An error amplifier includes a differential amplifier stage having two inputs and one output. An MOS transistor has a gate terminal connected to the output of the differential amplifier stage, a source terminal connected to a first supply potential and a drain terminal forming an output of the error amplifier. A diode is connected in the conducting direction between the drain terminal of the MOS transistor and a second supply potential.

In analog signal processing, output buffer amplifiers are needed for many applications, such as to drive earphones and loudspeakers in end-user telephone equipment. The demands made of an output buffer amplifier in that case include the capability of driving low-ohmic loads, sometimes with a high capacitive component, a large output signal rise up to near the operating voltage, adequate linearity without transfer distortion, and only slight quiescent current consumption. Conventional output buffer amplifiers are constructed as end stages of class AB in CMOS technology, and they have two drain-coupled complementary MOS transistors. The two MOS transistors are triggered by error or fault amplifiers, which are each fed back from the coupled drain terminals of the two MOS transistors to one input of the error amplifier. Such error amplifiers are known, for instance, from a paper by K. E. Brehmer and J. B. Wieser, entitled "Large Swing CMOS Power Amplifier", in IEEE Journal of Solid-State Circuits, Vol SC-18, No. 6, pp. 624-629, December 1983; a paper by B. K. Ahuja, P. R. Gray, W. M. Baxter and G. T. Uehara, entitled "A Programmable CMOS Dual-Channel Interface Processor for Telecommunications Applications", in IEEE Journal of Solid-State Circuits, Vol. SC-19, pp. 892-899, December 1984; and a paper by J. A. Fisher, entitled "A High-Performance CMOS Power Amplifier"- in IEEE Journal of Solid-State Circuits, Vol. SC-20, No. 6 pp. 1200-1205, December, 1985.
The error or fault amplifier introduced by K. E. Brehmer and J. B. Wieser includes a symmetrically structured input differential amplifier stage with two source-coupled MOS transistors, which are connected to a supply potential through a current source. The drain terminals of the two MOS transistors are connected to the other supply potential through a current mirror circuit. The output of the input differential amplifier stage is carried to the gate terminal of an MOS output transistor located on the source side at the other supply potential, and to the source terminal of a further MOS transistor located on the gate side of the first supply potential. The drain terminal of the MOS output transistor is connected directly, and the drain terminal of the further MOS transistor is connected through an interposed capacitor, to the gate terminal of one of the two MOS transistors of the input differential stage. If the potential at the drain terminal of the MOS output transistor varies in the direction of the other supply potential, then the potential at the coupled source terminals of the two MOS transistors of the input differential stage shifts in the direction of the first supply potential, while the output of the input differential amplifier stage migrates in the direction of the second supply potential. As a result, one of the two MOS transistors of the input differential amplifier stage is already forced into the startup range at a medium control level, and the control level of the entire error amplifier is hindered as a result. The error amplifier therefore has only slight in-phase controllability.
It is accordingly an object of the invention to provide an error amplifier, which overcomes the hereinafore-mentioned disadvantages of the heretofore-known devices of this general type.


A card protection device and method of protecting data stored on a contactless smartcard are disclosed. The card protection device may include an antenna, a detector circuit, and an alerting circuit. The antenna may include a magnetic loop that is coupled to a tuning circuit responsive to magnetic field emissions in a frequency band associated with contactless smartcard communications. The detector circuit is coupled to the antenna and may include control logic for attenuating the magnetic field emissions based on smartcard operating characteristics. The detector circuit can store energy associated with the magnetic field emissions and the alerting circuit can provide an audible and/or visual alert using the stored energy. Optionally, the card protection device may be integrated with other smartcard communication functions and/or it may share components with a contactless smartcard.

