims.
1. An anti-lock control system for improving comfort and shortening braking distances in automotive vehicles having wheel sensors, a monitoring circuit which recognizes overbraking conditions of the wheels based on signals from the sensors and produces corresponding control signals, and a pressure modulator which, by means of the control signals, sets the brake pressures on the vehicle wheels; the anti-lock control system further comprising:
- a pressure function generator which is responsive to the monitoring circuit and which, for each wheel, determines the brake pressure whenever wheel overbraking has been detected as an upper reference pressure (Pein); determines a brake pressure at which the wheel again accelerates, after pressure reduction by the pressure modulator in a pressure reduction phase, as a lower reference point (Pbeschl); and thereupon, in a pressure build-up phase, controls the pressure modulator so as to increase the wheel brake pressure from a start point (PsAnf) between the upper and lower reference pressure points over the entire pressure build-up phase initially in accordance with an exponential function approaching an asymptote and thereafter as a quasi-exponential function crossing said asymptote.
2. An anti-lock control system according to claim 1, wherein the pressure function generator is operative, when the difference between the upper and the lower reference points is large and therefore a strong reduction in pressure was necessary in order to compensate for the tendency toward wheel locking, to employ the lower reference point (Pbeschl) as the start point (PSAnf) for the pressure build-up phase.
3. An anti-lock control system according to claim 1, wherein the pressure function generator is operative, when the difference between the upper and the lower reference points is large and therefore a strong reduction in pressure was necessary in order to counteract the tendency toward wheel locking, and when a large wheel acceleration has taken place during a pressure maintenance phase following the pressure reduction phase, to determine the start point (PSAnf) of the pressure build-up phase from the sum of the lower reference point and a term dependent on the wheel acceleration, the part dependent on the wheel acceleration being formed from the average wheel acceleration in the pressure maintenance phase multiplied by a constant factor.
4. An anti-lock control system according to claim 1, wherein the pressure function generator is operative, when the difference between the upper and lower reference points is small and therefore only a slight pressure reduction was necessary in order to counteract the tendency toward wheel locking, to determine the start point (PSAnf) of the pressure build-up phase as an arithmetic mean value of the upper and lower reference pressure points.
5. An anti-lock control system according to any one of claims 1 to 4, wherein the maximum value of the start point (PSAnf) for the pressure build-up phase is limited to a value which is formed from the upper reference pressure point (Pein), reduced by a constant pressure amount.
6. An anti-lock control system according to any one of claims 1 to 4, wherein a maximum value of the start point (PSAnf) for the pressure build-up phase is limited to a value which is formed from the upper reference pressure point (Pein), reduced by an amount which is dependent on the speed of the vehicle, said amount decreasing with increasing speed so that a higher start point (PSAnf) results with higher speeds.
7. An anti-lock control system according to claim 6, wherein the amount dependent on the vehicle speed is further augmented by an amount dependent on the vehicle deceleration, said amount increasing with increasing deceleration so that a lower start point (PSAnf) results with higher decelerations.
8. An anti-lock-control system according to any one of claims 1 to 4, wherein the exponential or quasi-exponential function is limited to a minimum slope in order to ensure that the upper reference pressure point is not only reached asymptotically but is also exceeded after a finite time.
9. An anti-lock control system according to claim 5, wherein the exponential or quasi-exponential function is limited to a minimum slope in order to ensure that the upper reference pressure point is not only reached asymptotically but is also exceeded after a finite time.
10. An anti-lock control system according to claim 6, wherein the exponential or quasi-exponential function is limited to a minimum slope in order to ensure that the upper reference pressure point is not only reached asymptotically but is also exceeded after a finite time.
11. An anti-lock control system according to claim 7, wherein the exponential or quasi-exponential function is limited to a minimum slope in order to ensure that the upper reference pressure point is not only reached asymptotically but is also exceeded after a finite time.
12. A method of improving comfort and shortening braking distances in anti-lock control systems of automotive vehicles having wheel sensors, a monitoring circuit which recognizes overbraking conditions of the wheels based on signals from the sensors and produces corresponding control signals, and a pressure modulator which, by means of the control signals, sets the brake pressures on the vehicle wheels; the method comprising the steps of:
- for each wheel, determining the brake pressure whenever wheel overbraking has been detected as an upper reference pressure (Pein);
- determining a brake pressure at which the wheel again accelerates, after pressure reduction by the pressure modulator in a pressure reduction phase, as a lower reference point (Pbeschl); and
- thereupon, in a pressure build-up phase, increasing the wheel brake pressure over the entire pressure build-up phase between the upper and lower reference points initially in accordance with an exponential function approaching an asymptote and thereafter as a quasi-exponential function crossing said asymptote.
13. A method according to claim 12, further comprising the steps of, when the difference between the upper and the lower reference points is large and therefore a strong reduction in pressure was necessary in order to compensate for the tendency toward wheel locking, employing the lower reference point (Pbeschl) as a start point (PSAnf) for the pressure build-up phase.
14. A method according to claim 12, further comprising the steps of, when the difference between the upper and the lower reference points is large and therefore a strong reduction in pressure was necessary in order to counteract the tendency toward wheel locking, and when a large wheel acceleration has taken place during a pressure maintenance phase, following the pressure reduction phase, determining a start point (PSAnf) of the pressure build-up phase from the sum of the lower reference point and a term dependent on the wheel acceleration, the part dependent on the wheel acceleration being formed from the average wheel acceleration in the pressure maintenance phase multiplied by a constant factor.
15. A method according to claim 12, further comprising the steps of, when the difference between the upper and lower reference points is small and therefore only a slight pressure reduction was necessary in order to counteract the tendency toward wheel locking, determining the start point (PSAnf) of the pressure build-up phase as an arithmetic mean value of the upper and lower reference pressure points.
16. A method according to claim 12, further comprising the steps of limiting a maximum value of a start point (PSAnf) for the pressure build-up phase to a value which is formed from the upper reference pressure point (Pein), reduced by a constant pressure amount.
17. A method according to claim 12, further comprising the steps of limiting a maximum value of a start point (PSAnf) for the pressure build-up phase to a value which is formed from the upper reference pressure point (Pein), reduced by an amount which is dependent on the speed of the vehicle, said amount decreasing with increasing speed so that a higher start point (PSAnf) results with higher speeds.
18. A method according to claim 17, further comprising the steps of augmenting the amount dependent on the vehicle speed by an amount dependent on the vehicle deceleration, said amount increasing with increasing deceleration so that a lower start point (PSAnf) results with higher decelerations.
19. A method according to claim 12, further comprising the steps of limiting the exponential or quasi-exponential function to a minimum slope in order to ensure that the upper reference pressure point is not only reached asymptotically but is also exceeded after a finite time.
International Classification: B60T 858;


