John Deere | Date: 2013-03-15
Self-powered apparatus are disclosed. An example apparatus includes a front chassis portion and a rear chassis portion. The front chassis portion is to be coupled to the rear chassis portion. The front chassis portion is substantially the same as the rear chassis portion. When the front and rear chassis portions are coupled, the front chassis portion includes a first end of the apparatus and the rear chassis portion includes a second end of the apparatus.
Huffman P.J.,John Deere
International Journal of Fatigue | Year: 2016
A strain energy based fatigue damage model is proposed which uses the strain energy from applied loads and the strain energy of dislocations to calculate stress-life, strain-life, and fatigue crack growth rates. Stress ratio effects intrinsic to the model are discussed, and parameterized in terms of the Walker equivalent stress and a fatigue crack growth driving force. The method is then validated using a variety of different metals with strain-life data and fatigue crack growth rate data available on the SAE Fatigue Design & Evaluation subcommittee database. © 2016 Elsevier Ltd. All rights reserved. Source
I still remember the first time I watched this Python sketch in my basement recorded off of PBS onto my VCR. As a Christian, I suppose I could have been offended that these guys were mocking some aspect of the church. But it was too funny not to enjoy. And too true. Killing in Christ’s name is the equivalent of binge eating for Gandhi. It’s off brand. It dishonors the teachings of the words and actions attributed to Jesus. And in my studies of New Testament scripture, I have as yet to find any translations of Matthew 28:19 in Latin, Greek or Aramaic that state, “Go and make disciples of all the nations…or kill them.” I went to college planning on becoming a minister and majored in history. I fell in love with research, especially of New Testament scripture. Initially, ironically, this fascination stemmed from my lack of faith. Like so many individuals clinging to religiosity versus honest introspection, I felt if I memorized enough archaeological details I could prove via empirical fact that Christ was the Son of God. And scientifically, there is a great deal of validation for the historicity of many of the books of the New Testament. But in the same way I might want to introduce two good friends to each other in hopes they might fall in love, I’ve come to realize I can’t force the decision for someone to believe in God. That’s up to them. An Inconvenient Proof refers to the fact that personalization algorithms proselytize via code. Designed to scrutinize our lives, they’re also programmed to influence our behavior. Created by humans, every algorithm is imbued with the biases, business goals and personal agendas of their manufacturers. This doesn’t make artificial intelligence malevolent. But unless individuals are allowed to control their personal information, the algorithm economy is a data dictatorship. There’s no free will involved when you’re clandestinely tracked and subconsciously manipulated. I used to work as an EVP in a top-10 public relations firm, so I can say the following statement from experience: I was never in a client meeting with a global CMO where someone pointed to a chart and said, “It’s at this point in the customer journey where we leave them alone.” Nope. I remember a major ad buy we once did with a client where men introduced to a new product would be tracked online via ads that appeared wherever they surfed for up to six months until they clicked on our spot. Fact: Today, our individual personal data is a commodity. We’ve been trained to give our data away, whether in exchange for “free” services or simply out of convenience. But the fact that it’s so easy to utilize is a huge boon for artificial intelligence. Studying human behavior en masse has never been simpler. Fact: An organization’s data is their intellectual property. And because our data is so freely available, this means the insights generated from our unique identities are becoming the property of whatever organization that’s created the devices we use. John Deere recently galvanized this precedent by claiming that farmers buying their computer-laden tractors don’t own the vehicles, but receive an implied license for the life of the vehicle to operate the vehicle. This implies any actions farmers take within the tractors can be used as a form of free Research & Development for John Deere to improve their vehicles. While this data will ostensibly be used to improve tractors for everyone’s use, farmers aren’t additionally compensated for the monetary benefits their insights provide. Now move this model beyond tractors to autonomous cars and companion robots. Throw in ubiquitous corporate facial recognition identity, unchecked by any federal