The present application relates generally to communications and, more particularly, to communication with contactless smartcards.
Contactless smartcards are widely used to purchase goods and services. For example, it is now possible to pay for gasoline, groceries, and transit fares simply by waving a contactless smartcard in the vicinity of a card reader. Contactless smartcards provide the cardholder with a quick and convenient way to transfer value.
A contactless smartcard communicates with a card reader using electromagnetic radiation. Card transactions typically involve an over-the-air exchange of information such as account numbers and card identifiers. These exchanges may be susceptible to eavesdropping which can lead to hacking the smartcard and possibly the theft of its value.
Data encryption can help to reduce the incidence of hacking attacks. However, encryption algorithms are not effective in every situation and may be susceptible to unforeseen weaknesses. Moreover, there is a large body of unencrypted or weakly encrypted cards now in circulation.


A printed wiring board includes an interlayer resin insulation layer having the first surface, the second surface on the opposite side of the first surface, and a penetrating hole for a via conductor, a conductive circuit formed on the first surface of the interlayer resin insulation layer, a via conductor formed in the penetrating hole and connected to the conductive circuit on the first surface of the interlayer resin insulation layer, and a surface-treatment coating formed on the surface of the via conductor exposed from the second surface of the interlayer resin insulation layer through the penetrating hole. The via conductor is made of a first conductive layer formed on the side wall of the penetrating hole and a plated-metal filling the penetrating hole. The surface of the via conductor is recessed from the second surface of the interlayer resin insulation layer.

1. Field of the Invention
The present invention relates to a super-thin printed wiring board which can be used preferably for an SSD or the like to mount multiple flash memories, and to a method for manufacturing such a printed wiring board.
2. Discussion of the Background
With the aim of providing a thin-type wiring board, for example, a manufacturing method is disclosed in Japanese Laid-Open Patent Publication 2006-19433. In the manufacturing method, an insulation layer is formed on a silicon substrate and a via conductor is formed in the insulation layer. After that, a wiring layer is formed on the via conductor, and a semiconductor element is mounted on the wiring layer and encapsulated with resin. Then, the silicon substrate is removed and a wiring board is obtained. The contents of this publication are incorporated herein by reference in their entirety.

Printed wiring board and method for manufacturing the same


An assist strap is installed by rotating an assist strap handle to drive a mandrel, in the base of the assist strap, into a projection in a service on which the assist strap is mounted. An apparatus for mounting an assist strap in a motor vehicle includes projecting fastening means extending from the base of the assist strap and a mandrel mounted to slide between a first position disengaged from the fastening means and a second position wherein the mandrel engages the fastening means to limit the movement of the fastening means thereby locking the fastening means to the vehicle body structure. A handle may be mounted to the base for pivotal movement such that applying a force to the handle drives the mandrel from the first position to the second position. Additionally, the handle may be secured in a preassembly position utilizing a breakaway tab such that the force necessary to drive the mandrel from the first position to the second position is less than the force required to rupture the breakaway tab securing the handle in a preassembled position.