text:
Crossing the Digital Divide
The Infrastructure Investment and Jobs Act (IIJA) directs the Federal Communications Commission to prevent discrimination in broadband access. In addition to preventing racial, ethnic, or religious discrimination, the law seeks to remedy income discrimination. At the same time, the IIJA orders the FCC to take account of economic and technical feasibility of preventing the proscribed discrimination. These provisions of the IIJA raise complex legal and economic questions. Should the FCC focus on discriminatory intent or disparate impacts? How can the FCC prevent income discrimination while simultaneously accounting for economic feasibility?
Join us for a webinar discussion on this topic with Rob. McDowell (Former Commissioner of the FCC), Eric Fruits (ICLE), and Jessica Melugin (CEI). Moderated by Kristian Stout (ICLE).

domain: law


text:
Farmer, herdsmen clashes: Taraba suspends grazing law
Written by Henry on February 21, 2018
Taraba Governor, Darius Ishaku, has agreed to suspend and, in the process, receive the state’s grazing law.
Ebonyi State Governor, Dave Umahi, disclosed this in a statement by his Chief Press Secretary, Emmanuel Uzor, yesterday.
Umahi said Ishaku, as well the leadership of Miyetti Allah, farmers and stakeholders agreed to review the grazing law in the state.
He also said end to intermittent clashes between farmers and herdsmen across the country, especially in Benue, Nasarawa and Taraba states, are in sight, following a ceasefire agreement reached by the parties in the affected states, to drop their weapons and return to table for dialogue.
As part of the National Economic Council (NEC) sub-committee set up by the Federal Government, led by Umahi, on fact-finding mission to Taraba state, yesterday, both farmers and herdsmen agreed ceasefire and return to the negatiation table, to enable the committee broker final peace.
Addressing the media at the Executive Counci chambers in Jalingo, Umahi said after several hours of meetings and deliberations involving farmers, leaders of Miyetti Allah, Taraba state government and the House of Assembly, the committee was able to plead with Ishaku and Speaker Peter Abel Diah to revisit the anti-open grazing law, to accomodate Fulani herdsmen.
Governor Umahi further disclosed that in the cause of a closed-door meeting with security chiefs in the state, it was discovered that the latest crisis at the Mambilla Plateau hadnothing to do with farmers and herdsmen clash but was purely a land issue which he said the state government has shown enough commitment to solving.
The governor blamed the leadership and members of Miyetti Allah for boycotting the public hearing on the grazing law, which he identified as one the problems that culminated into the crisis, and cited ignorance of the said law as another reason why the crisis persisted.
“We are here as part of fact-finding, to ascertain the remote cause of the crisis between farmers and herdsmen across the state. In the cause of our assignment, we met with the Taraba state government led by governor Darius Ishaku, the leadership of Miyetti Allah, farmers, stakeholders and security agents and we arrived a far-reaching solution to the crisis and the parties agreed that there should be ceasefire and that all the parties should dialogue.
“There were so many issues raised and the committee, after much deliberation with those concerned, was able to make some recommendations, including our request for some amendment to some sections of the law which the herders considered against them.
“We agreed that all cases pending in court be withdrawn, to enable the committee conclude their assignment,” Umahi said.
The governor also said the herdsmen agreed to observe ranching but requested that state and federal governments should come to their aid, to adapt to the new exercise, and added that the herdsmen should start making use of already-existing ranching facilities in Mambilla while the state government start the pilot ranching programme in the three senatorial districts of the state.
Earlier, Ishaku assured that his administration will do everything within its powers to ensure lasting peace in the state, among the 48 ethnic nationalities, including revisiting the recently enacted anti-open grazing law, to accomodate the grievances of Miyetti Allah.
Meanwhile, the Buhari Media Support Group (BMSG) has advised Governor Samuel Ortom of Benue State to support the Federal Government’s efforts in addressing security challenges in the country.
In a statement issued in Abuja by its chairman, Autin Braimoh, yesterday, the group explained that synergy is needed to tackle security issues or problems in the country.
According to the BMSG, no security issue should be treated in isolation.
The group noted that the recruitment and training of ethnic militias by politicians is no less important than the menace of the herdsmen violence and added that discovery of training camps by militias has made it imperative for government to tackle security issues comprehensively.
The group said it is not advisable to deal with one security problem and ignore another, adding that doing so cannot produce long term and lasting solutions.

domain: sociology