U.S. patent application number 10/994708 was filed with the patent office on 2005-05-05 for method for automatically adjusting reference models in vehicle stability enhancement (vse) systems.
This patent application is currently assigned to DELPHI TECHNOLOGIES, INC.. Invention is credited to Bedner, Edward J., Boswell, Karen A., Chen, Hsien H., Martens, John D., McDonald, Brian P..
Application Number | 20050096799 10/994708 |
Document ID | / |
Family ID | 26762860 |
Filed Date | 2005-05-05 |
United States Patent
Application |
20050096799 |
Kind Code |
A1 |
Boswell, Karen A. ; et
al. |
May 5, 2005 |
Method for automatically adjusting reference models in vehicle
stability enhancement (VSE) systems
Abstract
A method for automatically adjusting a vehicle stability
enhancement (VSE) system is disclosed. The VSE system is used in
conjunction with a steering system having a plurality of
driver-selectable steering modes associated therewith. In an
exemplary embodiment, the method includes configuring a reference
model within the VSE system to generate desired vehicle handling
aspects, the desired vehicle handling aspects being a function of
one or more driver inputs to the steering system. Then, a
determination is made as to which of the plurality of
driver-selectable steering modes is activated, wherein each of the
desired vehicle handling aspects generated is made further
dependent upon a specific steering mode selected.
Inventors: |
Boswell, Karen A.;
(Freeland, MI) ; Martens, John D.; (Hudson,
MI) ; Bedner, Edward J.; (Brighton, MI) ;
McDonald, Brian P.; (Saginaw, MI) ; Chen, Hsien
H.; (Troy, MI) |
Correspondence
Address: |
Michael D. Smith
DELPHI TECHNOLOGIES, INC.
Legal Staff, Mail Code: 480-410-202
P.O. Box 5052
Troy
MI
48007-5052
US
|
Assignee: |
DELPHI TECHNOLOGIES, INC.
|
Family ID: |
26762860 |
Appl. No.: |
10/994708 |
Filed: |
November 22, 2004 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10994708 |
Nov 22, 2004 |
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10080015 |
Feb 19, 2002 |
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6862506 |
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60315616 |
Aug 29, 2001 |
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Current U.S.
Class: |
701/1 ;
701/36 |
Current CPC
Class: |
B60G 2800/212 20130101;
B60G 2600/20 20130101; B60T 2270/86 20130101; B62D 6/00 20130101;
B60G 2800/70 20130101; B60G 17/0195 20130101; B60G 2600/02
20130101; B60T 8/17552 20130101; B60T 2260/022 20130101; B62D 7/159
20130101; B60G 2800/016 20130101 |
Class at
Publication: |
701/001 ;
701/036 |
International
Class: |
G06F 007/00 |
Claims
1. A method for automatically adjusting a vehicle stability
enhancement (VSE) system, the method comprising: configuring a
reference model within the VSE system to generate desired vehicle
handling aspects, said desired vehicle handling aspects being a
function of one or more driver inputs to a steering system and
including at least one of a desired steady state yaw rate, a
desired steady state sideslip, a desired damping ratio, and a
desired natural frequency; configuring a set of lookup tables for
generating each of said desired vehicle handling aspects, wherein
each lookup table within said set of lookup tables is individually
tuned so as to correspond to said specific steering mode selected;
and determining which of a plurality of driver selectable steering
modes associated with the steering system is activated; wherein
each of said desired vehicle handling aspects generated is further
dependent upon a specific steering mode selected.
2. (canceled)
3. The method of claim 1, wherein said one or more driver inputs
further comprise: a handwheel angle (HWA); and a vehicle speed.
4. (canceled)
5. The method of claim 1, wherein: said set of lookup tables
corresponding to said desired steady state yaw rate have said HWA
as a first input thereto, and said vehicle speed as a second input
thereto; said set of lookup tables corresponding to said desired
steady state sideslip have said HWA as a first input thereto, and
said vehicle speed as a second input thereto; said set of lookup
tables corresponding to said desired damping ratio have said
vehicle speed as a first input thereto; and said set of lookup
tables corresponding to said desired natural frequency have said
vehicle speed as a first input thereto.
6. The method of claim 5, further comprising: configuring a
switching mechanism, said switching mechanism having a plurality of
outputs therefrom corresponding to said desired vehicle handling
aspects; and said switching mechanism further having said set of
lookup tables as inputs thereto; wherein, responsive to said
specific steering mode selected, said switching mechanism
selectively couples said inputs thereto to said outputs
therefrom.