Various assist straps and grab handles have been utilized in vehicles and are typically located adjacent the door opening to provide a support which may be utilized by an occupant of the vehicle to assist the occupant in either entering or exiting the vehicle. These supports have been fastened to the body structure of the motor vehicle with screw rivets or a similar fasteners. The herein described assist strap is mounted without the use of any such fastening devices.
The assist strap as described herein includes projecting fastening means extending from an assist strap base, the fastening means having a contact surface which extends through an opening defined by a sheet metal structure to engage the sheet metal adjacent the opening. These flexible legs are compressed when inserted through the opening and thereafter expand to engage the sheet metal adjacent the opening. To lock the fastening means within the opening, a mandrel is slidably displaced between the legs to prevent the legs from being compressed thereby securing the fastening legs to the sheet metal adjacent the opening.
A handle is mounted to the base of the assist strap for pivotal displacement. A spring is utilized to bias the handle to a storage position However, prior to assembly a breakaway tab is utilized to lock the handle in position relative to the base. The breakaway tab overcomes the bias of the spring to maintain the handle in position until such time as the breakaway tab is ruptured.
The mandrel is provided for sliding displacement between a first position where it does not prevent displacement of the legs such that the assist strap may be fastened, and a second position wherein the mandrel is secured between the legs to lock the legs in the assembled position. The mandrel extends outwardly from the base of the assist strap when in the nonassembled position. The handle is appropriately positioned such that displacement of the handle effects contact with the mandrel to drive the mandrel from the first position to the second position.
The breakaway tab is sized such that upon an application of sufficient force to the handle to drive the mandrel from the first position to the second position, the breakaway tab will be ruptured. Hence, the breakaway tab may be sized to tune the amount of force necessary to rupture the tab and consequently the amount of force necessary to drive the mandrel from the first position to the second position to lock the assist strap in the assembled position.
Furthermore, the handle is appropriately configured such that the application of force to the mandrel from the handle is applied axially to the mandrel to prevent bending forces. Hence, the applied force is concentrated in the desired direction. Additionally, the handle has a smooth sliding surface coacting with the mandrel at the surface such that frictional forces therebetween are reduced.
The assist strap base may define a larger diameter opening and a smaller diameter opening and the mandrel may include a head which is sized to fit within the large diameter opening and a body portion which fits within the smaller opening. When the handle drives the mandrel to the second position, the head is engaged flush with the base of the assist strap providing an appropriately pleasing appearance to the assist strap in the assembled position.
Should the mandrel be driven between the fastening legs prior to assembly of the assist strap to the vehicle body structure, then assembly of the assist strap will be prevented. It is necessary to have the mandrel in the first position such that the fastening legs may be compressed to allow the legs to slide through the opening in the body sheet metal structure to allow assembly of the assist strap in the first place. Hence, the operator will not be able to assemble the assist strap unless the mandrel is in the first position, and once assembled, the operator must apply sufficient force to break the breakaway tab, which force will be sufficient to drive the mandrel to the second position assembling the assist strap to the motor vehicle. Hence, a highly reliable means for mounting the assist strap to a motor vehicle has been provided.
Although described herein as an assist strap, the means for mounting an assist strap to a vehicle is applicable to mounting any accessory to the motor vehicle. Such an accessory may include a lighting module, a coat hook, a combination assist strap and coat hook, a hanger, a display, a console or similar type devices.
Additionally, the assist strap or accessory as used in a motor vehicle typically is mounted to extend from a decorative surface side of a substrate through the substrate and then into the vehicle body structure. Hence, the base of the assist strap or accessory serves to trap the substrate between the base and vehicle body structure thereby securing the substrate in the desired position. In this manner, additional structural integrity or support may be provided to the substrate or other interior decorative components of the vehicle while mounting the assist strap or accessory to the motor vehicle.


The present invention relates to azo dyes of the formula (1)

The invention is situated within the technical field of fiber-reactive azo dyes.
Within the textile industry there is a demand for orange reactive dyes with very good buildup and good fastnesses, which are needed more particularly for dyeing in mixtures with other dyes.
The dyes disclosed by EP 0 785 237 A1 and KR 20020038989 have not yet covered this demand. Consequently there is further demand for such dyes.

Fiber-reactive azo dyes and dye mixtures, preparation thereof and use thereof

Abstract: in which R, M, and Y are defined as stated in claim 1, to dye mixtures comprising them, to processes for preparing them, and to their use.


A method and apparatus whereby a fingerprint verifier has a mechanism to slide a prism over an imaged area of a camera. The position of the prism being determined by a binary absolute linear code on a sliding mechanism imaged by the same camera at the side of the fingerprint wherein the images are knitted together to simulate a large CCD.

