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Acronis

Acronis International GmbH, simply referred to as Acronis, is a Swiss cybersecurity and data protection technology company with its corporate headquarters in Schaffhausen, Switzerland and global headquarters in Singapore. Acronis develops on-premises and cloud software which integrate cybersecurity, backup, disaster recovery, and endpoint management. Acronis has 15 offices worldwide. Its R&D centers, Acronis Labs, are based in Bulgaria, the United States, Italy, Serbia and Singapore. Acronis has 54 cloud data centers around the world, including the United States, France, Singapore, Japan, and Germany.

History
Acronis was founded by Serg Bell in 2001 as a separate business unit within SWsoft. In 2003, Acronis was spun off as a separate company. The company moved from a focus on disk partitioning and boot loader software to a focus on backup and disaster recovery software based on disk imaging technology.

In 2006, SWsoft partnered with Acronis to resell Acronis True Image Server for SWsoft Plesk 8.1 control panel software. The software is standalone and works with other control panels, which enables service providers to offer backup and recovery capabilities with dedicated hosting packages.

In September 2012, Acronis acquired GroupLogic, Inc., which allowed Acronis to integrate mobile devices, including Apple, into enterprise environments through acquisition of software that formed Acronis Access Advanced. The acquisition expanded Acronis’ data protection on mobile devices. GroupLogic gained access to Acronis’ customer base.

In May 2013, co-founder and Board Director, Serg Bell, returned as CEO after working on other ventures. In December that same year, Acronis announced the launch of an official research and development wing, Acronis Labs.

Acronis won the Mobility Product of the Year award at the Network Computing Awards in 2014. In 2014, Acronis acquired BackupAgent, a cloud backup company, and, a disaster recovery software company.

The Global Partner Program through Acronis was launched in March 2015. The program gives partner companies access to the Acronis AnyData Engine. Also in 2015, Acronis won the ChannelPro Readers’ Choice Award for Best Backup and Disaster Recovery Vendor. In July 2015, Acronis announced a partnership with ProfitBrick to make Acronis Backup Cloud available for ProfitBrick's cloud computing platform. In 2019, it was announced that Acronis would sponsor the ROKiT Williams F1 Team and SportPesa Racing Point. Acronis was the Gold Stevie Award winner under the Awards for the Innovation in Technology Development category at the 2019 Asia-Pacific Stevie Awards.

In 2019, the company acquired 5nine Software, a cloud management and security company. In 2020, the company acquired endpoint Data Loss Prevention Vendor DeviceLock. Acronis chief officers (Steiner in 2019, Magdanurov in 2020) confirmed their plans to integrate the capabilities of both software product lines into the Acronis Cyber Cloud Solutions portal over time.

In July 2021, founder and CEO Serg Bell voluntarily stepped down from his role and was replaced by Patrick Pulvermueller, former president of GoDaddy. In October 2021, Acronis partnered with Addigy, provider of the cloud-based Apple device management platform, for its latest integration of Acronis Cyber Protect Cloud. In October 2023, Patrick Pulvermueller left the company as CEO to focus on personal ventures. As of October 4, 2023, Acronis’ former Business President and Chief Corporate Development Officer, Ezequiel Steiner, was appointed the Acting CEO of Acronis. Ezequiel has almost 20 years of history with Acronis, supporting the company in different roles at different stages of its development.

title: Acronis


text:
User:Catullus~enwiki

From Vancouver BC. English Literature, focusing on Medieval English Literature, from McGill University in Montreal.

Catullus/Sandbox

Larger Contributions
Added info on Medieval Hagiography 04-12-14.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: User:Catullus~enwiki


text:
R2-45

R2-45 is Scientology slang for murder or suicide by gun. Scientology founder L. Ron Hubbard described it as "an enormously effective process for exteriorization but its use is frowned upon by this society at this time". In Scientology doctrine, exteriorization refers to the separation of the thetan (soul) from the body, a phenomenon which Hubbard asserts can be achieved through Scientology auditing. R2-45 is said to be a process by which exteriorization could be produced by shooting a person in the head with a .45 caliber pistol. This literal meaning is acknowledged by the Church of Scientology, although they deny that it is meant seriously.

Origins of R2-45
In the book The Creation of Human Ability, Hubbard describes two training "Routes", with the exercises in Route 1 numbered R1-4 to R1-15, and the exercises in Route 2 numbered R2-16 to R2-75. R2-45 is simply described as "an enormously effective process for exteriorization but its use is frowned upon by this society at this time".

Several conflicting accounts exist of where and when R2-45 originated and how it was presented by Hubbard. According to Stewart Lamont, in one of a series of lectures called the Philadelphia Doctorate Course, held from December 1 to 19, 1952, Hubbard demonstrated R2-45 by firing a Colt 45 into the floor of the podium. George Malko gives a slightly different account in his 1970 book Scientology: The Now Religion, writing that "Hubbard is said to have marched out onto center stage at one of the Scientology congresses in Washington, D.C., in the late fifties, pulled out a .45 loaded with blanks, fired it into the audience, and announced to the stunned assemblage, 'I just thought you'd like to see what R2-.45 looks like!'" A 2007 promotional film produced by the Church of Scientology features a claimed eyewitness account of Hubbard's introduction of R2-45. According to an unnamed veteran Scientologist who appeared in the film, R2-45 first appeared in a 1954 lecture given by Hubbard in Phoenix, Arizona, in which he described a series of auditing processes in numerical order:

"When he got through talking about R2-44, he came out wearing a full Western garb like you might see in a John Wayne movie and a six-shooter strapped to his side... Then he said something to the effect of, 'And now we have R2-45', and he pulled out this gun and blam! It was loaded with blanks, of course, but it woke everybody up. He said something to the effect of, 'It's a very effective process for exteriorization, but frowned upon at this time by the society.' And that was all, he didn't say another word about it. But it brought down the house."

Decades later, Hubbard's estranged son Ronald DeWolf said that he had been present at a meeting where his father fired a pistol into the floor to illustrate R2-45. DeWolf commented, "I thought he was kidding and that it was a blank, but it wasn't; there was a hole in the floor. It was for real; he meant it."

R2-45 in Hubbard's lectures
Hubbard mentioned R2-45 in several more lectures given to Scientologists in the 1950s and 1960s. In the 1956 lecture "Exteriorization", Hubbard referred in passing to R2-45; a footnote in the transcript refers to the process as being "used humorously". In a lecture of 1958, Hubbard commented that "Death is not the same as clearing but there is, remember, R2-45. It's a very valid technique. A lot of people have used it before now." He said in a 1959 lecture that "even cops or gangsters" could make a "Clear" out of a person "by taking a Webley 38 or Smith & Wesson, or Colt or something like that and doing R2-45." An extract from this lecture was published on the Internet in 2009 by WikiLeaks. In a 1961 lecture, he said: "If that fails you, well, you've always got suicide. You could propose that to the pc (preclear). That would solve his problems. 'R2-45' by its various – various other techniques." He called it a "big process" that would "take a pc's head off" in another lecture a few months later, to which the transcript records that the audience responded with laughter.

R2-45 in practice
Some critics of Scientology and ex-Scientologists have alleged that R2-45 was invoked by Hubbard to authorize the killing of individuals regarded as antagonistic to the Church of Scientology. There is no evidence that it has ever been put into practice and Hubbard did not explicitly define the meaning of R2-45 in writing. Representatives of the Church of Scientology have said that Hubbard's description of R2-45 "was coined as a joke — [it] is not authorized, and I am afraid [it] occasionally 'misfires' as a joke when taken literally".

On two separate occasions orders to use R2-45 on specific individuals were published in a prominent Scientology magazine. On March 6, 1968, Hubbard issued an internal memo titled "Racket Exposed", in which he denounced twelve people as "Enemies of mankind, the planet and all life", and ordered that "Any Sea Org member contacting any of them is to use Auditing Process R2-45." The memo was subsequently reproduced, with another name added, in the Church of Scientology's internal journal, The Auditor. Another four people were named in a second R2-45 order published in The Auditor later in 1968. Stephen A. Kent of the University of Alberta characterises such orders as demonstrations of "the manifestation of Hubbard's malignant narcissism and, more specifically, his narcissistic rage." The Santa Rosa News-Herald reported in 1982 that "attorneys have uncovered evidence to suggest that between 1975 and 1977, during the FBI's investigation of the cult, meetings of Scientology executives were held in which there were discussions relative to 'auditing' high-level FBI members with auditing process R2-45."

title: R2-45


text: User talk:81.156.167.158

title: User talk:81.156.167.158


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Pacific University

Pacific University is a private university in Forest Grove, Oregon. Founded in 1849 as the Tualatin Academy, the original Forest Grove campus is 23 mi west of Portland. The university maintains three other campuses in Eugene, Hillsboro, and Woodburn, and has an enrollment of more than 3,000 students.

History
Tabitha Moffatt Brown, a pioneer emigrant from Massachusetts, immigrated to the Oregon Country over the new Applegate Trail in 1846. After arriving, she and Harvey L. Clark started a school and orphanage in Forest Grove in 1847 to care for the orphans of Applegate Trail party. In March 1848, Tualatin Academy was established from the orphanage, with Clark donating 200 acre to the school. George H. Atkinson had advocated the founding of the school and with support of the Presbyterians and Congregationalists helped start the academy. Although the university has long been independent of its founding affiliation with the United Church of Christ (UCC), it still maintains a close working relationship with the church as a member of the United Church of Christ Council for Higher Education.

Tualatin Academy was officially chartered by the territorial legislature on September 29, 1849. Clark was the first president of the board of trustees and later donated an additional 150 acre to the institution. In 1851, what is now Old College Hall was built and in 1853 Sidney H. Marsh became the school's first president. The current campus was deeded in 1851. In 1854, the institution became Pacific University. The first commencement occurred in 1863, with Harvey W. Scott as the only graduate. In 1872, three Japanese students, Hatstara Tamura, Kin Saito, and Yei Nosea, started at the university as part of Japan's modernization movement. All three graduated in 1876. Marsh died in 1879 and was replaced by John R. Herrick.

Marsh Hall was built in 1895, serving as the central building on Pacific's campus. Carnegie Library (now Carnegie Hall) opened in 1912 after Andrew Carnegie's foundation helped finance the brick structure. Portland architecture firm Whidden and Lewis designed the library. In 1915, the preparatory department, Tualatin Academy, closed due to the proliferation of public high schools in Oregon. By 1920, the school had grown to five buildings on 30 acre and had an endowment of about $250,000.

Marsh Hall was gutted by fire in 1975, but its shell was preserved, and the structure reopened in 1977. Phillip D. Creighton became Pacific's 16th president in 2003 and retired in 2009. Tommy Thayer, lead guitarist of the band KISS, was elected to the university's board of trustees in 2005. Pacific's 17th president, Lesley M. Hallick, was named on May 19, 2009. She retired in 2022.