7. The method of claim 3, wherein said desired steady state yaw
rate for a given selected steering mode is generated by:
configuring a base lookup table to accept said HWA as a first input
thereto and said vehicle speed as a second input thereto;
configuring a rear angle lookup table to accept a commanded,
open-loop rear wheel angle (RWA) as a first input thereto and said
vehicle speed as a second input thereto; and summing a resulting
output from said base lookup table with a resulting output from
said rear angle lookup table.
8. A vehicle stability enhancement (VSE) system, comprising: a
reference model configured to generate desired vehicle handling
aspects, said desired vehicle handling aspects being a function of
one or more driver inputs to a steering system and including at
least one of a desired steady state yaw rate, a desired steady
state sideslip, a desired damping ratio, and a desired natural
frequency, said steering system having a plurality of driver
selectable steering modes associated therewith; a vehicle state
estimator, said vehicle state estimator accepting vehicle inputs
thereto and generating vehicle parameter estimations therefrom; a
set of lookup tables configured for generating each of said desired
vehicle handling aspects, wherein each lookup table within said set
of lookup tables is individually tuned so as to correspond to said
specific steering mode selected; and a vehicle control block, said
vehicle control block receiving said desired vehicle handling
aspects and said vehicle parameter estimations as inputs thereto,
and said vehicle control block further generating vehicle control
outputs to be applied to said steering system; wherein each of said
desired vehicle handling aspects generated is further dependent
upon a specific driver selectable steering mode selected.
9. (canceled)
10. The VSE system of claim 8, wherein said one or more driver
inputs further comprise: a handwheel angle (HWA); and a vehicle
speed.
11. (canceled)
12. The VSE system of claim 8, wherein: said set of lookup tables
corresponding to said desired steady state yaw rate have said HWA
as a first input thereto, and said vehicle speed as a second input
thereto; said set of lookup tables corresponding to said desired
steady state sideslip have said HWA as a first input thereto, and
said vehicle speed as a second input thereto; said set of lookup
tables corresponding to said desired damping ratio have said
vehicle speed as a first input thereto; and said set of lookup
tables corresponding to said desired natural frequency have said
vehicle speed as a first input thereto.
13. The VSE system of claim 12, further comprising: a switching
mechanism configured to have a plurality of outputs therefrom
corresponding to said desired vehicle handling aspects; and said
switching mechanism further having said set of lookup tables as
inputs thereto; wherein, responsive to said specific steering mode
selected, said switching mechanism selectively couples said inputs
thereto to said outputs therefrom.
14. The VSE system of claim 10, wherein said desired steady state
yaw rate for a given selected steering mode is generated by: a base
lookup table configured to accept said HWA as a first input thereto
and said vehicle speed as a second input thereto; a rear angle
lookup table configured to accept a commanded, open-loop rear wheel
angle (RWA) as a first input thereto and said vehicle speed as a
second input thereto; and a resulting output from said base lookup
table being summed with a resulting output from said rear angle
lookup table.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. provisional
application No. 60/315,616 filed Aug. 29, 2001, the contents of
which are incorporated by reference herein in their entirety.
BACKGROUND
[0002] The present disclosure relates generally to automobile
steering systems and, more particularly, to a method for
automatically adjusting reference models used vehicle stability
enhancement systems in response to a change in steering mode.
[0003] "Driver's preference" is a feature available in certain
electric front controlled, rear controlled or four-wheel automobile
steering systems. A drivers preference switch may include settings
such as "sporty", "normal", "trailering", "system off", or other
modes representing various vehicle-handling objectives. As a driver
changes the preference from one mode to another, a step change in a
rear or front steer command could occur. Such a step change,
however, may be both noticeable and unacceptable to the driver.
[0004] In addition, certain Vehicle Stability Enhancement (VSE)
systems currently in existence typically employ a "Reference Model"
algorithm that calculates a desirable handling motion for the
vehicle. Such reference model algorithms have historically assumed
that the desirable handling motion of the vehicle is solely a
function of handwheel angle and vehicle speed. However, with the
advent of new vehicle systems such as four-wheel steering, rear
wheel steering, front controlled steering, active roll control and
the like, the desirable handling motion may change when the new
system state changes (e.g., as a result of driver preference
changes or initial system activation). Thus, the existing reference
models are typically not sufficient for use in a VSE system with
multiple modes of steering, wherein each steering mode may have
different desirable handling responses associated therewith.
