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Other:o Fixed a very infrequent issue where some sessions would be skipped over when progressing to the next session during a Long Race Weekend.o Korea tyre compounds have been changed to those used in the 2011 race.o Fixed an issue where in career where the "on the bounce" achievement was awarded after 11 race wins instead of 9.o Fixed an issue where all users would be awarded the fastest lap XP and stat during some online races.o Fixed an issue where driver's hands & head popped in a few frames late when switching cameras.o Fixed issue where players were able to post extremely quick Time Trial timeso Introduced option to have 30%, 40% & 75% races.
Thank you Ivan for your prompt response. When running the SSL Test, it comes with the message the server is still vulnerable to beast attack even though we are not running any of the outdated browsers. The TLS 1.1 and 1.2 comes with NO when running the SSL test. Could you please explain on how do we go about mitigating it even though the browser versions that we are running are updated. Thank you so much.
(*) This is because some servers will not offer any RC4 suites, _except_ when SSL 3.0 and TLS 1.0 are used. This bit was not initally in the test; it was added only later, in response to the earlier version of test failing.
Another question is what impact BEAST still has; you said in -in-tls-is-broken-now-what that apart from Apple all vendors implemented 1/n-1 split. But the recent Apple versions support TLS1.2, so perhaps supporting TLS1.1 could be considered as BEAST mitigation too now.
If a vehicle is overheating, a bad thermostat could be the problem, and a damaged thermostat housing is more likely to produce a coolant leak, either from a cracked or warped housing or a failed seal to the engine. The thermostat housing can be made of metal or plastic. And the housing can be a stand-alone part that is separate from the thermostat, or (on later model vehicles) can be integrated with the thermostat and replaced as a single unit.
The thermostat housing on many vehicles should outlast the thermostat. In fact, it is designed to last the lifetime of the vehicle. But, sometimes the housing cracks due to the constant heating and cooling, coupled with the movement of the rubber coolant hose attached to it. On some vehicles, the housing and the thermostat are integrated and need to be replaced as an assembly, so the replacement of these thermostat housings would be performed at regular scheduled maintenance intervals. Also, the housing should be inspected for wear or damage if the engine overheats or any time the thermostat or radiator hose is replaced.
A damaged thermostat housing will leak engine coolant when the engine is up to operating temperature. The leak could originate from a crack in the housing, or it could come from a broken seal between the housing and the engine. Thermostat housings with rubber seals will need to be inspected for warpage in the event of a leak at the seal, and if no warpage is found, the runner seal can be replaced.
The cooling system is typically serviceable by the DIY mechanic, however, following guidelines for properly bleeding the engine coolant system of air is mandatory to prevent overheating and damage to the engine. If the thermostat housing has warped, cracked, or leaked with no other issues to the cooling system, it can be replaced easily by nearly anyone who follows proper safety, replacement, and bleeding procedures.
Its upgraded 3.5-liter twin-turbocharged V6 EcoBoost engine is not limited by racing sanctioning bodies, allowing the Ford GT Mk II to generate significantly more horsepower than the race car, and making the Mk II the most powerful version of the Ford GT.
V. The board issued a preliminary communication dated 10 May 2011 in which it informed the appellant that the request to correct Figure 9 of the application as filed was not allowable under Article 123(2) EPC because it was not immediately apparent that an error existed or what the correction should be.
VI. In response to the said communication of the board, the appellant filed, under cover of a letter dated 11 July 2011, new arguments and new sets of claims as a main request and auxiliary requests I, II and III. These sets of claims were filed again by the appellant with minor editorial changes on 9 August 2011.
D6 should be considered as the closest prior art, because the problem handled by D6 was closer than that of D4. The gist of the claimed invention resided in the discovery that the honeycomb structure having two sub-populations of cells tended to prompt the soot to be piled up unevenly. The heat generated by burning this unevenly distributed soot in the regeneration step produced early cracks.
The appellant requested that the decision under appeal be set aside and a patent be granted on the basis of the claims of the main request or the first auxiliary request, both requests filed with letter dated 9 August 2011, or on the basis of claims 1 to 6 of the second auxiliary request filed during the oral proceedings. Further requests were withdrawn.
An evaluation of these examples is made in terms of the so-called "collection limit" (g/l) and the "thickness ratio" of the particulates. The collection limit reflects the quantity of particulates collected at the time of occurrence of a crack in the honeycomb structure (see page 48, lines 7 to 18). It is thus indicative of the filtering capacity of the honeycomb structure. The "thickness ratio of particulates" is determined as described on page 47, line 23 to page 48, line 5 of the application. It measures the evenness of the collection state of the particulates.
Physiques MOD version LEAGUE uniquement (voitures à performances identiques)PACK ADDON TYREFX INCLUS (fichiers de configuration + pack de textures pour les pneus)
Automatic crack detection from images is an important task that is adopted to ensure road safety and durability for Portland cement concrete (PCC) and asphalt concrete (AC) pavement. Pavement failure depends on a number of causes including water intrusion, stress from heavy loads, and all the climate effects. Generally, cracks are the first distress that arises on road surfaces and proper monitoring and maintenance to prevent cracks from spreading or forming is important. Conventional algorithms to identify cracks on road pavements are extremely time-consuming and high cost. Many cracks show complicated topological structures, oil stains, poor continuity, and low contrast, which are difficult for defining crack features. Therefore, the automated crack detection algorithm is a key tool to improve the results. Inspired by the development of deep learning in computer vision and object detection, the proposed algorithm considers an encoder-decoder architecture with hierarchical feature learning and dilated convolution, named U-Hierarchical Dilated Network (U-HDN), to perform crack detection in an end-to-end method. Crack characteristics with multiple context information are automatically able to learn and perform end-to-end crack detection. Then, a multi-dilation module embedded in an encoder-decoder architecture is proposed. The crack features of multiple context sizes can be integrated into the multi-dilation module by dilation convolution with different dilatation rates, which can obtain much more cracks information. Finally, the hierarchical feature learning module is designed to obtain a multi-scale features from the high to low- level convolutional layers, which are integrated to predict pixel-wise crack detection. Some experiments on public crack databases using 118 images were performed and the results were compared with those obtained with other methods on the same images. The results show that the proposed U-HDN method achieves high performance because it can extract and fuse different context sizes and different levels of feature maps than other algorithms.
Cracks are common distresses in both concrete and asphalt pavements. Different types of cracks can be observed due to different causes: road surface aging, climate, and traffic load. The methods currently used for road and airport pavement management system (PMS) [1,2] generally used for the classification of cracks provided by Shahin [3] and adopted by the international standard American Society for Testing and Materials (ASTM) [4]. The classification is defined on crack characteristic and causes as listed in Table 1 and Figure 1.
The cracks can shorten the service life of roads; indeed, the water that can penetrate them can reduce the compaction of the materials of the deeper layers of the pavement with the obvious consequence of a decrease in the load-bearing capacity of the whole structure. In addition, this fact increases the unevenness of the road surface that and is potential threat to road safety [5,6,7,8,9,10,11]. Therefore, it is clear that to maintain the pavement in good condition, crack detection is a significant step for pavement management. That step can be performed by both visual inspection and automatic survey. Both methods present good results in terms of distresses analysis, but the automatic crack detection system is more efficient, quick, lower costing than traditional human vision detection. Therefore, automatic crack detection has attracted much attention of scientific and technical corporations in recent years. 2ff7e9595c
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