On February 9, 2022, Jenny Coyle was named the 18th president of Pacific University. She is the first alumnus to serve as president, having earned her bachelor's degree, master's degree and Doctor of Optometry from the university. Coyle previously served as a faculty member and dean of Pacific's College of Optometry.

Mascot
In 1896, alumnus J.E. Walker, who had been a missionary to China, and his mother gave the university a bronze Chinese statue. Qilin (pronounced chee-lin or ki-rin) is a mythical Chinese creature with a leonine stance, a unicorn-like horn, and deer or ox hooves from the Qing Dynasty. During this period, qilin were often represented with a dragon head, fish scales, ox hooves and a lion's tail. Said to be a good omen of wisdom and prosperity, the Pacific qilin was nicknamed Boxer by its Chinese and Japanese students as an embodiment of the community's cultural diversity.

In the first half of the 20th century, the original mascot was the center of informal "Boxer Toss" events, where different clubs and groups scrimmaged for the statue as a tradition of passing its care from one group to another. In 1968, Boxer became the university's official mascot, replacing Benny Badger.

In 1969, the statue went missing and remained so for the next 55 years. Various pieces of Boxer were returned to the university over the years, including the statue's tail in 2012. In 2024, the original statue was returned to the university, largely intact.

Two recasts of Boxer were created in the original statue's absence. In the 1980s, the statue was recast as Boxer II; after supposedly enjoying an epic road trip across America, it too disappeared in the mid-2000s.

In 2006, the university commissioned a 12-foot sculpture to replace the missing Boxers, which now stands in a central park welcoming students to Vandervelden Court residence hall. In 2018, alumni funded the design and casting of Boxer III by artist Pat Costello, unveiled during Homecoming weekend. Kept in trust as part of the university's art collection, the statue and exhibits on its cultural and community history are on display in the Tran Library.

Academics

Pacific is home to five colleges, offering undergraduate, graduate, and professional programs.

College of Arts & Sciences
Organized into 3 schools—Arts & Humanities, Natural Sciences, Social Sciences—the college offers over sixty undergraduate degree options, including unique options in Asia-Pacific studies, communication sciences & disorders, creative writing, editing and publishing, music therapy, outdoor leadership, nonprofit leadership, social work, and a suite of sustainability-centered art and science programs. The low-residency Masters of Fine Arts in Writing program, one of the earliest in the nation having begun in 2004, has been ranked by Poets & Writers magazine as one of the nation's top five low-residency MFA programs every year in which rankings were established. Pacific also opened a Master of Social Work program, based in Eugene, in 2014.

College of Business
One of the newest colleges, the College of Business (COB) was founded in 2013. It offers undergraduate degrees as well as the Master of Business Administration (MBA) at the Hillsboro campus. The college is accredited by the Accreditation Council for Business Schools and Programs (ACBSP).

College of Education
In 1994, the School of Education, now the College of Education, was established through reorganization of the professional teacher education programs that had been part of the College of Arts and Sciences. In 2004, the College of Health Professions was formed, now including four undergraduate programs and seven graduate programs.

College of Health Professions
Founded in 2006 (though several of its programs date back further), the College of Health Professions includes 13 different degree programs as well as a certification in gerontology. Most courses and clinics are on the Hillsboro campus, where the curricula focuses on interprofessional cooperation, and students gain practice in caring for underserved populations.

College of Optometry
The university's College of Optometry is one of the university's oldest colleges and one of 21 schools in the U.S. and Canada offering a doctorate in optometry. Pacific's program dates back to 1945, when it merged with the North Pacific College of Optometry. Pacific's College of Optometry also offers a master of vision science degree and operates eye clinic and eyeglass dispensaries in communities throughout the Portland area.

Campuses
Pacific University has four campuses across Oregon, in Forest Grove, Hillsboro, Eugene, and Woodburn. It also maintains satellite locations in Portland and Honolulu, Hawai'i. Pacific's Eugene campus is a single building that houses a portion of the College of Education; in 2013, Pacific opened a campus in Woodburn to provide further undergraduate and graduate programs in education.

Forest Grove
The Forest Grove campus features several historic buildings. Old College Hall is the oldest educational building west of the Mississippi and today serves as Pacific University's museum. Carnegie Hall, the university's first dedicated library building, was constructed in 1912 and today is home to the undergraduate psychology department. Marsh Hall, at the center of campus, houses several classrooms and faculty offices, in addition to administrative offices and a small auditorium. The Forest Grove campus opened a new residence hall, Cascade Hall, in 2014.

The Forest Grove campus is home to a number of sustainability initiatives in its infrastructure, earning a Silver Sustainability Tracking, Assessment & Rating System (STARS) rating in 2019. Several buildings have Leadership in Energy and Environmental Design (LEED) certification, including the Tim and Cathy Tran library, built in 2005 and remodeled with more study rooms and makers space in 2019. The LEED-certified Berglund Hall houses the College of Education and a community preschool, and Burlingham and Gilbert residence halls are LEED Gold-certified.

The Bill & Cathy Stoller Center is home to the university's intercollegiate athletic teams, athletic offices and the department of exercise science. It features more than 95,000 square feet of floor space, including team rooms, locker rooms, classrooms, a wood-floor gymnasium, a weight and fitness center and the Fieldhouse, the first indoor practice area in the Northwest Conference and the only one with FieldTurf. Outside the Stoller Center is the entrance to Hanson Stadium, which includes a FieldTurf soccer, lacrosse and football surface, a nine-lane track and grandstands. A new roof was built to cover the stadium grandstands in 2014. The stadium is part of the Lincoln Park Athletic Complex, built in 2008, which also houses the baseball complex, Chuck Bafaro Stadium at Bond Field, the softball complex, Sherman/Larkins Stadium, and natural grass fields for soccer and track throwing events, and is part of the City of Forest Grove's Lincoln Park, also home to a fitness trail, playground equipment, a BMX course, a skateboard park and picnic areas.

Hillsboro
The Hillsboro campus opened in 2006 with its first building, a five-story LEED Gold-certified building, which was dedicated as Creighton Hall. A second building, known as HPC2 and also LEED-certified, opened in 2010. The campus is part of the Hillsboro Health & Education District and is adjacent to the MAX light rail line. Primarily home to Pacific University's College of Health Professions, the campus houses several master's- and doctorate-level programs in health professions, as well as clinics, open to the public, for audiology, dental hygiene, physical therapy and professional psychology, as well as an interdisciplinary diabetes clinic and an eye clinic run by the Pacific University College of Optometry. The Virginia Garcia Memorial Health Center also has a clinic and pharmacy on site.

Eugene
The Eugene campus opened in 1992, offering undergraduate and graduate programs in the College of Education. In 2014, the College of Arts & Sciences added a master of social work (MSW) program to the site.

Woodburn
The Woodburn campus opened in 2012 to offer professional pathways in education with a focus on STEM (science, technology, engineering and mathematics) and teaching diverse students. The 5,000 square foot, 14-room Victorian home of Woodburn founder, nurseryman Jesse Settlemier, is the heart of two degree programs in education.

Portland
The MFA in Writing program maintains an office in Portland's Pearl District in the period between residencies—during winter held at Seaside, Oregon, and in the summer in Forest Grove. In addition, six locations of the optometry college-affiliated Pacific Eye Clinic and a mobile unit are dispersed across the Portland metro area.

Film location
Due to the year-round warm weather and Pacific Northwest greenery made famous in Twin Peaks, Stand By Me, The Goonies, and the Twilight films, Pacific is regularly used as a shooting location for television serials. With Forest Grove described as "a picture-perfect little town", works shot or set there include:
 * C.O.G. (2012)
 * The Cops are Robbers (1990)
 * In The Vault television series based on the Lovecraft short story (2018)
 * The Librarians (2015–2017)
 * Nowhere Man (1995–1996)
 * Pretty Little Liars: The Perfectionists (2019)
 * Zero Effect (1998)

Media
In part due to its proximity to the arts scene in Portland, the campus has a thriving writing and performance community.

Radio

 * Boxer Radio: The Sound of Pacific

Publications
In addition to Pacific University Press and its two imprints founded in 2015, Tualatin Books and 1849 Editions, campus-based print publications include
 * Heart of Oak, an annual yearbook (1894–)
 * IJURCA: International Journal of Undergraduate Research & Creative Activities, a peer-reviewed, open-access research journal (2010–)
 * The Pacific Index, the student newspaper (1893–)
 * PLUM: Pacific's Literature by Undergraduate's Magazine and writing prizes (2007–)
 * PU Stinker, a humor magazine (1948–1954)
 * Silk Road Review: A Literary Crossroads, an internationally distributed literary magazine (2006–)

Greek life
All of the Greek societies at Pacific University are "local", meaning that they are unique to the campus.

Academic societies

 * ΨΧ - Psi Chi
 * ΣΤΔ - Sigma Tau Delta

Fraternities

 * ГΣ - Gamma Sigma (inactive)
 * ΑΖ - Alpha Zeta (inactive)
 * ΠΚΡ - Pi Kappa Rho

Sororities

 * ΑΚΔ - Alpha Kappa Delta
 * ΘΝΑ - Theta Nu Alpha
 * ΦΛΟ - Phi Lambda Omicron

Diaternities

 * ΔΧΔ - Delta Chi Delta

Athletics
The Pacific Boxers are members of the Northwest Conference at the NCAA Division III level, having been one of the founding members of the conference in 1926. Pacific began playing football in 1894 as part of the Oregon Intercollegiate Football Association.

Today, men compete in baseball, basketball, cross country, football, golf, soccer, swimming, tennis, track and field, and wrestling. Women's programs include basketball, cross country, golf, lacrosse, rowing, softball, soccer, swimming, tennis, track and field, and wrestling.

Pacific's women's wrestling program is notable as one of the nation's first five varsity programs sponsored by a college. The team competed as part of the women's division of the National Collegiate Wrestling Association, which began competition in 2007.

One of the most decorated sports at Pacific is handball, begun in 1977 under English Professor Michael Steele. Since 1981, the Boxers have appeared in 39 consecutive collegiate national tournaments and captured numerous individual and team national championships. In 2019, the team added five more national titles to its record at the United States Handball Association National Collegiate Championships.

In addition to the amenities of the Stoller Center and Lincoln Park Athletic Complex, Pacific has indoor and outdoor tennis courts on campus and shares a competition-size pool with the City of Forest Grove.

Faculty
Pacific's undergraduate faculty includes Jules Boykoff, a political scientist, poet, and activist focusing on the politics of the Olympic games. The MFA faculty has including award-winning writers such as Kwame Dawes, Tyehimba Jess, Dorianne Laux, Marvin Bell, Ellen Bass, and Garth Greenwell, among others. It has also included former professional basketball player Jeron Roberts.

Pacific University College of Optometry hired its first African American educator, Breanne McGhee, a full-time optometrist who practices in New Orleans. She works at the institution as an assistant professor and clinical adjunct.