Prior art techniques for obtaining fingerprints have included application of ink to a person's fingertips and rolling or simply pressing the tips of the individual's fingers to appropriate places on a recording card. This system has severe limitations, the least of which is the use of ink which can often require several attempts before a usable image is obtained. Furthermore, use of an ink-based system requires cooperation of the individual from whom the prints are being taken, since blurring and smearing of the prints often occurs when attempts are made to obtain fingerprints from a hostile individual. Additionally, it is difficult to easily adapt inked prints for computerized storage and retrieval; thus making it difficult for various governmental agencies to reliably transfer and share data.
Several attempts have been made to optically acquire fingerprint images, however known systems have various drawbacks. In order to record data correctly, it is necessary to utilize trained personnel to aid the individual in guiding his/her fingers over the optical reading area. The fingers must be accurately positioned and the rate of rotation of the fingers must not exceed the recording abilities of the device. If the fingers are not rotated at the correct speed, data will be lost necessitating repeating of the entire procedure.
Several of these systems generate an optical image in real time, but they suffer from errors caused by their need to approximate the complete fingerprint image by electronically combining a plurality of smaller images or "slices" and smoothing the edges of the slices together to form an image which has the appearance of a full fingerprint. In performing the smoothing operation, a composite image is created which averages the data contained in the adjacent image slices, discarding discontinuities and artifacts so as to arrive at what can be described as a "best guess" image.
Improvements on this so-called "best guess" scenario have sought to provide overlapping slices wherein the image is formed by generating a composite array as a mathematical function of a comparison and an average of the overlapping data which constitutes the overlapping portions of adjacent slices. While this method more accurately characterizes transitions between the boundaries of adjacent image slices, the averaging of discontinuities and discarding of artifacts continues to prevent the obtention of images having the desired degree of accuracy and resolution. Such images still engender a degree of inaccuracy which, when coupled with the limits of resolution and recording inherent in the available hardware, render them unacceptable.
U.S. Pat. No. 4,933,976 discloses a method for generating data characteristic of a rolled fingerprint image. The method requires storing arrays of digital data characteristic of adjacent and overlapping fingerprint images of portions of the finger as the finger is rolled across an optical device, the optical device capturing the image and generating a composite array of digital data characteristic of a rolled fingerprint image as a mathematical function of overlapping image portions of the fingerprint.
What is lacking in the art is a method and apparatus for reliably recording accurate high resolution electronic optical images of fingerprints without the necessity of adhering to critical sampling procedures. Such an invention would enable an untrained individual to accurately record fingerprint images which do not inherently contain unacceptable errors due to averaging of the image while processing.


An optical information processing apparatus includes a scanning device for scanning an information track on an optical recording medium by a focused light spot, a moving device for moving the light spot in the direction of an optical axis of the scanning device and/or in a direction which is perpendicular to the optical axis with respect to the information track, a detecting device for detecting focusing and/or tracking error signals of the light spot with respect to the information track, a control device for returning the detected error signal to the moving device, a limiting device for electrically limiting a range of movement of the light spot, and an adjusting device for adjusting the range of movement of the light spot which is limited by the control device in accordance with a sensitivity of the moving device.

