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A method of detecting a leak in a pressurized pipeline system, in which a measurement is performed to determine the difference in the rate of change of pressure due to a leak between one pressure level and at least one other pressure level, after compensation has been made for thermally induced chan

A method of detecting a leak in a pressurized pipeline system, in which a measurement is performed to determine the difference in the rate of change of pressure due to a leak between one pressure level and at least one other pressure level, after compensation has been made for thermally induced changes in the pressure.

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A method of detecting a leak in a pressurized pipeline system, in which a measurement is performed to determine the difference in the rate of change of pressure due to a leak between one pressure level and at least one other pressure level, after compensation has been made for thermally induced chan

A method of detecting a leak in a pressurized pipeline system, in which a measurement is performed to determine the difference in the rate of change of pressure due to a leak between one pressure level and at least one other pressure level, after compensation has been made for thermally induced changes in the pressure. function of engine load and engine coolant temperature; setting the maximum engine torque truncation as determined by a calibration factor that ensures engine stability; and modifying the engine torque during movement of the range selector lever between forward and reverse positions when the entry conditions are met, whereby friction element distress is avoided as one friction element is released and another friction element is applied during repeated cycling of the range selector lever between positions corresponding to forward drive and reverse drive. 2. The control strategy and method set forth in claim 1 wherein the step of verifying entry conditions for entry into a torque truncation mode includes determining whether traction wheel speed is greater than a calibrated threshold value. 3. The control strategy and method set forth in claim 2 wherein the step of verifying entry conditions for entry into a torque truncation mode includes determining whether the engine speed is greater than a calibrated threshold value. 4. The control strategy and method set forth in claim 3 wherein the step of verifying entry conditions for entry into a torque truncation mode includes determining whether the engine throttle position is greater than a calibrated threshold value. 5. The method and strategy set forth in claim 1 wherein the engine is a spark-controlled engine and the torque reducer comprises a spark retard system, the step of modifying engine torque comprising retarding the spark advance so that fuel combustion in the engine commences later in the engine combustion cycle. 6. The method and strategy set forth in claim 1 wherein the engine comprises a fuel control for varying the rate of fuel delivery to the engine, the step of modifying engine torque comprising reducing the rate of fuel delivery to the engine. 7. A control strategy and method for controlling torque transfer from a throttle-controlled automotive vehicle engine through geared torque flow paths in a transmission to vehicle traction wheels, the engine having an output torque controller for any given throttle position and engine speed including a torque reducer whereby torque is truncated during power-on, high energy clutch engagements, the transmission having fluid pressure-operated friction clutch and brake elements for establishing and disestablishing forward and reverse torque flow paths, a transmission fluid temperature sensor, an engine coolant temperature sensor, a traction wheel speed sensor, an engine throttle position sensor, a driver-operated range selector for establishing a forward drive torque flow path and a reverse drive torque flow path, the strategy and method comprising the steps of: determining the duration of a torque truncation when the range selector is moved to a forward or reverse drive position and the throttle is advanced as a function of transmission fluid temperature; verifying whether entry conditions are met for entry into a torque truncation mode, the entry conditions including a determination of whether the transmission fluid temperature is below a calibrated value; determining the magnitude of the torque truncation as a function of engine load and engine coolant temperature; setting the maximum engine torque truncation as determined by a calibration factor that ensures engine stability; and modifying the engine torque during movement of the range selector into forward or reverse positions when the entry conditions are met, whereby friction element distress is avoided as one friction element is released and another friction element is applied. 8. The control strategy and method set forth in claim 7 wherein the step of verifying entry conditions into a torque truncation mode includes determining whether traction wheel speed is greater than a calibrated threshold value. 9. The control strategy and method set forth in claim 8 wherein the step of verifying entry conditions into a torque truncation mode includes determining wheth er engine speed is greater than a calibrated threshold value. 10. The control strategy and method set forth in claim 9 wherein the step of verifying entry conditions into a torque truncation mode includes determining whether engine throttle position is greater than a calibrated threshold value. 11. The method and strategy set forth in claim 7 wherein the engine is a spark controlled engine and the torque reducer comprises a spark retard system and the step of modifying engine torque comprising retarding the spark advance so that fuel combustion in the engine commences later in the engine combustion cycle. 