Alumni

 * Mark Hashem — Hawai'i State Representative for House District 18
 * Wlnsvey Campos '17 — Oregon State Representative Elect for House District 28
 * Shirley Abbott '52, OD '53 — American ambassador, optometrist, and dairyman
 * Les AuCoin '69 — U.S. Representative for Oregon's First Congressional District (1975–1992)
 * Loren Cordain '74 — research scientist specializing in nutrition and exercise physiology
 * Rick Dancer — journalist and politician
 * Dick Daniels — former NFL player
 * Daniel Gault (Tualatin Academy) — state legislator, educator, and journalist
 * Alfred Carlton Gilbert 1902 (Tualatin Academy) — Olympian and inventor of the Erector Set
 * Tim Hauck — former NFL player
 * David G. Hebert '94 — musicologist, musician, and professor
 * Lynn Hellerstein — optometrist, speaker, and author, best known for her work in the field of vision therapy
 * William A. Hilliard '52 — journalist and editor of The Oregonian
 * Augustus C. Kinney — longtime physician in Astoria, Oregon, and noted expert on tuberculosis at the turn of the 20th century
 * Mike Kreidler '66, OD '69 — Washington state U.S. Representative and State Insurance Commissioner
 * Gregg Lambert '83 — philosopher and literary theorist
 * Olaus Murie 1912 — conservationist and mammalogist
 * Tela O'Donnell '05 — Olympic wrestler
 * Robert T. Oliver '32 — author, professor, and scholar, with over 50 books on Asian rhetorical traditions in the field of Intercultural Communication
 * Carol Pott '86 — author, editor, and vocalist
 * Harvey W. Scott 1863 — first graduate of Pacific, editor of The Oregonian
 * George Tall Chief — Educator and Chief of the Osage Nation
 * Tommy Thayer '18 (Hon.) — musician, producer, lead guitarist of Kiss
 * Thomas H. Tongue 1868 — U.S. Representative for Oregon's First Congressional District
 * Calvin Leroy Van Pelt '49 — World War II veteran
 * Nancy Wilson (non-degree, '76) — lead guitarist and vocalist in the rock band Heart

title: Pacific University


text:
Nordseebilder

 Nordseebilder  (North Sea Pictures) op. 390 is a waltz by Johann Strauss II composed in 1879.

This seascape waltz composition resulted from Strauss' visit to the North Frisian island of Föhr, when he and his second wife Angelika stayed in the town of Wyk during one of the holidays. The contrasting moods offered from living so close to the North Sea immediately galvanised Strauss' creative spirit which produced this mature work, capturing the sea storms as well as the strong gale all in 3/4 time.

Strauss' audiences in Vienna first heard the work when his brother Eduard Strauss conducted it at one of his concerts in the Musikverein on 16 November 1879. The waltz's slow introduction suggests a calm sea scene, while swirling waves are captured in later themes. The coda incorporates the 'sea storm' scene, with furious chords and fierce brass instruments suggesting the North Sea at the time of a severe gale. The first waltz theme is re-introduced before the work ends in a brilliant finish.

Waltz 1

title: Nordseebilder


text:
John Michael Wallace

John Michael Wallace (born October 28, 1940), is a professor of Atmospheric Sciences at the University of Washington, as well as the former director of the Joint Institute for the Study of the Atmosphere and Ocean (JISAO)—a joint research venture between the University of Washington and the National Oceanic and Atmospheric Administration (NOAA). His is the winner of the 2024 Japan Prize along with Sir Brian Hoskins in the filed of "Resources, Energy, the Environment, and Social Infrastructure"  for "Establishment of a scientific foundation for understanding and predicting extreme weather events"

His research concerns understanding global climate and its variations using observations and covers the quasi biennial oscillation, Pacific decadal oscillation and the annular modes of the Arctic oscillation and the Antarctic oscillation, and the dominant spatial patterns in month-to-month and year-to-year climate variability, including the one through which El Niño phenomenon in the tropical Pacific influences climate over North America. He is also the coauthor with Peter V. Hobbs of what is generally considered the standard introductory textbook in the field: Atmospheric Science: An Introductory Survey. He was the third most cited geoscientist during the period 1973–2007.

Awards

 * 2024 Japan Prize
 * 1993 Carl-Gustaf Rossby Research Medal of the American Meteorological Society
 * 1999 Roger Revelle Medal of the American Geophysical Union
 * 2016 Symons Gold Medal of the Royal Meteorological Society

title: John Michael Wallace


text:
Breaza

Breaza is a town in Prahova County, Muntenia, Romania. The town center consists of at least two former villages, Podu Vadului and Breaza de Sus, which were later merged. Today, ten villages are administratively part of the town: Breaza de Jos, Breaza de Sus, Frăsinet, Gura Beliei, Irimești, Nistorești, Podu Corbului, Podu Vadului, Surdești, and Valea Târsei.

Geography
The town is situated in the foothills of the Baiu and Bucegi mountains, at an altitude of about 450 m. It lies on the banks of the river Prahova, towards the southern end of the Prahova Valley. Breaza is located in the northwestern part of the county, 42 km from the county seat, Ploiești.

History
The town's name is derived from a Slavic word, breza, meaning "birch tree".

The town was first documented in an act of 1503, mentioning a certain trader of Breaza called "Neagoe". In 1622 the land of Breaza was divided between four boyars and in 1717, the new ruler of Wallachia, Nicolae Mavrocordat gave the Breaza estate to boyar Iordache Crețulescu. The land was divided by the agrarian reform of 1921 and in 1935 it was declared a spa.

Economy
One of the main occupations is farming, and traditional needlework, but many inhabitants also commute to work in the neighboring towns of Comarnic and Câmpina. Tourism is also important for the local economy, and many locals rent out rooms in the summer months.

Due to its naturally beautiful surroundings, being located among rolling hills, the town has long been popular with inhabitants of Bucharest, who tend to have vacation homes here. Among the people who had second residences in Breaza were Adrian Păunescu.

It is also the site of a folk art museum and a Dimitrie Cantemir Military National College.

Natives

 * Ion Cavași (born 1953), alpine skier
 * Constantin Dăscălescu (1923–2003), communist politician who served as Prime Minister from 1982 to 1989
 * Rareș Dogaru (born 2003), footballer
 * Florian Enache (born 1971), bobsledder
 * Dumitru Focșeneanu (1935–2019), bobsledder
 * Nicolae Pescaru (1943–2019), football player and manager

Climate
Breaza has a humid continental climate (Cfb in the Köppen climate classification).

title: Breaza


text: Category:Swing dances

title: Category:Swing dances


text:
Saint-Antonin

Saint-Antonin may refer to the following places:

In France

 * Saint-Antonin, Alpes-Maritimes, in the Alpes-Maritimes département
 * Saint-Antonin, Gers, in the Gers département
 * Saint-Antonin-de-Lacalm, in the Tarn département
 * Saint-Antonin-de-Sommaire, in the Eure département
 * Saint-Antonin-du-Var, in the Var département
 * Saint-Antonin-Noble-Val, in the Tarn-et-Garonne département
 * Saint-Antonin-sur-Bayon, in the Bouches-du-Rhône département

In Canada

 * Saint-Antonin, Québec

title: Saint-Antonin


text:
Lord Robert Montagu

Lord Robert Montagu PC (24 January 1825 – 6 May 1902) was a British Conservative politician. He served as Vice-President of the Committee on Education between 1867 and 1868.

Background and education
Montagu was born at Melchbourne, Bedfordshire the second son of George Montagu, 6th Duke of Manchester by his first wife Millicent, daughter of Robert Bernard Sparrow. William Montagu, 7th Duke of Manchester, was his elder brother. He was educated at Trinity College, Cambridge, and graduated with an MA in 1849.

Political career
Montagu sat as Member of Parliament for Huntingdonshire from 1859 to 1874 and for Westmeath from February 1874 until he retired in 1880. He held office under the Earl of Derby and Benjamin Disraeli as Vice-President of the Committee on Education from March 1867 until the fall of the government in December 1868 and was sworn of the Privy Council in 1867. He was an advocate of protectionist policies. He was a member of the Carlton Club and the Athenaeum Club.

Family
Montagu married firstly Ellen Cromie, born in 1825, daughter of John Cromie, at Portstewart on 12 February 1850. They had four children although their first son, John, died as a child. Ellen died aged 32 on 11 July 1857 at Portstewart, County Londonderry. Montagu remarried in London on 18 October 1862 to Elizabeth Wade (Holton, Suffolk, 15 May 1839 – London, 29 December 1908), daughter of William Wade of Holton, Suffolk, and had six more children. This second marriage scandalized society, since the former Betsy Wade had been a housemaid when Montagu met her. Montagu died 6 May 1902 at 91 Queens Gate, South Kensington, London and was buried in Kensal Green Cemetery.

title: Lord Robert Montagu


text:
File:Madden2004box.jpg

Summary
This is the front cover art of Madden NFL 2004, a sports game developed by EA Tiburon.

title: File:Madden2004box.jpg


text:
Wikipedia talk:Articles for deletion/Presbyterian Church (USA)

Discussion on this topic


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Arctic oscillation

The Arctic oscillation (AO) or Northern Annular Mode/Northern Hemisphere Annular Mode (NAM) is a weather phenomenon at the Arctic pole north of 20 degrees latitude. It is an important mode of climate variability for the Northern Hemisphere. The southern hemisphere analogue is called the Antarctic oscillation or Southern Annular Mode (SAM). The index varies over time with no particular periodicity, and is characterized by non-seasonal sea-level pressure anomalies of one sign in the Arctic, balanced by anomalies of opposite sign centered at about 37–45° N.

The North Atlantic oscillation (NAO) is a close relative of the Arctic oscillation. There is debate over whether one or the other is more fundamentally representative of the atmosphere's dynamics. The NAO may be identified in a more physically meaningful way, which may carry more impact on measurable effects of changes in the atmosphere.

Description

The Arctic oscillation appears as a ringlike (or "annular") pattern of sea-level pressure anomalies centered at the poles. The presence of continents and large landmasses disrupts the ringlike structure at the Arctic pole, while anomalies surrounding the Antarctic pole are nearly circular.

The Arctic oscillation is believed by climatologists to be causally related to (and thus partially predictive of) global weather patterns. NASA climatologist James E. Hansen explained the mechanism by which the Arctic oscillation affects weather at points so distant from the Arctic, as follows (note, however, that Hansen's explanation is erroneous: pressure in the Arctic is low in the positive AO phase, which configuration also enhances the jet stream): "The degree to which Arctic air penetrates into middle latitudes is related to the AO index, which is defined by surface atmospheric pressure patterns. When the AO index is positive, surface pressure is high in the polar region. This helps the middle latitude jet stream to blow strongly and consistently from west to east, thus keeping cold Arctic air locked in the polar region. When the AO index is negative, there tends to be low pressure in the polar region, weaker zonal winds, and greater movement of frigid polar air into middle latitudes.""