1. Field of the Invention
The present invention relates to an optical information processing apparatus in which an optical recording medium is scanned by a focused light beam and information is recorded thereon and/or reproduced therefrom.
2. Related Background Art
Hitherto, various kinds of media, such as the disk type, card type, tape type, and the like have been known as forms of recording media to record information thereon, and to read out the recorded information therefrom, by using light beams. Among them, the demand for an optical information recording medium formed in a card shape (hereinafter, referred to as an "optical card") is increasing more and more as a small-sized and light-weight portable medium having a large memory capacity.
FIG. 1 is a schematic plan view of such an optical card 101. Reference numeral 102 denotes an information recording area; 103 indicates an information track; reference numerals 104 and 104' denote track selecting areas; and reference numeral 105 indicates a home position of a light spot.
Information is recorded as an optically detectable recording bit train (information tracks) on the optical card 101 by scanning by a light beam modulated in accordance with recording information and focused to a micro spot. In this case, to accurately record information without causing any difficulty such as crossing of information tracks or the like, the irradiating position of the light spot needs to be controlled (auto tracking; hereinafter, referred to as an "AT") on the optical card surface in a direction perpendicular to the scanning direction. On the other hand, in order to irradiate the light spot as a micro spot of a stable size irrespective of any bending or mechanical error of an optical card, it is necessary to control auto focusing (hereinafter, referred to as an "AF") in the direction perpendicular to the optical card surface. In addition, the AT and AF are also necessary in the reproducing mode.
FIG. 2 shows a constructional diagram of an apparatus for recording information onto and reproducing information from an optical card. Reference numeral 106 denotes a motor to drive the optical card 101 in the directions indicated in the diagram by the double-head arrow 107 is a light source such as a semiconductor laser; 108 a collimating lens to convert the light from the light source 107 into the parallel light beam; 109 a beam splitter; 110 an objective lens; 111 a tracking coil; 112 a focusing coil; 113 and 114 condenser lenses; 115 and 116 photoelectric converting elements for tracking signal detection and for focusing signal detection; 117 a tracking controlling circuit; and 118 a focusing controlling circuit. The coils 111 and 112 are combined with magnets (not shown) and construct a tracking actuator and a focusing actuator, respectively. Currents are allowed to flow through the tracking coil 111 and focusing coil 112 in response to commands from the control circuits 117 and 118 on the basis of a tracking signal and a focusing signal which are detected by the photoelectric converting elements 115 and 116, respectively, so that the objective lens 110 is moved and the AT and AF are executed. On the other hand, reference numeral 119 denotes a system controller to control a recording and reproducing apparatus and 120 indicates a group of various control signals which are output from the system controller 119. Although signals other than signals 120 are also output from the controller 119, they are not shown here. Reference numeral 121 denotes an optical head and 122 indicates a drive motor to move the optical head in the direction indicated by arrow u in FIG. 1.
The light beam from the light source 107 is converted to the parallel light by the collimating lens 108 and is transmitted through the beam splitter 109. Thereafter, the light is focused onto the recording track on the optical card 101 by the objective lens 110. The light reflected by the recording track is again transmitted through the beam splitter 109 and is divided into two light beams by a beam splitter 109'. The divided light beams are respectively focused onto the photoelectric converting element 115 for tracking signal detection and the photoelectric converting element 116 for focusing signal detection by the condenser lenses 113 and 114. Electric signals from the photoelectric converting elements 115 and 116 are used as a tracking error signal and a focusing error signal by the tracking controlling circuit 117 and the focusing controlling circuit 118, respectively. By allowing currents to flow through the tracking coil 111 and focusing coil 112, the objective lens 110 is moved and the AT and AF are executed.
FIG. 3 is a detailed diagram of the tracking controlling circuit 117.
In the diagram, the same parts and components as those in FIG. 2 are designated by the same reference numerals. A tracking error signal 203 detected by the photoelectric converting element 115 is transmitted through a phase compensating circuit 202 and a limiter 301 and is amplified by an operational amplifier 302 and is input to the tracking coil 111. The limiter 301 is used to limit the maximum current which flows through the coil 111. The maximum current is limited a to prevent a breakage of the actuators due to the inflow of an overcurrent or to prevent unnecessary motion of the objective lens when noises appear in the signal 203 due to dust or scratches on the medium.
However, in the foregoing conventional apparatus, even in the case when a variation in sensitivity of the actuators occurs, depending on the type of apparatuses used, the maximum current is constant. Therefore, the moving distance of the objective lens due to the limited current differs, dependent on each of the actuators. That is, in the case of the actuator having a high sensitivity, the moving distance of the objective lens is large. On the contrary, in the case of the actuator of a low sensitivity, the moving distance is small. Therefore, large noises appear in the signal 203 due to dust or scratches on the medium. A variation in movement amount of the objective lens occurs when the current is limited depending on the type of apparatus used. This presents a problem such that in a certain apparatus, the AT is effective notwithstanding the existence of a large amount of dust, but in another apparatus, the AT is made ineffective, even by the existence of a small amount of dust, and in this manner, the quality of the apparatus becomes unstable.