SUMMARY
[0005] The above discussed and other drawbacks and deficiencies of
the prior art are overcome or alleviated by a method for
automatically adjusting a vehicle stability enhancement (VSE)
system, the VSE system used in conjunction with a steering system
having a plurality of driver-selectable steering modes associated
therewith. In an exemplary embodiment, the method includes
configuring a reference model within the VSE system to generate
desired vehicle handling aspects, the desired vehicle handling
aspects being a function of one or more driver inputs to the
steering system. Then, a determination is made as to which of the
plurality of driver-selectable steering modes is activated, wherein
each of the desired vehicle handling aspects generated is made
further dependent upon a specific steering mode selected.
[0006] In a preferred embodiment, desired vehicle handling aspects
further include a desired steady state yaw rate, a desired steady
state sideslip, a desired damping ratio, and a desired natural
frequency. The one or more driver inputs further include a
handwheel angle (HWA) and a vehicle speed. In one embodiment, the
method further includes configuring a set of lookup tables for
generating each of the desired vehicle handling aspects, wherein
each lookup table within the set of lookup tables is individually
tuned so as to correspond to the specific steering mode
selected.
[0007] The set of lookup tables corresponding to the desired steady
state yaw rate have the HWA as a first input thereto, and the
vehicle speed as a second input thereto. The set of lookup tables
corresponding to the desired steady state sideslip have the HWA as
a first input thereto, and the vehicle speed as a second input
thereto. The set of lookup tables corresponding to the desired
damping ratio and the desired natural frequency have the vehicle
speed as a first input thereto. A switching mechanism is configured
to have a plurality of outputs therefrom corresponding to the
desired vehicle handling aspects. The switching mechanism further
has said set of lookup tables as inputs thereto, wherein,
responsive to the specific steering mode selected, the switching
mechanism selectively couples the inputs thereto to the outputs
therefrom.
[0008] In an alternative embodiment, the desired steady state yaw
rate for a given selected steering mode is generated by configuring
a base lookup table to accept the HWA as a first input thereto and
the vehicle speed as a second input thereto. A rear angle lookup
table is configured to accept a commanded, open-loop rear wheel
angle (RWA) as a first input thereto and the vehicle speed as a
second input thereto. Then, a resulting output from the base lookup
table is summed with a resulting output from the rear angle lookup
table.
[0009] In still an alternative embodiment, the desired steady state
yaw rate for a given selected steering mode is generated by
calculating a first yaw rate component and determining whether the
specific steering mode selected results in a rear wheel angle (RWA)
input being generated. If an RWA input is generated, then a second
yaw rate component is calculated. However, if no RWA input is
generated, then the second yaw rate component is set equal to zero.
The first yaw rate component is then summed with the second yaw
rate component.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] Referring to the exemplary drawings wherein like elements
are numbered alike in the several Figures:
[0011] FIG. 1 is a block diagram representative of an exemplary
Vehicle Stability Enhancement (VSE) system;
[0012] FIG. 2 is a block diagram that represents an existing VSE
reference model algorithm used within a VSE system;
[0013] FIG. 3 is a block diagram that represents a modified VSE
reference model algorithm, in accordance with an embodiment of the
invention;
[0014] FIG. 4 is a block diagram of an alternative embodiment of
the algorithm illustrated in FIG. 3;
[0015] FIG. 5 is a flow diagram of an alternative embodiment of the
algorithm illustrated in FIGS. 3 and 4;
[0016] FIG. 6 is a graph that illustrates yaw rate comparisons
between simulated results and actual test results for a test
vehicle in a two-wheel steer mode;
[0017] FIG. 7 is a graph that illustrates yaw rate comparisons
between simulated results and actual test results for the test
vehicle in a four-wheel steer mode with commanded, open-loop
control on; and
[0018] FIG. 8 is a graph that illustrates a comparison of simulated
and actual results between a "normal" steering mode and a "trailer"
steering mode.
DETAILED DESCRIPTION
[0019] Referring initially to FIG. 1, there is shown a simplified
block diagram of an exemplary Vehicle Stability Enhancement (VSE)
system 10. The VSE system 10 provides closed-loop, yaw rate control
to achieve vehicle stability objectives. In addition to open-loop
driver inputs, the system 10 also uses vehicle inputs to generate
the control outputs applied therein. As is shown in FIG. 1, the
driver inputs (e.g., handwheel position, vehicle speed) are sent
through a vehicle reference model 12. As will be described in
further detail, the vehicle reference model 12 uses a reference
model algorithm to generate desired vehicle handling aspects such
as desired yaw rate and sideslip. The various vehicle inputs (e.g.,
sensed yaw rate, lateral acceleration) are sent through a vehicle
state estimator 14 that, in addition to filtering sensed inputs,
also provides other parameter estimation outputs that are not
directly measured through sensing means. The outputs of both the
vehicle reference model 12 and the vehicle state estimator 14 are
inputted to vehicle control block 16 that ultimately provides the
control outputs.