The Arctic oscillation index is defined using the daily or monthly 1000 hPa geopotential height anomalies from latitudes 20° N to 90° N. The anomalies are projected onto the Arctic oscillation loading pattern, which is defined as the first empirical orthogonal function (EOF) of monthly mean 1000 hPa geopotential height during the 1979-2000 period. The time series is then normalized with the monthly mean index's standard deviation.

Periodicity
Over most of the past century, the Arctic oscillation alternated between positive and negative phases. Data using a 60-day running mean has implied the oscillation has been trending to more of a positive phase since the 1970s, though it has trended to a more neutral state in the last decade. The oscillation still fluctuates stochastically between negative and positive values on daily, monthly, seasonal and annual time scales, although meteorologists have attained high levels of predictive accuracy for shorter term forecasts. The correlation between actual observations and the 7-day mean Global Forecast System ensemble AO forecasts is approximately 0.9.

This zonally symmetric seesaw between sea level pressures in polar and temperate latitudes was first identified by Edward Lorenz and named in 1998 by David W.J. Thompson and John Michael Wallace.

Impacts
The National Snow and Ice Data Center describes the effects of the Arctic oscillation in some detail. In the positive phase, higher pressure at midlatitudes drives ocean storms farther north, and changes in the circulation pattern bring wetter weather to Alaska, Scotland and Scandinavia, as well as drier conditions to the western United States and the Mediterranean. In the positive phase, frigid winter air does not extend as far into the middle of North America as it would during the negative phase of the oscillation. This keeps much of the United States east of the Rocky Mountains warmer than normal, but leaves Greenland and Newfoundland colder than usual. Weather patterns in the negative phase are in general "opposite" to those of the positive phase.

Climatologists are now routinely invoking the Arctic oscillation in their official public explanations for extremes of weather. The following statement from the National Oceanic and Atmospheric Administration's National Climatic Data Center: State of the Climate December 2010 which uses the phrase "negative Arctic Oscillation" four times, is very representative of this increasing tendency:
 * "Cold arctic air gripped western Europe in the first three weeks of December. Two major snowstorms, icy conditions, and frigid temperatures wreaked havoc across much of the region...The harsh winter weather was attributed to a negative Arctic Oscillation, which is a climate pattern that influences weather in the Northern Hemisphere. A very persistent, strong ridge of high pressure, or 'blocking system', near Greenland allowed cold Arctic air to slide south into Europe. Europe was not the only region in the Northern Hemisphere affected by the Arctic Oscillation. A large snow storm and frigid temperatures affected much of the Midwest United States on December 10–13...."

Events of 2010
A further, quite graphic illustration of the effects of the negative phase of the oscillation occurred in February 2010. In that month, the Arctic oscillation reached its most negative monthly mean value at about −4.266, in the entire post-1950 era (the period of accurate record-keeping). That month was characterized by three separate historic snowstorms in the mid-Atlantic region of the United States. The first storm precipitated 25 in on Baltimore, Maryland on February 5–6, and a second storm precipitated 19.5 in on February 9–10. In New York City, a separate storm deposited 20.9 in on February 25–26. Another snowstorm swept Catalonia as well as neighbouring French departments (Languedoc-Roussillon, Midi-Pyrenées) on March 8, depositing 60 cm of snow in Girona. This kind of snowstorm activity is considered to be highly anomalous, and as extreme as the negative Arctic oscillation value itself. These negative values of the AO during 2010 and following into the next winter allowed colder air to penetrate much further south than usual into sub-tropical South Florida which brought record breaking low temperatures and months registered in many locations and the coolest average monthly minimum temperatures for February, March and December that year in the tropical beach getaway of Cancún, up to over 4C below the climate period averages.

The greatest negative value for the Arctic oscillation since 1950 in January was −3.767 in 1977, which coincided with the coldest mean January temperature in New York City, Washington, D.C., Baltimore, and many other mid-Atlantic locations in that span of time, although the January Arctic oscillation has been negative only 60.6% of the time between 1950 and 2010, nine of the ten coldest Januarys in New York City since 1950 have coincided with negative Arctic oscillations.

title: Arctic oscillation


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Talk:Environmentalist wacko, Econazi and Ecoterrorist

Aside from the silly title (mixing singular and plural, if nothing else), this page is a borderline political rant. It doesn't have enough potential material to be an article, let alone in its current form. - DavidWBrooks 20:35, 14 Dec 2004 (UTC)

Deemed unecessary (Anonymous user) 00:24, 5 Sep 2005 (UTC)

merger
I merged this into Eco-terrorism. Please make future comments @ Talk:Eco-terrorism. Sam Spade 17:57, 21 October 2005 (UTC)


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User talk:Someone~enwiki

Main namespace cleanup
Heya, I've moved Someone/wikipidians friends to User:Someone/old-wikipidians friends. There's some edit history, so perhaps you want to keep it. Otherwise just delete it (or ask an admin to do so). --fvw *  20:36, 2004 Dec 14 (UTC)

 * And I've gone ahead and history merged that page as well as your user page. Hope you don't mind. Graham 87 14:24, 9 August 2009 (UTC)

Your account will be renamed
Hello,

The developer team at Wikimedia is making some changes to how accounts work, as part of our on-going efforts to provide new and better tools for our users like cross-wiki notifications. These changes will mean you have the same account name everywhere. This will let us give you new features that will help you edit and discuss better, and allow more flexible user permissions for tools. One of the side-effects of this is that user accounts will now have to be unique across all 900 Wikimedia wikis. See the announcement for more information.

Unfortunately, your account clashes with another account also called Someone. To make sure that both of you can use all Wikimedia projects in future, we have reserved the name Someone~enwiki that only you will have. If you like it, you don't have to do anything. If you do not like it, you can pick out a different name. If you think you might own all of the accounts with this name and this message is in error, please visit Special:MergeAccount to check and attach all of your accounts to prevent them from being renamed.

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Renamed
 This account has been renamed as part of single-user login finalisation. If you own this account you can |log in using your previous username and password for more information. If you do not like this account's new name, you can choose your own using this form after logging in: . -- Keegan (WMF) (talk) 19:03, 22 April 2015 (UTC)

title: User talk:Someone~enwiki


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Global Hybrid Cooperation

Global Hybrid Cooperation, formerly Advanced Hybrid System 2 (AHS2), is a set of hybrid vehicle technologies jointly developed by General Motors, Daimler, and Chrysler LLC, with BMW joining in 2005. It uses 2 or 3 planetary gearsets in an automatic transmission: one on the internal combustion engine (ICE) side (input split) paired with a second (output split), forming the compound split, and possibly one third additional planetary gearset to multiply the number of fixed gear ratios (up to 4). General Motors has stopped using the "AHS2" name as of 2006, preferring to call it simply a two-mode hybrid system.

This technology was named as "Technology of the Year" for 2007 by Automobile magazine.

History
The dual-mode hybrid concept, as described in 1994, was developed to optimize vehicle efficiency by switching between parallel and series hybrid operation, taking advantage of series operation in stop-and-go traffic to minimize engine speed variance, and parallel operation at highway speeds to use efficient mechanical transmission. On September 30, 1993, the United States Department of Energy signed a contract with General Motors to develop and demonstrate hybrid electric powertrains for light duty vehicles. AHS-2 was derived from a dual-mode hybrid system developed earlier by Allison Transmission, then a division of GM, for transit buses. The Allison system first had been announced for buses in 2003.

Partnership formed
The GM/DaimlerChrysler partnership was announced on December 13, 2004, with Dieter Zetsche of DaimlerChrysler joining Rick Wagoner of GM on stage with a prototype. Negotiations had begun earlier in October, after engineering managers at both companies discovered they were independently working on similar dual-mode hybrid concepts while participating on the same conference panel. The agreement was not signed until the following August, however. GM was reportedly responsible for development of rear- and four-wheel drive truck and front wheel drive car systems while DaimlerChrysler was focused on a rear wheel drive luxury car application. It was announced on September 7, 2005, that BMW would also join the alliance, likely using then-archrival DaimlerChrysler's rear wheel drive system.

The three companies formed an organization called Global Hybrid Cooperation with engineering and management centered at the GM, DaimlerChrysler and BMW Hybrid Development Center in Troy, Michigan. In 2006, an article published by Autoweek stated the three automakers planned to spend US$1 billion collectively to develop the front- and rear-wheel drive hybrid transmissions.

Vehicles introduced
The two-mode hybrid system was introduced to the light-duty vehicle market as a drivetrain option for the 2008 model year Chevrolet Tahoe and GMC Yukon, with an observed improvement in fuel economy of 27–58% compared to a conventionally-powered equivalent. GM introduced the hybrid option for 2009 model year Chevrolet Silverado, GMC Sierra, and Cadillac Escalade. The largest improvement was in the EPA city rating. The dual-mode hybrid equipment added approximately 350 lb, but this increase was offset completely by lighter seats, wheels, and 12-volt battery; aluminum engine and body components; and eliminating the starter motor. It was equipped with a 6.0L LFA and LZ1 V-8 engines featuring Active Fuel Management, which was larger than the standard 5.3L LY5 base engine.

The GM products were followed by a hybrid Dodge Durango and related Chrysler Aspen for the 2009 model year in late 2008; the 5.7L HEMI V-8 engine on these was equipped with a stop-start system to improve fuel economy. BMW and Mercedes introduced the X6 ActiveHybrid and ML450 Hybrid, respectively, in 2009, but these were discontinued in 2011.

Dissolution
Earlier, on March 1, 2007, BMW and DaimlerChrysler announced that they were entering a separate partnership to develop a mild hybrid module for rear wheel drive premium cars. They planned to roll out the new system within the next three years on BMW and Mercedes-Benz vehicles. GM did not participate in the new partnership, and did not announce plans to develop a similar hybrid RWD system for cars.

In 2009 Mercedes released the S400 mild hybrid, using a lithium ion battery. It was reported in July 2009 that after the upcoming introductions of two-mode hybrid models of the BMW X6 (marketed globally) and the Mercedes-Benz M class (only in the United States), the two-mode hybrid joint venture would be dissolved. Daimler indicated that it wants to avoid investing in aftersales and service for a vehicle which will only be produced in small quantities, and will instead concentrate on modular hybrid building blocks with scalable lithium-ion batteries, based on the hybrid drive developed for the S-class and 7 Series sedans by the joint venture with BMW and auto supplier Continental AG.

By 2014, the two-mode hybrid drivetrain was no longer offered on any light-duty vehicles.

Components
The dual-mode hybrid drive unit includes two AC motor-generators (MG-A and MG-B, each are three-phase permanent magnet machines with 82 kW peak output), three planetary gear sets (P1, P2, and P3), four selectively engaging friction clutches (C1, C2, C3, and C4), and two oil pumps.