12. The method and strategy set forth in claim 7 wherein the engine comprises a fuel control for varying the rate of fuel delivery to the engine and the step of modifying engine torque comprises reducing the rate of fuel delivery to the engine. and relative to the orientation of said integrated position and direction system, said controller operable to indicate on said display a determined heading when said integrated position and direction system is moving and said direction when said integrated position and direction system is not moving. 6. An integrated position and direction system as recited in claim 5 wherein the position of said satellites is indicated by the display of a plurality of icons visible on said display. 7. An integrated position and direction system as recited in claim 6 further comprising: a housing, said display disposed in said housing, said satellite positioning system disposed in said housing, said digital compass disposed in said housing, and said controller disposed in said housing. 8. An integrated position and direction system as recited in claim 7 wherein said housing is suitable for hand held operation. 9. A method for determining orientation of satellites comprising: a) determining position using a satellite positioning system that receives position determining signals from satellites; b) determining direction using a digital compass when said satellite positioning system is not moving; c) determining heading using said satellite positioning system when said satellite positioning system is moving; and d) determining the orientation of said satellites relative to said determined position and relative to the orientation of an integrated position and direction system using said direction or said heading, said integrated position and direction system comprises said satellite positioning system and said digital compass. 10. A method as recited in claim 9 further comprising: e) indicating on a display the orientation of said satellites relative to said determined position and relative to the orientation of said integrated position and direction system. 11. A method as recited in claim 10 further comprising: f) indicating on said display said determined position. 12. A method as recited in claim 9 wherein said integrated position and direction system is suitable for hand held operation. 13. A method as recited in claim 9 wherein said satellites are of a Global Positioning System (GPS). 14. A method as recited in claim 9 further comprising: e) indicating on a display said heading when said satellite positioning system is moving and said direction when said satellite positioning system is not moving. 15. A method for determining orientation of satellites comprising: a) determining position using a satellite positioning system that receives position determining signals from satellites; b) determining heading using said satellite positioning system when said satellite positioning system is moving; c) determining direction using a digital compass when said satellite positioning system is not moving; and d) determining the orientation of said satellites relative to said determined position and relative to the orientation of an integrated position and direction system using one of said direction and said heading. 16. A method as recited in claim 15 further comprising: e) indicating the orientation of said satellites relative to said determined position and relative to the orientation of said integrated position and direction system. 17. A method as recited in claim 16 further comprising: f) indicating said determined position. 18. A method as recited in claim 17 further comprising: g) utilizing a display coupled to said satellite positioning system and coupled to said digital compass, said orientation of said satellites relative to said determined position and relative to the orientation of said integrated position and direction system indicated on said display. 19. A method as recited in claim 18 wherein a plurality of icons that represent said satellites are displayed on said display. 20. A method as recited in claim 19 wherein an icon that represents said determined position is displayed on sa id display. torque during reverse vehicle running; calculate the target engine torque by dividing the target drive force by the speed ratio for calculating the target engine torque; and control the engine so that the engine torque coincides with the target engine torque. 2. The vehicle drive system as defined in claim 1, wherein the controller further functions to: calculate the second value by correcting the first value to a larger value so that the drive force during reverse vehicle operation becomes smaller than the target drive force by a predetermined rate. 3. The vehicle drive system as defined in claim 1, wherein the controller further functions to: apply a delay process on the speed ratio for calculating the target engine torque during switching between forward and reverse vehicle operation. 4. The vehicle drive system as defined in claim 3, wherein the controller further functions to: apply the delay process on the speed ratio for calculating the target engine torque by limiting a varying speed of the speed ratio for calculating the target engine torque. 5. The vehicle drive system as defined in claim 3, wherein the controller further functions to: apply the delay process on the speed ratio for calculating the target engine torque only when the speed ratio decreases before and after switching between forward and reverse vehicle operation. 6. A vehicle drive system comprising: an engine; an automatic transmission connected to the engine; means for detecting a running condition of the vehicle; means for detecting an operational condition of the transmission; means for calculating a target drive force based on the running condition of the vehicle; means for calculating a first value based on the state of the transmission; means for setting the first value as a speed ratio for calculating a target engine torque during forward vehicle operation; means for setting a second value calculated by correcting the first value to a larger value as the speed ratio for calculating the target engine torque during reverse vehicle running; means for calculating the target engine torque by dividing the target drive force by the speed ratio for calculating the target engine torque; and means for controlling the engine so that the engine torque coincides with the target engine torque. ntrol unit including at least two regular control modules which determine an output associated with a manipulated variable of a controlled system based on predetermined input information; and an optimal process unit for directly optimizing control parameters of said regular control modules configured to perform the optimization method of claim 1. 