laws regarding harvesting of personal identification. Myriad personalization algorithms controlled by organizations we may or may not know harvest our actions willy-nilly and our personal data is a commodity we can’t control or even fully access. Fact: Whatever the noble aspirations of artificial intelligence, the algorithm economy is built on this model of data obfuscation by design. Unless individuals are offered personal clouds or methodologies that provide privacy by design, it’s time to recognize that keeping people from controlling their personal data means we remove their ability to control their identity. This goes beyond issues of privacy to a person’s sense of agency and mental well-being. It’s one thing if we’re dealing with a single personalization algorithm, wondering how it’s affecting our opinions and sense of choice. It’s another when we’re confronted by thousands of algorithms, invisible yet influential. Soon we’ll risk losing our sense of subjective truth about who we are because we’ll have so many outside opinions on the subject. We need an ethical standard for artificial intelligence for the algorithm economy. It’s not Christian, Buddhist, Atheist, technological or Luddite in nature. It’s human. We need to create a technological framework for the exchange of affective (emotion-based) and personal data that allows every individual to determine what data they share, with whom, and for how long. This is the equivalent of a free and open society versus a dictatorship. This won’t hinder the development of artificial intelligence. Quite the opposite. Obfuscation by design means we eventually don’t need humans in the mix to analyze their data. We’ll already know what they’re going to do. Letting humans retain control over their data means we’ll still be tracked, but we’ll retain the ability and infrastructure to speak our truth. Whether it’s regarding God or Google, free will can’t be forced or controlled to be real. While it may be inconvenient to provably align artificial intelligence to human values, it’s the only way to move forward in good faith.
News Article | November 29, 2015
Originally published on the Tesla Motors Club forum. By So, here’s the problem. I am, or was, a gearhead. My Model S… has ruined all other cars, and possibly myself. If it was mechanical or technical, I had to tear it down, inspect it, and understand every nut, wire, carburettor, pump, display, and more. This story will be long enough without a backstory, so I’ll keep it short. I’m a Tesla Model S owner. For the past nine months I’ve been enjoying my incredibly quick, quiet, safe, intergalactic space boat of light and wonder. Until one day when a mean old Ford Escape merged in a gap that would only fit an even older, and even meaner, Geo Metro. I thought I loved my car. I thought it was the most amazing thing since the iPhone, with sliced bread being invented long before I was born. Then my world was torn apart by the damage to my S. A bumper. I think. Maybe some other parts, don’t know, don’t particularly care. The point is I have been without my space boat for almost two weeks and, like a heroin addict looking for that quick fix, I’ve been slowly rotting away inside. My soul has been crushed. Defeated, if you will, by the horrendous act of operating a gasoline-fueled automobile. I won’t go into specifics of the make and model of this antique transportation device, as it’s not its fault it’s broken. For too long, the mass production of automobiles has been ‘good enough,’ or in Land Rover engineering, “that’ll do.” But, again, that’s another story. This story is the ruination of all automobiles. Upon attempting to enter this gas-fueled auto, I had to push a button. Even though the key fob was in my pocket. I was aggravated, but understood, having operating something similar in the before time. Henceforth known as BT. Before Tesla. Once granted access to this horseless carriage, I again was befuddled at the steps I’d long forgotten. “Starting” the car. Vague memories of annoying easily broken parts such as starters, alternators, and spark plugs came flooding back. I had to DO something. The car was waiting for ME to do something. I didn’t get in this car to paint my house. I didn’t get in this car to take a walk. I got in it, to go somewhere. Apparently, this was news to the car. So, I had to push a button labeled START. What a terrifying experience. Lights, buzzers, noises, vibrations. I thought something had exploded somewhere. No, luckily, it was just roughly 1,000 moving parts all slowing beginning to move in random directions, waiting for the most inopportune time to fail. I quietly as possible, as not to disturb the noises the car was making, adjusted the mirrors and attempted to get under way. Within two miles, I needed something to drown out the random noises of a slowly