This hybrid drive unit is coupled to the engine, taking the place of a conventional transmission. The entire drive unit is comparable in size and shape to an Allison 1000 automatic transmission. A 300-volt battery pack is housed elsewhere in the vehicle to store energy for the two motor-generators.

Overview
General Motors has designated the drive unit as the 2ML70; for BMW and DaimlerChrysler vehicles, it is the GM-Allison AHS-2. The technology is known as a "two-mode" hybrid system because the transmission / drive unit can transfer either electrical power, mechanical power, or a blend of both to the wheels, operating both as a series hybrid, using the internal combustion engine solely to generate electrical power, or as a parallel hybrid, using the electrical motor(s) to augment the mechanical power from the engine. The two modes of operation are:

 * 1) Dual-mode schematic M1.svg Input-split mode — C1 engaged;  the rotational speed of the 2nd motor (MG-B) is always proportional to the output shaft, while the 1st motor (MG-A) is not proportional to the input shaft. The 2nd electric motor direct drive the output, and it is possible to drive the vehicle without combustion engine. The power flow is split only at the input, that is why it is called Input-split. At low speeds, the vehicle can move with either the electric motor/generators, the internal combustion engine, or both, making it a so-called full hybrid. All accessories will still remain functioning on electric power, and the engine can restart instantly if needed. In this mode, one of the motor/generators (MG-A) acts as a generator, while the other operates as a motor (MG-B). This mode is operational for the two continuously variable ranges (input split and compound split) of the transmission.
 * 2) Dual-mode schematic M2.svg Compound-split mode — C1 disengaged, C2 engaged;  the rotational speed of the 2nd motor (MG-B) is not proportional to the output shaft, like the 1st motor (MG-A) is not proportional to the input shaft. The power flow is split at the input and at the output, that is why it is called Compound-split. It is impossible to drive the vehicle without combustion engine. This mode begins at the point where one of the motor/generators reaches zero speed; at this point some clutches within the system engage while others disengage to alter the physical configuration of the transmission, and the velocity is Vshift. Immediately after the shift, both electric machines operate as motors and the first gear ratio is employed. At a given velocity above Vshift, the second gear ratio is employed, and MG-B begins to operate as a generator, while also slowing down its angular speed.

This system amplifies the output of the electric motors similarly to the way in which a conventional transmission amplifies the torque of an internal combustion engine. It also, when required, permits transfer of more of the engine's torque to the wheels, making the transmission more efficient even without the electric motors in use. Although the transmission mechanically has only four conventional gear ratios, the electric motors allow it to function as a continuously variable transmission. This variable ratio functions in addition to the torque multiplication of the planetary gears.

How it works
Mode I ("input-split") is intended for the range of speeds commonly encountered during urban driving, while Mode II ("compound-split") is intended for the higher range of speeds encountered during highway travel. Within these modes, there are four possible fixed gear ratios, two in each mode, in which one additional clutch is engaged.

The lowest fixed gear ratio, which is in Mode I, synchronizes both motor-generators, allowing the vehicle to use these as motors to augment mechanical power for stronger acceleration, or as generators for regenerative braking. The second fixed gear ratio, also in Mode I, allows the motor-generators to freewheel which reduces losses at higher speeds and improves overall efficiency.

Similarly, the third fixed gear ratio, which is in Mode II, synchronizes both motor-generators to allow electric motor boost or regenerative braking, and the fourth fixed gear ratio, also in Mode II, allows both motor-generators to freewheel for improved efficiency, relying solely on mechanical power transmission to move the vehicle.

Generally, the vehicle will start from rest in Mode I; as speeds increase, the transmission will transition to the first fixed gear ratio, shift back to Mode I, then transition to the second fixed gear ratio before entering Mode II.

In Mode II, unlike Mode I, there are no defined speed setpoints to enter or leave the third or fourth fixed gear ratios, but the third fixed gear ratio is intended for changing speeds (accelerating to pass or slowing), using inputs from the throttle position, while the fourth fixed gear ratio serves the same purpose as an overdrive ratio, for improved efficiency at high speeds.

When reversing, the vehicle remains in Mode I, using one of the motor-generators for traction.

Operation of the Allison Transmission (AHS-2), or Two-Mode Hybrid, from the Global Hybrid Cooperation. This transmission is mounted on the BMW X6 ActiveHybrid and the Mercedes-Benz ML450 BlueHybrid.

Per the patent, the planetary gearsets P1 and P2 are compounded, with MG-A driving (or being driven by) the sun gear of P1, which is coupled to the ring gear of P2, and the carriers for the planet gears in P1 and P2 are coupled. Similarly, MG-B drives (or is driven by) the sun gear of P2, which is coupled to the sun gear of P3 via a hollow shaft.

Comparison with other hybrid systems
Toyota's Hybrid Synergy Drive may appear similar in that it also combines the power from an ICE and a pair of electric motor–generators; however in its current form, Toyota uses only one planetary gearset providing only single mode functionality (i.e. input split only) using a series/parallel architecture.

Honda's Integrated Motor Assist uses a traditional ICE and transmission where the flywheel is replaced with an electric motor: it is a simple parallel architecture, requiring the addition of a mechanical continuously variable transmission (CVT), i.e. not electrically variable.

Buses
The two-mode hybrid drive system manufactured by Allison Transmission was first used in New Flyer transit buses which entered revenue service in 2004; in testing at the National Renewable Energy Laboratory, measured fuel economy improved by 0.69–1.09 mpgus, representing an improvement of – % compared to a conventional diesel-powered bus.

By 2008, Allison had delivered 1,000 hybrid powertrains. Many transit operators since then have received buses with the Allison hybrid system, now branded eGen Flex, including:
 * King County, Washington King County Metro (361 New Flyer buses announced from 2002 to present) The first DE60LF, serial 24129
 * Albuquerque, New Mexico ABQ RIDE (112 New Flyer buses announced from December 21, 2004, to present)
 * Indianapolis, Indiana IndyGo (two buses announced January 24, 2005)
 * Yosemite National Park National Park Service (18 Gillig buses announced April 25, 2005)
 * Kelowna and Victoria, British Columbia (6 New Flyer buses announced May 5, 2005)
 * Shreveport, Louisiana SporTran (one bus announced June 9, 2005)
 * Charlotte, North Carolina Charlotte Area Transit System (2 buses announced June 9, 2005)
 * Springfield, Massachusetts Pioneer Valley Transit Authority (one bus announced October 14, 2005)
 * Aspen, Colorado Roaring Fork Transportation Authority (seven buses announced December 9, 2005)
 * Consortium (led by San Joaquin RTD) of 10 transit agencies in California and Nevada (157 Gillig buses announced March 20, 2006).
 * Note: ABQ RIDE of Albuquerque, New Mexico was formerly a member of this consortium, but instead chose to order New Flyer buses on their own instead.
 * Madison, Wisconsin Madison Metro (5 Gillig buses announced September 11, 2007, with 10 more planned for purchase in the next few years)

RWD/4WD Truck/SUV
The longitudinal system for light trucks from General Motors will be manufactured at Baltimore Transmission by GM's PowerTrain division. The nickel-metal hydride batteries will be manufactured by Panasonic EV of Japan.

The system was introduced for the 2008 model year in the full-sized Chevrolet Tahoe and GMC Yukon SUVs as a specific 2-Mode Hybrid model. Rear wheel drive and four wheel drive light duty trucks using the 2-mode hybrid system include:
 * GMC Graphyte Hybrid SUV concept (shown at the 2005 NAIAS)
 * GMT900-based trucks and SUVs:
 * 2008-2013 Chevrolet Tahoe Hybrid
 * 2008-2013 GMC Yukon Hybrid
 * 2009-2013 Cadillac Escalade Hybrid
 * 2009-2013 Chevrolet Silverado Hybrid
 * 2009-2013 GMC Sierra Hybrid
 * 2009 Dodge Durango Hybrid
 * 2009 Chrysler Aspen Hybrid
 * 2010-2011 BMW X6 ActiveHybrid
 * 2010-2011 Mercedes ML 450 hybrid

FWD

 * Front wheel drive car system
 * Opel Astra Diesel hybrid concept (shown at the 2005 NAIAS)
 * Saab 9-3 BioPower Hybrid Concept (shown at the 2006 British International Motorshow)
 * 2010 Saturn Vue 2-Mode Plug-in Hybrid SUV, 45% improvement over Mild hybrid version according to GM (originally intended for the 2009 MY, it was delayed and ultimately cancelled due to the demise of Saturn as a GM division, never entered production)
 * 2011 undisclosed GM product (possibly a new Buick "crossover" utility or Cadillac AWD sedan)

title: Global Hybrid Cooperation


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Cidofovir

Cidofovir, brand name Vistide, is a topical or injectable antiviral medication primarily used as a treatment for cytomegalovirus (CMV) retinitis (an infection of the retina of the eye) in people with AIDS.

Cidofovir was approved for medical use in 1996.

DNA virus
Its only indication that has received regulatory approval worldwide is cytomegalovirus retinitis. Cidofovir has also shown efficacy in the treatment of aciclovir-resistant HSV infections. Cidofovir has also been investigated as a treatment for progressive multifocal leukoencephalopathy with successful case reports of its use. Despite this, the drug failed to demonstrate any efficacy in controlled studies. Cidofovir might have anti-smallpox efficacy and might be used on a limited basis in the event of a bioterror incident involving smallpox cases. Brincidofovir, a cidofovir derivative with much higher activity against smallpox that can be taken orally has been developed. It has inhibitory effects on varicella-zoster virus replication in vitro although no clinical trials have been done to date, likely due to the abundance of safer alternatives such as aciclovir. Cidofovir shows anti-BK virus activity in a subgroup of transplant recipients. Cidofovir is being investigated as a complementary intralesional therapy against papillomatosis caused by HPV.

It first received FDA approval on 26 June 1996, TGA approval on 30 April 1998 and EMA approval on 23 April 1997.

It has been used topically to treat warts.

Other
It has been suggested as an antitumour agent, due to its suppression of FGF2.

Administration
Cidofovir is only available as an intravenous formulation. Cidofovir is to be administered with probenecid which decreases side effects to the kidney. Probenecid mitigates nephrotoxicity by inhibiting organic anion transport of the proximal tubule epithelial cells of the kidney. In addition, hydration must be administered to patients receiving cidofovir. 1 liter of normal saline is recommended in conjunction with each dose of cidofovir.

Side effects
The major dose-limiting side effect of cidofovir is nephrotoxicity (i.e., kidney damage). Other common side effects (occurring in >1% of people treated with the drug) include:

 * Nausea
 * Vomiting
 * Neutropenia
 * Hair loss
 * Weakness
 * Headache
 * Chills
 * Decreased intraocular pressure
 * Uveitis
 * Iritis

Whereas uncommon side effects include: anaemia and elevated liver enzymes and rare side effects include: tachycardia and Fanconi syndrome. Probenecid (a uricosuric drug) and intravenous saline should always be administered with each cidofovir infusion to prevent this nephrotoxicity.