[0020] FIG. 2 is a block diagram that represents an existing VSE
reference model algorithm 20 found in the vehicle reference model
12. The existing algorithm 20 uses lookup tables to determine four
aspects of the desirable handling motion, specifically (1) a
desired yaw rate; (2) a desired sideslip, (3) a desired damping
ratio, and (4) a desired natural frequency. As shown in FIG. 2,
algorithm 20 inputs the handwheel angle (HWA) 22 to lookup tables
24 and 26. In addition, the vehicle speed 28 is also inputted into
lookup tables 24 and 26. The output 30 of lookup table 24 is a
desired, steady state yaw rate. The output 32 of lookup table 26 is
a desired, steady state sideslip. In addition, the vehicle speed 28
is further inputted into lookup tables 34 and 36. The output 38
from lookup table 34 yields the desired damping ratio, while the
output 40 from lookup table 36 yields the desired natural
frequency. Then, each of the lookup table outputs 30, 32, 38 and
40, are inputted into a filter 42 to produce a desired, dynamic yaw
rate 44 and a desired, dynamic sideslip 46. These dynamic handling
aspects are, among other inputs, used by the control block 16 in
FIG. 1 to ultimately generate control outputs.
[0021] As indicated previously, a vehicle's handling response will
change according to the particular driver's preference selected.
These changes in handling response should correspondingly be
reflected in the reference model 12 of the VSE system 10.
Accordingly, the reference model algorithm 20 should therefore be
updated to accommodate new, multimode steering systems by providing
the flexibility for automatic adjustment of the calculation for the
desirable handling motion for a given mode of operation.
Furthermore, such automatic adjustments to the VSE reference model
12 should accommodate vehicle systems such as four-wheel steering,
front controlled steering, and active roll control.
[0022] Therefore, in accordance with an embodiment of the present
invention, there is disclosed a method for automatically adjusting
the reference models used vehicle stability enhancement systems in
response to a change in steering mode. The method includes, in one
aspect, expanding the existing reference model structure in the VSE
system 10 to include multiple lookup tables for each of the four
desired handling aspects, with each lookup table tuned to match a
specific mode of operation. Referring now to FIG. 3, there is shown
block diagram that represents a modified VSE reference model
algorithm 50. As can be seen, each of the lookup table outputs 30,
32, 38 and 40 are connected to a selector switch 52 that may be
selectively coupled to one of three sets of lookup tables.
[0023] By way of example, the algorithm 50 of FIG. 3 illustrates
three separate lookup tables representing three different modes of
operation for a four-wheel steering system. In the example
illustrated, one set of tables is tuned for an "Off Mode", another
set is tuned for a "Normal Mode", and a third set is tuned for a
"Trailer Mode". However, those skilled in the art will appreciate
that algorithm 50 may be further expanded to accommodate additional
sets of lookup tables for systems having additional modes with
differing handling characteristics.
[0024] The algorithm 50 dynamically determines which set of lookup
tables to use based on the state of, for example, a four-wheel
steering system. In this manner, the reference model calculations
are automatically adjusted so as to match the handling motion of
the vehicle based on the selected mode of the steering system. As
is shown in FIG. 3, the desired steady state yaw rate output 30 is
generated by using the specific look up table (24a, 24b or 24c)
that corresponds to the mode in which the steering system is
currently operating. The selected mode of the steering system
determines the relationship between HWA and rear wheel angle (RWA)
as a function of vehicle speed. This relationship, in turn,
determines the corresponding relationship between HWA and observed
yaw rate. In order to tune the specific lookup table (e.g., 24a,
24b or 24c) that takes the vehicle speed 28 and HWA 22 and produces
the desired, steady state yaw rate 30, vehicle tests are performed
with the appropriate relationship between HWA and RWA in place. For
each possible relationship between HWA and RWA, a separate table is
kept in the vehicle reference model portion of the control system.
These tables are then appropriately switched according to the
operating mode of the steering system.