wearing out mechanical device. The radio, I thought! But this was ‘radio’ radio. Not commercial-free, on-demand, digitally delivered music, but instead something my grandparents must have listened to. There was a knob involved. Apparently “FM” deciphered means, “knob that adjusts between static and commercials with static.” This, however, was no ordinary knob. This knob was located in an area with roughly 46 other buttons. I’d count them, but seriously, gave up around 40. There was even a “number pad” on the car. What’s a number? Who calls a number? I press “wife” and magically I’m connected to a woman who claims to be able to put up with me. I don’t know what numbers these are, but they look useless to me. Thankfully! I found a screen. A nice big screen in the car that will surely help me out. I touched the part that said NAV. Nothing. I touched again. Nothing. I thought to myself, “wow, this must be one of those ‘lookin’ screens I’d heard about.” Before the whole touch thing was invented… even though this car was a 2015, it must have come off the assembly line before the whole iPhone craze. Back to the knobs. And buttons. So many freaking buttons. Even non-Tesla owners quickly became befuddled at the buttons. Launching a nuclear missile would most likely take fewer buttons. My wife (the woman who endures me), attempted to adjust the cabin temperature. Something someone may do in a car. But alas. It was no use. The car… was in reverse. Somehow, the entire 6” screen was now taken up by a blurry, compressed (aspect) image of what was roughly behind the vehicle. No feedback was given to the operator of the temperature control knob. Things may have been changing, may not have been, we will never know, as the car… was in reverse. Reverse must take all the priority! Interestingly, the audio level did decline when the car was in reverse. Something I didn’t mind. I give them credit for that one thing, of the thousand I don’t understand. We have music (Sirius preview channel)! Now… where to? I know! GPS will save us. Entering an address became an exercise in futility. You input your address with a knob or wheel scrolling the 26 characters and 10 numbers that make up this thing called English. Entering a city such as Pittsburg takes roughly the same amount of time as driving there from Harrisburg. Fortunately for me, the screen makes a perfect spot to hold your iPhone. Setup with WAZE, I was back on my way! Tesla has ruined acceleration. This car says sporty. It says soccer mom fun. It’s not. It accelerates like my riding mower. John Deere FTW. You press the pedal, and for the first 2-3”, nothing happens. Then, suddenly, without warning, noises occur. These noises, followed by what feels like being rear-ended, result in the car lurching forward. Each ‘shift’ results in the car feeling like something is wrong. It does this shifting up and down. Even when barely touching the pedal. Speaking of pedal… There’s another one that’s required quite often. The one that slows you down. This is because the car likes to coast after you remove your foot from the go pedal. This is a terrifying proposition. You feel like something is wrong or you are no longer in control. To regain control, you move to the wider pedal. You press it. Nothing. You press harder. Nothing. Finally, after well over a foot of travel, the vehicle slows. Amazing we have the power to slow a vehicle in 2015. Truly, we are living in an incredible time. The car comes with several safety features designed to annoy the hell out of you, but not actually do anything. The car has a system that can detect when you are about to hit something. It’s been ingeniously tied to the barely functioning brake system. One would think this system would allow the car to avoid crashing into things, saving both itself and the occupants, but no. Apparently, that would have been too easy. Instead, if you are going to hit something, the car makes random noises, with no visual indication as to if it needs an oil change, or if you should have prepared your will. The car will attempt to do things to slow you down, like opening the sunroof, but crashing is totally going to happen anyway, so just sit back, relax, and enjoy the ambulance ride. I need more lights: Okay, so we have the car ‘on,’ radio going, iPhone on GPS duty, and haven’t yet crashed into anything. Several lighted lines vaguely indicate what I think is the remaining go power. Talk about Range Anxiety: I’m going to be on the side of the road dead in 5 lights. I don’t know what 5 lights means, but according to some people, I can stop at a gas station and get some more lights. I arrive at what looks like a post-apocalyptic wasteland. It smells awful, like burning. I step out of the car and my foot lands in a cross between a milkshake and vomit. I realize the smoke belcher is still ‘on.’ I reach back in to press ‘stop.’ I am prompted for money and my zip code. Money?! Seriously?! I grab the handle on a germ-covered, oil-soaked, metal nozzle. I spend the next 10 minutes moving an explosive, flammable, cancer-causing liquid. Not being HAZMAT certified, a few drops spill. Luckily it doesn’t faze anyone. $46?! They should be paying me to move this liquid. I think, the smell. The smell of a gas station is what you notice most after not being at one for nine months. People get food here. Not good food, but something called food. Bottom Line: I want my Model S back, and will further appreciate it and love it every day. Reprinted with permission. Get CleanTechnica’s 1st (completely free) electric car report → “Electric Cars: What Early Adopters & First Followers Want.” Come attend CleanTechnica’s 1st “Cleantech Revolution Tour” event → in Berlin, Germany, April 9–10. 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« Toyota to boost investment in AI by strengthening relationship with Preferred Networks | Main | DOE’s HyStEP device will accelerate hydrogen refueling station commissioning » The Advanced Combustion Catalyst and Aftertreatment Technologies (AC2AT) consortium, led by Southwest Research Institute (SwRI), will focus on four research projects in its second year. (Earlier post.) During the first year of work, the consortium made progress in its understanding of the complex nature of emissions from today’s high-performance, high-efficiency gasoline and diesel engines, said Dr. Cary Henry, a manager in SwRI’s Engine, Emissions, and Vehicle Research Division who leads the AC2AT consortium. This year’s focus will be on specific projects to improve aftertreatment and fuel efficiency strategies for these engines. The four main projects currently underway in year two are: Urea-SCR Performance and Deposit Modeling. The goal is to improve current state-of-the-art capabilities of emission control system analysis led design by developing new simulation tools to predict more accurately emission control system performance without the need for fabrication of system hardware. This project focuses on the mechanisms behind urea deposit formation and mitigation, and SCR operatives via surface reactions. The overall objective of this project is to develop a full predictive 3D urea-SCR aftertreatment system model that accurately predicts urea deposit formation, growth, and composition that is coupled to a high fidelity semi-3D SCR simulation that models complete SCR system performance. Validation of the CFD model is being conducted by characterizing various urea dosing system architectures. Detailed characterization of emissions from advanced combustion engines. The goal is to understand the detailed chemical composition of emissions from advanced technology combustion systems. These combustion systems are of interest to engine manufacturers for their potential for reduced fuel consumption. In order to design and develop optimal emission control systems, the detailed emission chemistry must be well understood. Low temperature catalysis and emission control system design. The gal is to propose and to evaluate potential solutions for treating exhaust gas emissions at temperatures less than 200 °C. Increasingly stringent emission regulations and highly efficient engine operation are resulting in an increased requirement for low temperature catalysis. This project is developing new catalyst and system level strategies to improve low temperature performance for conventional and advanced combustion regimes. Model development for predicting ash emission rates and impact on emission control. The goal is to develop detailed models to predict the emissions of ash from internal combustion engines based on location and rate of oil ingestion. Model includes prediction of ash physical/chemical properties and the impact on aftertreatment components including DOC, DPF, SCRF, SCR, GPF, TWF, etc. The joint-industry program provides a pre-competitive, collaborative approach to evaluating engine emissions and developing tools to improve advanced engine technologies through the application of catalysts. The four-year AC2AT consortium was formed in 2014 with members representing engine manufacturers and affiliated businesses in the automotive industry. SwRI will pursue patents for technology developed by the AC2AT program, and participants will receive a royalty-free license to use AC2AT-developed technology. By combining their membership fees, members share substantially more pre-competitive research than would be possible with funding from a single client. Current consortium members are: Cummins, Inc; Denso; John Deere; Tenneco; Eberspaecher; and Komatsu. New members can enroll for $95,000 per year. The next Program Advisory Committee (PAC) meeting for the consortium is planned for 1-2 March 2016, at SwRI.