Contraindications
Hypersensitivity to cidofovir or probenecid (as probenecid needs to be given concurrently to avoid nephrotoxicity).

Interactions
It is known to interact with nephrotoxic agents (e.g. amphotericin B, foscarnet, IV aminoglycosides, IV pentamide, vancomycin, tacrolimus, non-steroid anti-inflammatory drugs, etc.) to increase their nephrotoxic potential. As it must be given concurrently with probenecid it is advised that drugs that are known to interact with probenecid (e.g. drugs that probenecid interferes with the renal tubular secretion of, such as paracetamol, aciclovir, aminosalicylic acid, etc.) are also withheld.

Mechanism of action
Its active metabolite, cidofovir diphosphate, inhibits viral replication by selectively inhibiting viral DNA polymerases. It also inhibits human polymerases, but this action is 8–600 times weaker than its actions on viral DNA polymerases. It also incorporates itself into viral DNA, hence inhibiting viral DNA synthesis during reproduction.

It possesses in vitro activity against the following viruses:
 * Human herpesviruses
 * Adenoviruses
 * Human poxviruses (including the smallpox virus)
 * Human papillomavirus

History
Cidofovir was discovered at the Institute of Organic Chemistry and Biochemistry, Prague, by Antonín Holý, and developed by Gilead Sciences and is marketed with the brand name Vistide by Gilead in the US, and by Pfizer elsewhere.

Synthesis
Cidofovir can be synthesized from a pyrimidone derivative and a protected derivative of glycidol.

 * Cidofovir syn.png

title: Cidofovir


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File:EPR spectoscope.JPG

EPR spectroscope, photo by Przemyslaw "Tukan" Grudnik

title: File:EPR spectoscope.JPG


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Hybrid Synergy Drive

Hybrid Synergy Drive (HSD), also known as Toyota Hybrid System II, is the brand name of Toyota Motor Corporation for the hybrid car drive train technology used in vehicles with the Toyota and Lexus marques. First introduced on the Prius, the technology is an option on several other Toyota and Lexus vehicles and has been adapted for the electric drive system of the hydrogen-powered Mirai, and for a plug-in hybrid version of the Prius. Previously, Toyota also licensed its HSD technology to Nissan for use in its Nissan Altima Hybrid. Its parts supplier Aisin offers similar hybrid transmissions to other car companies.

HSD technology produces a full hybrid vehicle which allows the car to run on the electric motor only, as opposed to most other brand hybrids which cannot and are considered mild hybrids. The HSD also combines an electric drive and a planetary gearset which performs similarly to a continuously variable transmission. The Synergy Drive is a drive-by-wire system with no direct mechanical connection between the engine and the engine controls: both the gas pedal/accelerator and the gearshift lever in an HSD car merely send electrical signals to a control computer.

HSD is a refinement of the original Toyota Hybrid System (THS) used in the 1997 to 2003 Toyota Prius. The second generation system first appeared on the redesigned Prius in 2004. The name was changed in anticipation of its use in vehicles outside the Toyota brand (Lexus; the HSD-derived systems used in Lexus vehicles have been termed Lexus Hybrid Drive), was implemented in the 2006 Camry and Highlander, and would eventually be implemented in the 2010 "third generation" Prius, and the 2012 Prius c. The Toyota Hybrid System is designed for increased power and efficiency, and also improved "scalability" (adaptability to larger as well as smaller vehicles), wherein the ICE/MG1 and the MG2 have separate reduction paths, and are combined in a "compound" gear which is connected to the final reduction gear train and differential; it was introduced on all-wheel drive and rear-wheel drive Lexus models. By May 2007 Toyota had sold one million hybrids worldwide; two million by the end of August 2009; and passed the 5 million mark in March 2013. , more than 7 million Lexus and Toyota hybrids had been sold worldwide. The United States accounted for 38% of TMC global hybrid sales.

Principle

Toyota's HSD system replaces a normal geared transmission with an electromechanical system. An internal combustion engine (ICE) delivers power most efficiently over a small speed range, but the wheels need to be driven over the vehicle's full speed range. In a conventional automobile the geared transmission delivers different discrete engine speed-torque power requirements to the wheels. Geared transmissions may be manual, with a clutch, or automatic, with a torque converter, but both allow the engine and the wheels to rotate at different speeds. The driver can adjust the speed and torque delivered by the engine with the accelerator and the transmission mechanically transmits nearly all of the available power to the wheels which rotate at a different rate than the engine, by a factor equal to the gear ratio for the currently selected gear. However, there are a limited number of "gears" or gear ratios that the driver can choose from, typically four to six. This limited gear-ratio set forces the engine crankshaft to rotate at speeds where the ICE is less efficient, i.e., where a liter of fuel produces fewer joules. Optimal engine speed-torque requirements for different vehicle driving and acceleration conditions can be gauged by limiting either tachometer RPM rate or engine noise in comparison with actual speed. When an engine is required to operate efficiently across a broad RPM range, due to its coupling to a geared transmission, manufacturers are limited in their options for improving engine efficiency, reliability, or lifespan, as well as reducing the size or weight of the engine. This is why the engine for an engine-generator is often much smaller, more efficient, more reliable, and longer life than one designed for an automobile or other variable speed application.

However, a continuously variable transmission allows the driver (or the automobile computer) to effectively select the optimal gear ratio required for any desired speed or power. The transmission is not limited to a fixed set of gears. This lack of constraint frees the engine to operate at its optimal brake-specific fuel consumption. An HSD vehicle will typically run the engine at its optimal efficiency whenever power is needed to charge batteries or accelerate the car, shutting down the engine entirely when less power is required.

Like a CVT, an HSD transmission continuously adjusts the effective gear ratio between the engine and the wheels to maintain the engine speed while the wheels increase their rotational speed during acceleration. This is why Toyota describes HSD-equipped vehicles as having an e-CVT (electronic continuously variable transmission) when required to classify the transmission type for standards specification lists or regulatory purposes.

Power flows
In a conventional car design the separately-excited alternator with integral rectifier (DC generator) and starter (DC motor) are considered accessories that are attached to the internal combustion engine (ICE) which normally drives a transmission to power the wheels propelling the vehicle. A battery is used only to start the car's internal combustion engine and run accessories when the engine is not running. The alternator is used to recharge the battery and run the accessories when the engine is running.

The HSD system replaces the geared transmission, alternator, and starter motor with:
 * MG1, an AC motor-generator having a permanent magnet rotor, used as a motor when starting the ICE and as a generator (alternator) when charging the high voltage battery
 * MG2, an AC motor-generator, also having a permanent magnet rotor, used as the primary drive motor and as a generator (alternator), which regeneration power is directed to the high voltage battery. MG2 is generally the more powerful of the two motor-generators
 * Power electronics, including three DC-AC inverters and two DC-DC converters
 * Computerized control system and sensors
 * HVB, a high voltage battery sources electrical energy during acceleration and sinks electrical energy during regeneration braking

Through the power splitter, a series-parallel full hybrid's HSD system thus allows for the following intelligent power flows:

 * Auxiliary power
 * HVB -> DC-DC converter -> 12VDC battery
 * 12VDC battery -> 12V vehicle electronics
 * Engine charge (Recharging and/or heating catalytic converter and/or interior comfort HVAC)
 * ICE -> MG1 -> HVB
 * Battery or EV drive
 * HVB -> MG2 -> wheels
 * Engine & motor drive (Moderate acceleration)
 * ICE -> wheels
 * ICE -> MG1 -> MG2 -> wheels
 * Engine drive with charge (Highway driving)
 * ICE -> wheels
 * ICE -> MG1 -> HVB
 * Engine and motor drive with charge (Heavy power situation such as in steep hills)
 * ICE -> wheels
 * ICE -> MG1 -> HVB
 * ICE -> MG1 -> MG2 -> wheels
 * Full power or gradual slowing (Maximum power situations)
 * ICE -> wheels
 * ICE -> MG1 -> MG2 -> wheels
 * HVB -> MG2 -> wheels
 * B-mode braking
 * Wheels -> MG2 ->HVB
 * Wheels -> MG1 -> ICE (ECU - Electronic Control Unit - uses MG1 to spin ICE which drains battery – allowing more charge from MG2, and also links ICE to wheels causing "engine braking"; ICE RPM increases when charge level of HVB is too much to accept regen electricity from MG2, or increasing effort from driver pushing the brake pedal)
 * Regenerative braking
 * wheels -> MG2 -> HVB
 * Hard braking
 * Front disk/rear drum (rear disk in UK) -> wheels
 * All disk -> wheels (2010 and newer, except 2012-current Prius c, which uses front disk, rear drum).

MG1 and MG2

 * MG1 (Primary motor-generator): A motor to start the ICE and a generator to generate electrical power for MG2 and to recharge the high voltage traction battery, and, through a DC-to-DC converter, to recharge the 12 volt auxiliary battery. By regulating the amount of electrical power generated (by varying MG1's mechanical torque and speed), MG1 effectively controls the transaxle's continuously variable transmission.
 * MG2 (Secondary motor-generator): Drives the wheels and regenerates power for the HV battery energy storage while braking the vehicle. MG2 drives the wheels with electrical power generated by the engine-driven MG1 and/or the HVB. During regenerative braking, MG2 acts as a generator, converting kinetic energy into electrical energy, storing this electrical energy in the battery.

Transmission

The mechanical gearing design of the system allows the mechanical power from the ICE to be split three ways: extra torque at the wheels (under constant rotation speed), extra rotation speed at the wheels (under constant torque), and power for an electric generator. A computer running appropriate programs controls the systems and directs the power flow from the different engine + motor sources. This power split achieves the benefits of a continuously variable transmission (CVT), except that the torque/speed conversion uses an electric motor rather than a direct mechanical gear train connection. An HSD car cannot operate without the computer, power electronics, battery pack, and motor-generators, though in principle it could operate while missing the internal combustion engine. (See: Plug-in hybrid) In practice, HSD equipped cars can be driven a mile or two without gasoline, as an emergency measure to reach a gas station.

An HSD transaxle contains a planetary gear set that adjusts and blends the amount of torque from the engine and motor(s) as it's needed by the front wheels. It is a sophisticated and complicated combination of gearing, electrical motor-generators, and computer-controlled electronic controls. One of the motor-generators, MG2, is connected to the output shaft, and thus couples torque into or out of the drive shafts; feeding electricity into MG2 adds torque at the wheels. The engine end of the drive shaft has a second differential; one leg of this differential is attached to the internal combustion engine and the other leg is attached to a second motor-generator, MG1. The differential relates the rotation speed of the wheels to the rotation speeds of the engine and MG1, with MG1 used to absorb the difference between wheel and engine speed. The differential is an epicyclic gear set (also called a "power split device"); that and the two motor-generators are all contained in a single transaxle housing that is bolted to the engine. Special couplings and sensors monitor rotation speed of each shaft and the total torque on the drive shafts, for feedback to the control computer.