[0025] Similarly, the desired steady state sideslip 32 is also
generated by using by using the specific lookup table (26a, 26b or
26c) that corresponds to the mode in which the steering system is
currently operating. The same is true with respect to desired
damping ratio 38 (associated with lookup tables 34a, 34b and 34c)
and desired natural frequency 40 (associated with lookup tables
36a, 36b and 36c).
[0026] In the vehicle development process, the characteristic
relationship between the HWA and RWA is often revised. In such a
case, the corresponding lookup tables are subsequently regenerated,
thereby resulting in significant vehicle development time and
effort. Since separate lookup tables are now used for each of the
modes of the steering system, any such changes may result in even
further development time and effort.
[0027] Therefore, as an alternative approach to implementing
separate lookup tables in the determination of both desired steady
state yaw rate 30 and sideslip 32, a method that uses the
commanded, open-loop RWA as an input is illustrated in FIG. 4. One
advantage to this approach is that a base (i.e., "off") lookup
table need only be developed once and will not need to be
recalibrated, even if the relationship between HWA and RWA changes
either during vehicle development or due to a driver preference
mode change during normal operation. A further advantage to this
approach stems from the fact that fewer lookup tables are stored in
the reference model control memory.
[0028] As shown in FIG. 4, a "base" lookup table 54 is tuned to
accept HWA 22 and speed 28 as inputs thereto when the RWA is set to
zero. The output therefrom would represent the desired, steady
state yaw rate 30 if the four-wheel steer system were in the "off"
mode (i.e., no rear wheel steering applied). However, in order to
allow for the other rear-wheel steer modes (i.e., "normal" and
trailer"), a second "rear angle" lookup table 56 is tuned to accept
commanded, open-loop RWA 57 and speed 28 as inputs thereto. The
rear angle lookup table 56 allows for possible combinations of RWA
57 and speed 28 such that the addition of the outputs of two tables
54, 56 at summation block 58 will be the actual desired steady
state yaw rate 30. Although FIG. 4 shows only the generation of the
desired steady state yaw rate 30, a similar base lookup table and
rear angle lookup table could also be used to generate the desired
steady state sideslip 32.
[0029] It should be noted that while the approach outlined in FIG.
4 may be used to determine yaw rate 30 and sideslip 32 as an
alternative to the selector switch 52 arrangement illustrated in
FIG. 3, the switch 52 would still be used in the determination of
desired damping ratio 38 and natural frequency 40, since those two
handling aspects are solely a function of speed and not HWA or
RWA.
[0030] Referring now to FIG. 5, there is shown a flow diagram that
illustrates still another method 60 for obtaining the desired
steady state yaw rate 30. In this approach, the desired steady
state yaw rate 30 is calculated directly from vehicle parameters
and measured vehicle states.
[0031] Beginning at block 62, the steering gear ratio (N), the
vehicle length (L) and nominal understeer gradient (K.sub..mu.) for
the specific vehicle are initially obtained. Then, a filtered
lateral acceleration (A.sub.y) for the vehicle is measured at block
64. Based upon the absolute value of A.sub.y, an understeer
modifier (i.e., coefficient) is determined for the nominal
understeer gradient at block 66. As shown in the insert graph
adjacent thereto, the understeer modifier (mod) is tuned to be a
function of the absolute value of the lateral acceleration.
Generally, mod is reduced as the lateral acceleration is increased
to reflect the reduction of the tire cornering stiffness as the
slip angle increases. The understeer modifier will generally fall
within the range of about 1.0 to about 0.2.
[0032] Additional measures of filtered steer wheel angle (.delta.)
and vehicle speed (V.sub.x) are taken at block 68. Then, algorithm
60 proceeds to block 70 for the calculation of a first component of
the steady state yaw rate, .psi..sub.r, for steering conditions
(such as the "off" mode) where there is no rear wheel angle
component. The first part of the steady state yaw rate is given by:
1 . r = V x [ L + K V x 2 / mod ] N . eq . ( 1 )
[0033] Once .psi..sub.r is determined, algorithm 60 proceeds to
decision block 72 where it determined whether the steering mode is
in the "off" mode, meaning there is no RWA component. If so, then
the total desired steady state yaw rate is equal to the first
component of the yaw rate, .psi..sub.r. Thus, algorithm 60 sets a
second component of the steady state yaw rate (due to open-loop
controlled rear steering), .psi..sub.op, equal to zero at block 74
and then forwards to block 80, as described hereinafter.