Optical information processing apparatus including a limiter for limiting error of focusing and/or tracking actuators and a circuit for adjusting the limit range thereof


In an embodiment, an internal combustion engine comprises a plurality of cylinders, each of the plurality of cylinders comprising at least one intake deactivator operatively connected to at least one intake valve and at least one exhaust deactivator operatively connected to at least one exhaust. An intake deactivator controller is operatively connected to the intake deactivators associated with at least two cylinders of the plurality of cylinders, and an exhaust deactivator controller is operatively connected to the exhaust deactivators associated with the at least two cylinders. In another embodiment, only a single deactivator controller is operatively connected to both the intake deactivators and to the exhaust deactivators associated with the at least two cylinders of the plurality of cylinders.

FIG. 1 is a partial schematic illustration of an internal combustion engine 100 including a cross-sectional view of an engine cylinder 102 and related valve actuation systems in accordance with the instant disclosure. Although a single cylinder 102 is illustrated in FIG. 1, this is only for ease of illustration and it is appreciated that internal combustion engines often include multiple such cylinders driving a crankshaft (not shown). The engine cylinder 102 has disposed therein a piston 104 that reciprocates upward and downward repeatedly during both positive power operation (i.e., combustion of fuel to drive the piston 104 and the drivetrain) and engine braking operation (i.e., use of the piston 104 to achieve air compression and absorb power through the drivetrain) of the cylinder 102. At the top of each cylinder 102, there may be at least one intake valve 106 and at least one exhaust valve 108. The intake valve(s) 106 and the exhaust valve(s) 108 are opened and closed to provide communication with an intake gas passage 110 and an exhaust gas passage 112, respectively. Valve actuation forces to open the intake valve 106 and exhaust valve 108 are conveyed by respective valve trains 114, 116. In turn, such valve actuation forces (illustrated by the dashed arrows) may be provided by respective main and/or auxiliary motion sources 118, 120, 122, 124 such as rotating cams. As used herein, the descriptor "main" refers to so-called main event engine valve motions, i.e., valve motions used during positive power generation, whereas the descriptor "auxiliary" refers to other engine valve motions for purpose other than positive power generation (e.g., compression release braking, bleeder braking, cylinder decompression, brake gas recirculation (BGR), etc.) or in addition to positive power generation (e.g., internal exhaust gas recirculation (IEGR), variable valve actuations (VVA), Miller/Atkinson cycle, swirl control, etc.).
The valve trains 114, 116 may include any number of mechanical, hydraulic, hydro-mechanical, electromagnetic, or other type of valve train elements known in the art. For example, each of the valve trains 114, 116 may include one or more cam followers, push tubes, rocker arms, valve bridges, etc. used to transfer valve actuation motion to the valves 106, 108. Additionally, one or more lost motion components may be included in either or both valve trains 114, 116 whereby some or all of the valve actuation motions typically conveyed by the valve trains 114, 116 are prevented from reaching the valves 106, 108, i.e., they are "lost." A particular function employing such lost motion is cylinder deactivation.
Generally, cylinder deactivation (CDA) refers to techniques for discontinuing positive power production by a cylinder in an internal combustion engine, frequently for the purpose of reducing fuel consumption. In the context of FIG. 1, lost motion components 126, 128, referred to herein as "deactivators," are provided in the respective intake and exhaust valve trains 114, 116 to effectuate cylinder deactivation. Each deactivator 130, 132 is controlled by a corresponding deactivator controller 130, 132 that, in turn, is controlled by an engine controller 134. The engine controller 134 may comprise any electronic, mechanical, hydraulic, electrohydraulic, or other type of control device for communicating with and controlling operation of the deactivator controllers 130, 132. For example, the engine controller 134 may be implemented by a microprocessor and corresponding memory storing executable instructions used to implement the required control functions, as known in the art. It is appreciated that other functionally equivalent implementations of the engine controller 134, e.g., a suitable programmed application specific integrated circuit (ASIC) or the like, may be equally employed. Further, the engine controller 134 may be linked to suitable instrumentation to obtain data (to be used in the required control functions) corresponding to various engine operating parameters such as crankshaft position, engine speed, vehicle speed, oil temperature, coolant temperature, manifold (or port) temperature, manifold (or port) pressure, cylinder temperature, cylinder pressure, particulate information, other exhaust gas parameters, driver inputs (such as requests to initiate engine braking), transmission inputs, vehicle controller inputs, engine crank angle, and various other engine and vehicle parameters known to those skilled in the art. Likewise, it is known in the art to implement such deactivators using a hydraulically-controlled component that may be switched between an active/locked/un-collapsed state where engine valve actuation are conveyed to the engine valves (sometimes referred to herein as an "activation state"), and an inactive/unlocked/collapsed state where valve actuation motions are not conveyed to the engine valves (sometimes referred to herein as a "deactivation state"), thereby effectively deactivating the corresponding cylinder.