In Generation 1 and Generation 2 HSDs, MG2 is directly connected to the ring gear, that is, a 1:1 ratio, and which offers no torque multiplication, whereas in Generation 3 HSDs, MG2 is connected to the ring gear through a 2.5:1 planetary gear set, and which, consequently, offers a 2.5:1 torque multiplication, this being a primary benefit of the Generation 3 HSD as it provides for a smaller, yet more powerful MG2. However, a secondary benefit is the MG1 will not be driven into overspeed as frequently, and which would otherwise mandate employing the ICE to mitigate this overspeed; this strategy improves HSD performance as well as saving fuel and wear-and-tear on the ICE.

High voltage battery
The HSD system has two principal battery packs, the High Voltage (HV) battery, also known as the traction battery, and a 12 volt lead-acid battery known as the Low Voltage (LV) battery, which functions as an auxiliary battery. The LV battery supplies power to the electronics and accessories when the hybrid system is turned off and the high-voltage battery main relay is off.

The traction battery is a sealed nickel-metal hydride (NiMH) battery pack. The battery pack of the first generation Toyota Prius consisted of 228 cells packaged in 38 modules, while the second generation Prius consisted of 28 Panasonic prismatic nickel metal hydride modules, each containing six 1.2 volt cells, connected in series to produce a nominal voltage of 201.6 volts. The discharge power capability of the second gen Prius pack is about 20 kW at 50% state of charge (SoC). The power capability increases with higher temperatures and decreases at lower temperatures. The Prius has a computer that's solely dedicated to keeping the battery at the optimum temperature and optimum charge level.

Like the second generation Prius, the third generation Prius battery pack is made up of the same type of 1.2 volt cells. It has 28 modules of 6 cells for a total nominal voltage of only 201.6 volts. A boost converter is used to produce 500 volt DC supply voltage for the inverters for MG1 and MG2. The car's electronics only allow 40% of total rated capacity of the battery pack (6.5 ampere-hour) to be used in order to prolong the battery life. As a result, the SoC is allowed to vary only between 40% and 80% of the rated full charge. The battery used in the Highlander Hybrid and the Lexus RX 400h was packaged in a different metal battery casing with 240 cells that deliver high voltage of 288 volts. A button labelled "EV" maintains electric vehicle mode after being powered on and under most low-load conditions at less than 25 mph if the traction battery has enough charge. This permits all-electric driving with no fuel consumption for up to 1 mi. However, the HSD software switches to EV mode automatically whenever it can. Only the Toyota Prius Plug-in Hybrid has a longer driving all-electric range in blended operation electric-gasoline of 11 mi (EPA rating) until the battery is depleted. The Prius PHEV is outfitted with 4.4 kWh lithium-ion batteries co-developed with Panasonic that weighs 80 kg compared with the nickel-metal hydride battery of the third generation Prius, which has a capacity of only 1.3 kWh, and weighs 42 kg. The larger battery pack enables all-electric operation at higher speeds and longer distances than the conventional Prius hybrid.

The following table details the HV battery capacity for several Lexus and Toyota vehicles.

Operation
The HSD drive works by shunting electrical power between the two motor generators, running off the battery pack, to even out the load on the internal combustion engine. Since a power boost from the electrical motors is available for periods of rapid acceleration, the ICE can be downsized to match only the average load on the car, rather than sized by peak power demands for rapid acceleration. The smaller internal combustion engine can be designed to run more efficiently. Furthermore, during normal operation the engine can be operated at or near its ideal speed and torque level for power, economy, or emissions, with the battery pack absorbing or supplying power as appropriate to balance the demand placed by the driver. During traffic stops the internal combustion engine can even be turned off for even more economy.

The combination of efficient car design, regenerative braking, turning the engine off for traffic stops, significant electrical energy storage and efficient internal combustion engine design give the HSD powered car significant efficiency advantages—particularly in city driving.

Phases of operation
The HSD operates in distinct phases depending on speed and demanded torque. Here are a few of them:
 * Battery charging: The HSD can charge its battery without moving the car, by running the engine and extracting electrical power from MG1. The power gets shunted into the battery, and no torque is supplied to the wheels. The onboard computer does this when required, for example when stopped in traffic or to warm up the engine and catalytic converter after a cold start.
 * Engine start: To start the engine, power is applied to MG1 to act as a starter. Because of the size of the motor generators, starting the engine is relatively fast and requires relatively little power from MG1. Additionally, the conventional starter motor sound is not heard. Engine start can occur while stopped or moving.
 * Reverse gear (equivalent): There is no reverse gear as in a conventional gearbox: the computer reverses the phase sequence to AC motor-generator MG2, applying negative torque to the wheels. Early models did not supply enough torque for some situations: there have been reports of early Prius owners not being able to back the car up steep hills in San Francisco. The problem has been fixed in recent models. If the battery is low, the system can simultaneously run the engine and draw power from MG1, although this will reduce available reverse torque at the wheels.
 * Neutral gear (equivalent): Most jurisdictions require automotive transmissions to have a neutral gear that decouples the engine and transmission. The HSD "neutral gear" is achieved by turning the electric motors off. Under this condition, the planetary gear is stationary (if the vehicle wheels are not turning); if the vehicle wheels are turning, the ring gear will rotate, causing the sun gear to rotate as well (the engine inertia will keep the carrier gear stationary unless the speed is high), while MG1 is free to rotate while the batteries do not charge. The owners manual warns that Neutral gear will eventually drain the battery, resulting in "unnecessary" engine power to recharge batteries; a discharged battery will render the vehicle inoperable.
 * EV operation: At slow speeds and moderate torques the HSD can operate without running the internal combustion engine at all: electricity is supplied only to MG2, allowing MG1 to rotate freely (and thus decoupling the engine from the wheels). This is popularly known as "Stealth Mode". Provided that there is enough battery power, the car can be driven in this silent mode for some miles even without gasoline.
 * Low gear (equivalent): When accelerating at low speeds in normal operation, the engine turns more rapidly than the wheels but does not develop sufficient torque. The extra engine speed is fed to MG1 acting as a generator. The output of MG1 is fed to MG2, acting as a motor and adding torque at the driveshaft.
 * High gear (equivalent): When cruising at high speed, the engine turns more slowly than the wheels but develops more torque than needed. MG2 then runs as a generator to remove the excess engine torque, producing power that is fed to MG1 acting as a motor to increase the wheel speed. In steady state, the engine provides all of the power to propel the car unless the engine is unable to supply it (as during heavy acceleration, or driving up a steep incline at high speed). In this case, the battery supplies the difference. Whenever the required propulsion power changes, the battery quickly balances the power budget, allowing the engine to change power relatively slowly.
 * Regenerative braking: By drawing power from MG2 and depositing it into the battery pack, the HSD can simulate the deceleration of normal engine braking while saving the power for future boost. The regenerative brakes in an HSD system absorb a significant amount of the normal braking load, so the conventional brakes on HSD vehicles are undersized compared to brakes on a conventional car of similar mass and last significantly longer.
 * Engine braking: The HSD system has a special transmission setting labelled 'B' (for Brake), that takes the place of a conventional automatic transmission's 'L' setting, providing engine braking on hills. This can be manually selected in place of regenerative braking. During braking, when the battery is approaching potentially damaging high charge levels, the electronic control system automatically switches to conventional engine braking, drawing power from MG2 and shunting it to MG1, speeding the engine with throttle closed to absorb energy and decelerate the vehicle.
 * Electric boost: The battery pack provides a reservoir of energy that allows the computer to match the demand on the engine to a predetermined optimal load curve, rather than operating at the torque and speed demanded by the driver and road. The computer manages the energy level stored in the battery, so as to have capacity to absorb extra energy where needed or supply extra energy to boost engine power.

Performance
The Toyota Prius has modest acceleration but has extremely high efficiency for a midsized four-door sedan: usually significantly better than 40 mpg (US) (5.9 L/100 km) is typical of brief city jaunts; 55 mpg (4.3 L/100 km) is not uncommon, especially for extended drives at modest speeds (a longer drive allows the engine to warm up fully). This is approximately twice the fuel efficiency of a similarly equipped four-door sedan with a conventional power train. Not all of the extra efficiency of the Prius is due to the HSD system: the Atkinson cycle engine itself was also designed specifically to minimize engine drag via an offset crankshaft to minimize piston drag during the power stroke, and a unique intake system to prevent drag caused by manifold vacuum ("pumping losses") versus the normal Otto cycle in most engines. Furthermore, the Atkinson cycle recovers more energy per cycle than the Otto because of its longer power stroke. The downside of the Atkinson cycle is much reduced torque, particularly at low speed; but the HSD has enormous low-speed torque available from MG2.

The Highlander Hybrid (also sold as the Kluger in some countries) offers better acceleration performance compared to its non-hybrid version. The hybrid version goes from 0–60 mph in 7.2 seconds, trimming almost a second off the conventional version's time. Net power is 268 hp compared to the conventional 215 hp. Top speed for all Highlanders is limited to 112 mi/h. Typical fuel economy for the Highlander Hybrid rates between 27 and 31 mpg (8.7–7.6 L/100 km). A conventional Highlander is rated by the EPA with 19 city, 25 highway mpg (12.4 and 9.4 L/100 km respectively).

The HSD mileage boost depends on using the gasoline engine as efficiently as possible, which requires:
 * extended drives, especially in winter: Heating the internal cabin for the passengers runs counter to the design of the HSD. The HSD is designed to generate as little waste heat as possible.  In a conventional car, this waste heat in winter is usually used to heat the internal cabin.  In the Prius, running the heater requires the engine to continue running to generate cabin-usable heat.  This effect is most noticeable when turning the climate control (heater) off when the car is stopped with the engine running.  Normally the HSD control system will shut the engine off as it is not needed, and will not start it again until the generator reaches a maximum speed.
 * moderate acceleration: Because hybrid cars can throttle back or completely shut off the engine during moderate, but not rapid, acceleration, they are more sensitive than conventional cars to driving style. Hard acceleration forces the engine into a high-power state while moderate acceleration keeps the engine in a lower power, high efficiency state (augmented by battery boost).
 * gradual braking: Regenerative brakes re-use the energy of braking, but cannot absorb energy as fast as conventional brakes. Gradual braking recovers energy for re-use, boosting mileage; hard braking wastes the energy as heat, just as for a conventional car. Use of the "B" (braking) selector on the transmission control is useful on long downhill runs to reduce heat and wear on the conventional brakes, but it does not recover additional energy. Constant use of "B" is discouraged by Toyota as it "may cause decreased fuel economy" compared to driving in "D".