5. The method according to claim 1, wherein after optimizing one control module, the other control module is optimized so that an obtained characteristic can be improved or maintained. 6. The method according to claim 1, wherein the control modules are optimized at a interval so that obtained characteristics can be improved or maintained. 7. The method according to claim 1, wherein during optimizing one control module, the other control module is optimized in parallel so that obtained characteristics can be improved or maintained. 8. The method according to claim 1 wherein the control modules are optimized in parallel so that obtained characteristics can be improved or maintained. 9. A method for controlling performance of a device, which performance is controlled essentially by at least two control modules each having an input-output relationship regulated by control parameters, optimization of one module affecting optimization of the other, said method comprising the steps of: (a) preselecting multiple candidates of values of the control parameters for each module; (b) activating the device using each candidate in sequence, wherein all of the candidates are used in one cycle; (c) on-line repeating the cycle multiple times; (d) on-line evaluating the performance of the device based on signals indicative of the performance; (e) on-line selecting desirable candidates of the control parameters based on the evaluation outcome; (f) on-line formulating new candidates from the selected candidates; (g) repeating steps (b) through (f) while operating the device until desired performance of the device is demonstrated, wherein the at least two control modules are optimized. 10. The method according to claim 9, wherein the device is an engine for a vehicle. 11. The method according to claim 10, wherein the module which is subjected to the method controls a fuel efficiency, and the other module controls acceleration characteristics. nd data input adapted to receive data regarding the plurality of fluoroscopic images; and a data analyzer coupled to said first data input and to said second data input and adapted to calculate from the ultrasound image a series of three-dimensional coordinates Q1,Q2,. . . , QMassociated with M markers placed in the portion of the body and visible in the ultrasound image and the plurality of fluoroscopic images, wherein M≥4. 5. The system of claim 4, wherein said data analyzer is further adapted to calculate: at least one set of two-dimensional coordinates for the at least one implanted object in each of the plurality of fluoroscopic images; and M sets of two-dimensional coordinates for the M markers in each of the plurality of fluoroscopic images. 6. The system of claim 5, wherein said graphical user interface further includes a coordinate reconstructor coupled to said data analyzer and adapted to determine: a series of three-dimensional coordinates R1,R2,. . . , RNassociated with N implanted objects; and a series of three-dimensional coordinates P1,P2,. . . , PMassociated with the M markers. 7. The system of claim 6, wherein said graphical user interface further includes a coordinate correlator adapted to associate each of the series of three-dimensional coordinates Piwith each of the series of three-dimensional coordinates Qifor each of the M makers, wherein 1≤i≤M. 8. The system of claim 7, wherein said coordinate correlator is further adapted to determine a 3×3 matrix T and a 3×1 vector t by solving an optimization problem. 9. The system of claim 8, wherein: an initial estimate for (T,t) is found by solving a first optimization problem a subsequent estimate for (T,t) is found by solving a second optimization problem wherein I(X) is a scalar intensity of point X in the ultrasound image; and if the second optimization problem has no unique solution, the subsequent estimate for (T,t) is found through a locally optimal solution. 10. The system of claim 8, wherein said coordinate correlator is further adapted to map each of the series of three-dimensional coordinates R1,R2,. . . , RNto a series of three-dimensional coordinates S1,S2,. . , SNby a transformation Sj=TRj+t, wherein 1≤j≤N. 11. The system of claim 1, wherein the at least one implanted object includes a plurality of brachytherapy seeds used in a radiation treatment of affected tissue. 12. A system for determining the three dimensional position of implanted objects, comprising: a computer system adapted to receive a three dimensional ultrasound image of a region containing the implanted objects and a plurality of two dimensional fluoroscopic images of the region, said computer system being adapted to form from said three dimensional ultrasound image and said plurality of two dimensional fluoroscopic images an improved three dimensional image of the region, said improved three dimensional image capable of indicating the location of each of the implanted objects; and a graphical user interface for determining the three dimensional position of the implanted objects with respect to the region, wherein said graphical user interface prompts and coordinates execution of a sequence of steps performed cooperatively by a user and said computer system and further comprises: a data input adapted to receive a number M corresponding to a number of implanted markers and a number N corresponding to a number of the implanted objects; and a data analyzer adapted to: locate the M highly visible implanted markers within the three dimensional ultrasound image, where M≥4; and store on a computer-readable medium a series Q1,Q2,. . . , QMfor 1≥i≥M wherein Qicorresponds to a unique set of three dimen