An example of such a hydraulically-controlled component is illustrated and described in U.S. Pat. No. 9,790,824 (the "'824 patent"), which describes a locking mechanism that is normally in a locked/un-collapsed or motion-conveying state, and that switches to an unlocked/collapsed or motion-absorbing state when hydraulic fluid is applied. Further, each locking mechanism described in the '824 patent may be applied to individual engine valves (e.g., in a rocker arm actuating a single engine valve) or multiple engine valves (e.g., in a valve bridge used to actuate two or more engine valves). Whey hydraulically-controlled deactivators are employed, the deactivator controller 130, 132 is typically implemented using a solenoid controlling flow of hydraulic fluid (e.g., motor oil) to the hydraulically-controlled deactivator.
Significantly, the deactivators 126, 128 associated either with intake valve or exhaust valves are typically controlled by a corresponding deactivator controller 130, 132 associated with a single cylinder, i.e., there is a one-to-one correspondence between deactivators controllers and cylinders. (Note that, in some systems, only a single deactivator controller is provided for both the intake and exhaust deactivators for a given cylinder. However, even in this case, the one-to-one correspondence of the deactivator controllers to cylinders is maintained.) For example, as shown in FIG. 1, the intake deactivator controller 130 operatively connected to the one or more intake-related deactivators 126 and the exhaust deactivator controller 132 operatively connected to the one or more intake-related deactivators 128 are each dedicated to the single cylinder 102 shown. Individual control of each type of deactivator (intake or exhaust) on a per cylinder basis is desirable in order to manage transient behavior when providing cylinder deactivation in a particular cylinder sequence to either trap gasses (not to be confused with fuel) in a given cylinder, or to prevent trapped gasses in such cylinder depending on the problem being addressed by cylinder deactivation. (Such trapping of gasses or vacuums in deactivated cylinders may be desirable depending on the capabilities of a particular internal combustion engine.) For example, in order to trap gas in a deactivated cylinder, deactivation of main exhaust events should be effectuated after a main intake valve event occurs, followed by deactivation of subsequent main intake valve events for the duration of the deactivation state. In this manner, gases are introduced into the cylinder prior to deactivation of all valve events. On the other hand, in order to trap a vacuum in a deactivated cylinder, the process is reversed; that is, deactivation of main intake event should be effectuated after a main exhaust valve event occurs, followed by deactivation of subsequent main exhaust valve events for the duration of the deactivation state. In this manner, gasses are expelled from the cylinder prior to deactivation of all valve events.
The strategy of one-to-one correspondence between deactivator controllers and cylinders requires a large quantity of costly control components (e.g., solenoids) and wiring that may not package well beneath an engine valve cover. For example, FIG. 2 very schematically illustrates a inline engine comprising six cylinders 202. In keeping with the one-to-one strategy, each cylinder 202 in this case has associated therewith a deactivator controller 204 operatively connected to the intake and exhaust deactivators for the given cylinder, thereby resulting in a total of six deactivator controllers.
Further complicating matters, engine braking systems used on heavy duty diesel engines often require additional control components (such as solenoids) for activation of engine brake valve motion. For example, engine braking of the so-called "1.5 stroke" type requires elimination of exhaust main event valve actuations in combination with application of engine braking valve actuations. Prior art systems for implementing such 1.5 stroke engine braking is disclosed in U.S. Patent Application Publication No. 2019/0040772 (the "'772 application"), which utilizes a solenoid for collapse of the exhaust motion (independent of intake motions) and an additional solenoid to activate the braking motion. Consequently, addition of cylinder deactivation to a system of the type described in the '772 application to a six cylinder engine with 1.5 stroke engine braking would require 12 deactivator controllers for main event deactivation, and at least one additional controller (solenoid) for engine brake control. Furthermore, two controllers are often preferred for engine brake control (e.g., in a six cylinder engine, one engine brake controller corresponding to cylinders one through three, and another engine brake controller corresponding to cylinders four through six) to provide fast response time and the ability to provide partial brake power levels for low power demands. This is illustrated in FIG. 3 showing a similar inline-six engine 300 comprising a first cylinder group 302 (comprising the first through third cylinders) and a second cylinder group 304 (comprising the fourth through sixth cylinders). As further shown, each cylinder group 302, 304 has associated therewith an engine braking controller 306, 308, resulting in a total of 14 controllers to provide 1.5 stroke engine braking and cylinder deactivation. This is not only costly, but often impossible to package on an engine given tight space constraints beneath the engine valve cover.
Thus, cylinder deactivation techniques that overcome the above-noted shortcomings would represent a welcome addition to the art.