[0034] However, if the steering system is in the "normal" or
"trailer"mode, then algorithm 60 alternatively proceeds to block 76
for a determination of the second component of the desired steady
state yaw rate. At block 76, the rear wheel angle (RWA) is
determined. This information, along with additional vehicle
parameters, is used to calculate .psi..sub.op at block 78, given
by: 2 . op / RWA = ( a 21 - a 11 b 22 / a 11 a 22 - a 21 a 12 ) ;
with a 11 = - C f + C r M v V x a 12 = - aC f + bC r M v V x - V x
a 21 = - aC f + bC r I z V x a 22 = - a 2 C f + b 2 C r I z V x b
21 = C r M v b 22 = - bC r I z eq . ( 2 )
[0035] wherein:
[0036] C.sub.f is the cornering coefficient of the front tires;
[0037] C.sub.r is the cornering coefficient of the rear tires;
[0038] a is the distance from the vehicle center of gravity to the
front axle;
[0039] b is the distance from the vehicle center of gravity to the
rear axle;
[0040] M.sub.v is the total vehicle mass; and
[0041] I.sub.z is the moment of inertia of the entire vehicle about
the yaw axis.
[0042] Finally, at block 80, the first and second yaw rate
components are added to produce the final, desired steady state yaw
rate (.psi..sub.f):
{dot over (.psi.)}.sub.f={dot over (.psi.)}.sub.r+{dot over
(.psi.)}.sub.op eq. (3).
[0043] Referring generally now to FIGS. 6 through 8, the graphs
shown therein illustrate yaw rate comparisons between simulated
results and actual test results for various steering modes and
handwheel angle inputs. In FIG. 6, the yaw gain table was generated
for a GMT800 truck in a two-wheel steer mode (i.e., four-wheel
"off" mode). As explained earlier, the desired yaw rate is
ultimately a function of handwheel angle and vehicle speed, as
there is no rear wheel angle input in this steering mode. The
results were generated at handwheel angles of 180.degree.,
270.degree. and 360.degree.. The solid lines represent simulated
yaw results and the dashed lines represent the actual vehicle test
results. As can be seen, there is good correlation between the
simulated yaw results and the vehicle test results.
[0044] In FIG. 7, the test vehicle was operated in the "normal"
four-wheel steer mode with the commanded open-loop steer control
on. Thus, the total desired yaw rate was the sum of the first and
second components, with the second component taking the RWA into
account. Again, the test results show good correlation between the
simulated yaw results (solid lines) and the vehicle test results
(dashed lines).
[0045] Finally, FIG. 8 illustrates a comparison of simulated and
actual results between the "normal" steering mode (solid line) and
the "trailer" steering mode (dashed lines). As can be seen, the
addition of a vehicle trailer load reduces the degree of yaw over
most of the range of vehicle speeds.
[0046] Through the use of the above described invention
embodiments, a vehicle stability enhancement system may be
adaptable to accommodate new, multimode steering systems. This is
accomplished, in part, by providing the flexibility for automatic
adjustment of the calculation for the desirable handling motion for
a given mode of operation in systems such as four-wheel steering,
front controlled steering, and active roll control.
[0047] In addition, the disclosed invention may be embodied in the
form of computer-implemented processes and apparatuses for
practicing those processes. The present invention can also be
embodied in the form of computer program code containing
instructions embodied in tangible media, such as floppy diskettes,
CD-ROMs, hard drives, or any other computer-readable storage
medium, wherein, when the computer program code is loaded into and
executed by a computer, the computer becomes an apparatus for
practicing the invention. The present invention can also be
embodied in the form of computer program code, for example, whether
stored in a storage medium, loaded into and/or executed by a
computer, or as a data signal transmitted whether a modulated
carrier wave or not, over some transmission medium, such as over
electrical wiring or cabling, through fiber optics, or via
electromagnetic radiation, wherein, when the computer program code
is loaded into and executed by a computer, the computer becomes an
apparatus for practicing the invention. When implemented on a
general-purpose microprocessor, the computer program code segments
configure the microprocessor to create specific logic circuits.
[0048] While the invention has been described with reference to a
preferred embodiment, it will be understood by those skilled in the
art that various changes may be made and equivalents may be
substituted for elements thereof without departing from the scope
of the invention. In addition, many modifications may be made to
adapt a particular situation or material to the teachings of the
invention without departing from the essential scope thereof.
Therefore, it is intended that the invention not be limited to the
particular embodiment disclosed as the best mode contemplated for
carrying out this invention, but that the invention will include
all embodiments falling within the scope of the appended
claims.
* * * * *