Most HSD systems have batteries that are sized for maximal boost during a single acceleration from zero to the top speed of the vehicle; if there is more demand, the battery can be completely exhausted, so that this extra torque boost is not available. Then the system reverts to just the power available from the engine. This results in a large decline in performance under certain conditions: an early-model Prius can achieve over 90 mi/h on a 6 degree upward slope, but after about 2000 ft of altitude climb the battery is exhausted and the car can achieve only 55–60 mph on the same slope. (until the battery is recharged by driving under less demanding circumstances)

Prius Platform Generations

The design of the Toyota Hybrid System / Hybrid Synergy Drive has now had five generations since the original 1997 Japanese-market Toyota Prius. The power train has the same basic features, but there have been a number of significant refinements.

The schematic diagrams illustrate the paths of power flow between the two electric motor-generators MG1 & MG2, the Internal Combustion Engine (ICE), and the front wheels via the planetary "Power Split Device" elements. The Internal Combustion Engine is connected to the planetary gear carrier and not to any individual gear. The wheels are connected to the ring gear.

There has been a continuous, gradual improvement in the specific capacity of the traction battery. The original Prius used shrink-wrapped 1.2 volt D cells, and all subsequent THS/HSD vehicles have used custom 7.2 V battery modules mounted in a carrier.

Called Toyota Hybrid System for initial Prius generations, THS was followed by THS II in the 2004 Prius, with subsequent versions termed Hybrid Synergy Drive. The Toyota Hybrid System relied on the voltage of the battery pack: between 276 and 288 V. The Hybrid Synergy Drive adds a DC to DC converter boosting the potential of the battery to 500 V or more. This allows smaller battery packs to be used, and more powerful motors.

Hybrid Synergy Drive (HSD)
Although not part of the HSD as such, all HSD vehicles from the 2004 Prius onwards have been fitted with an electric air-conditioning compressor, instead of the conventional engine-driven type. This removes the need to continuously run the engine when cabin cooling is required. Two positive temperature coefficient heaters are fitted in the heater core to supplement the heat provided by the engine.

In 2005, vehicles such as the Lexus RX 400h and Toyota Highlander Hybrid added four-wheel drive operation by the addition of a third electric motor ("MGR") on the rear axle. In this system, the rear axle is purely electrically powered, and there is no mechanical link between the engine and the rear wheels. This also permits regenerative braking on the rear wheels. In addition, the motor (MG2) is linked to the front wheel transaxle by means of a second planetary gearset, thereby making it possible to increase the power density of the motor. Ford has also developed a similar hybrid system, introduced in the Ford Escape Hybrid.

In 2006 and 2007, a further development of the HSD drivetrain, under the Lexus Hybrid Drive name, was applied on the Lexus GS 450h / LS 600h sedans. This system uses two clutches (or brakes) to switch the second motor's gear ratio to the wheels between a ratio of 3.9 and 1.9, for low and high speed driving regimes respectively. This decreases the power flowing from MG1 to MG2 (or vice versa) during higher speeds. The electrical path is only about 70% efficient, thus decreasing its power flow while increasing the overall performance of the transmission. The second planetary gearset is extended with a second carrier and sun gear to a ravigneaux-type gear with four shafts, two of which can be held still alternatively by a brake/clutch. The GS 450h and LS 600h systems utilized rear-wheel drive and all-wheel drive drivetrains, respectively, and were designed to be more powerful than non-hybrid versions of the same model lines, while providing comparable engine class efficiency.

Third Generation
Toyota CEO Katsuaki Watanabe said in a February 16, 2007 interview that Toyota was "aiming at reducing, by half, both the size and cost of the third-generation HSD system". The new system will feature lithium-ion batteries in later years. Lithium-ion batteries have a higher energy capacity-to-weight ratio compared to NiMH, but operate at higher temperatures, and are subject to thermal instability if not properly manufactured and controlled, raising safety concerns.

Fourth Generation
On October 13, 2015 Toyota made public details of the Fourth Generation Hybrid Synergy Drive to be introduced in the 2016 model year. The transaxle and traction motor have been redesigned, delivering a reduction in their combined weight. The traction motor itself is considerably more compact and gains a better power-to-weight ratio. Notably there is a 20 percent reduction in mechanical losses due to friction compared to the previous model. The Motor Speed Reduction Device (a second planetary gear set found only in the Third Generation P410 and P510 transaxles), and which connects the traction motor directly to the Power Split Device, and thereafter to the wheels, has been replaced with parallel gears on the Fourth Generation P610 transaxle. The 2012– Prius c retains the P510 transaxle. The P610 transaxle employs helical gears rather than the straight-cut spur gears employed in the earlier transaxles, and which run more smoothly and quietly, while also accommodating higher mechanical loads.

With the Fourth Generation HSD, Toyota is also offering a four-wheel drive option, dubbed "E-Four", in which the rear traction motor is electronically controlled, but is not mechanically coupled to the front inverter. In fact, the "E-Four" system has its own rear inverter, although this inverter draws power from the same hybrid battery as the front inverter. "E-Four" began being offered in Prius models in the United States in the 2019 model year. "E-Four" is an integral part of the RAV4 Hybrid models offered in the United States, and all such RAV4 Hybrids are "E-Four" only.

List of vehicles with HSD technology
The following is a list of vehicles with Hybrid Synergy Drive and related technologies (Toyota Hybrid System):
 * Toyota Prius
 * Generation 1: December 1997–October 2003
 * Generation 2: October 2003–late 2009
 * Generation 3: Late 2009–late 2015
 * Generation 4: Late 2015–2022
 * Generation 5: Early 2023-current
 * Toyota Estima Hybrid
 * June 2001–December 2005
 * June 2006–present
 * Toyota Alphard Hybrid
 * July 2003 – March 2008
 * September 2011–present
 * Lexus RX 400h / Toyota Harrier Hybrid (March 2005–present)
 * Toyota Highlander/Kluger Hybrid
 * with THS I: July 2005–September 2008
 * with THS II: October 2008–present
 * Lexus GS 450h (March 2006–present)
 * Toyota Camry Hybrid (May 2006–present)
 * Lexus LS 600h/LS 600hL (April 2007–present)
 * Toyota A-BAT (concept truck)
 * Nissan Altima Hybrid (2007–2011)
 * Toyota Crown (April 2008–present)
 * Lexus RX 450h (2009–present)
 * Toyota Sai (2009–2017)
 * Lexus HS 250h (2009–present)
 * Lexus CT 200h (late 2010–present)
 * Toyota Auris (July 2010–2018)
 * Toyota Aqua (December 2011–present)
 * Toyota Prius c (March 2012–2021)
 * Toyota Yaris Hybrid (March 2012–present)
 * Toyota Prius V (2012–2021)
 * Lexus ES 300h (2012–present)
 * Toyota Avalon Hybrid (late 2012–present)
 * Toyota Corolla Axio (August 2013–present)
 * Toyota Corolla Fielder (August 2013–present)
 * Toyota Crown Majesta (2013–2018)
 * Lexus IS 300h (2013–present)
 * Lexus GS 300h (2013–present)
 * Toyota RAV4 Hybrid (2015–present)
 * Lexus NX 300h (2015–present)
 * Lexus RC 300h (2015–present)
 * Toyota Sienta Hybrid (2015–present)
 * Toyota C-HR Hybrid (2016–present)
 * Lexus LC 500h (2018)
 * Toyota Corolla Hybrid (2018–present)
 * Subaru Crosstrek Hybrid (2019–present)
 * Toyota Sienna Hybrid (2020–present)
 * Toyota Corolla Cross Hybrid (2020–present)
 * Toyota Urban Cruiser Hyryder/Suzuki Grand Vitara Hybrid (2022–present)
 * Toyota Innova Hybrid (2022–present)

Antonov
As of autumn 2005, the Antonov Automotive Technology BV Plc company has sued Toyota, the Lexus brand mother company, over alleged patent infringement relating to key components in the RX 400h's drivetrain and the Toyota Prius hybrid compact car. The case has been pending in secret since April 2005, but settlement negotiations did not bring a mutually acceptable result. Antonov eventually took legal recourse in the German court system, where decisions are usually made relatively swiftly. The patent holder seeks to impose a levy on each vehicle sold, which could make the hybrid SUV less competitive. Toyota fought back by seeking to officially invalidate Antonov's relevant patents. The court motion in Microsoft Word document format can be read here.

On 1 September 2006 Antonov announced that the Federal Patent Court in Munich has not upheld the validity of the German part of Antonov's patent (EP0414782) against Toyota. A few days later, a court in Düsseldorf had ruled that the Toyota Prius driveline and the Lexus RX 400h driveline do not breach the Antonov hybrid CVT patent.

Ford
Ford Motor Company independently developed a system with key technologies similar to Toyota's HSD technology in 2004. As a result, Ford licensed 21 patents from Toyota in exchange for patents relating to emissions technology.

Paice
Paice LLC received a patent for an improved hybrid vehicle with a controllable torque transfer unit and has additional patents related to hybrid vehicles. In 2010 Toyota agreed to license Paice's patents; terms of the settlement were not disclosed. In the settlement "The parties agree that, although certain Toyota vehicles have been found to be equivalent to a Paice patent, Toyota invented, designed and developed the Prius and Toyota’s hybrid technology independent of any inventions of Dr. Severinsky and Paice as part of Toyota’s long history of innovation". Paice earlier entered into an agreement with Ford for the license of Paice's patent.

Comparison with other hybrids
Aisin Seiki Co., minority-owned by Toyota, supplies its versions of the HSD transmission system to Ford for use as the "Powersplit" e-CVT in the Ford Escape hybrid and Ford Fusion Hybrid.

Nissan licensed Toyota's HSD for use in the Nissan Altima hybrid, using the same Aisin Seiki T110 transaxle as in the Toyota Camry Hybrid. The 2011 Infiniti M35h uses a different system of one electric motor and two clutches.

In 2010, Toyota and Mazda announced a supply agreement for the hybrid technology used in Toyota's Prius model.

General Motors, DaimlerChrysler's and BMW's Global Hybrid Cooperation is similar in that it combines the power from a single engine and two motors. In 2009, the Presidential Task Force on the Auto Industry said that "GM is at least one generation behind Toyota on advanced, 'green' powertrain development".

In contrast, Honda's Integrated Motor Assist uses a more traditional ICE and transmission where the flywheel is replaced with an electric motor, thereby retaining the complexity of a traditional transmission.

Aftermarket
Some early non-production plug-in hybrid electric vehicle conversions have been based on the version of HSD found in the 2004 and 2005 model year Prius. Early lead-acid battery conversions by CalCars have demonstrated 10 mi of ev-only and 20 mi of double mileage mixed-mode range. A company planning to offer conversions to consumers named EDrive systems will be using Valence Li-ion batteries and have 35 mi of electric range. Both of these systems leave the existing HSD system mostly unchanged and could be similarly applied to other hybrid powertrain flavors by simply replacing the stock NiMH batteries with a higher capacity battery pack and a charger to refill them for about $0.03 per mile from standard household outlets.

title: Hybrid Synergy Drive