Systems having deactivator controller operatively connected to deactivators for at least two cylinders and methods for cylinder deactivation


A start/stop device initiates an automatic activation process of an automatically deactivated drive machine of a motor vehicle, in particular of a motor vehicle with an automatic transmission. The drive machine can be automatically deactivated when the motor vehicle is traveling, and the automatically deactivated drive machine can be activated on the basis of driver actions. The start/stop device is configured to initiate an automatic activation of the drive machine which is automatically deactivated when the motor vehicle is traveling on the basis of a detected drive dynamic desired by the driver.

The invention relates to a start-stop device for triggering an automatic switch-on procedure of a drive machine that has been automatically switched off in a motor vehicle.
Internal combustion engines are essentially usually switched off manually by the driver by use of an ignition key. One exception is a method that is disclosed in DE 100 23 331 A1. In this case, the brake pedal position or the brake pedal pressure is evaluated in lieu of the ignition key. The switch-off procedure of the internal combustion engine is initiated if the brake pedal is actuated more intensely in its already actuated position after the motor vehicle has come to a standstill. In order to travel further, the brake pedal is released and the gas pedal is pressed, as a result of which a procedure of starting the internal combustion engine is initiated. The disadvantage with this particular method is that the motor vehicle driver alone is responsible for switching off the internal combustion engine. Analysis of modern driving behavior indicates that despite an increased environmental awareness and increased fuel prices, the internal combustion engine is rarely switched off independently manually such as, for example, at traffic signals.
In order to reduce fuel consumption and pollutant emissions, methods and systems are already currently used in many vehicles to automatically switch off the internal combustion engine of a motor vehicle when the vehicle is at a standstill under specific conditions or if predetermined switch-off conditions are present. These systems automatically switch the internal combustion engine back on if predetermined switch-on conditions are present. Methods and systems of this type or start-stop devices are suitable above all for urban traffic for reducing the fuel consumption since in urban traffic the vehicle often comes to a standstill at traffic signals or on account of the traffic and the operation of the internal combustion engine is no longer required.
A method of this type is disclosed by way of example in DE 10 2008 061 790 A1. In this case, the internal combustion engine is automatically switched off if the vehicle is braked to a standstill and said vehicle is held at a standstill by means of actuating the brake pedal. Furthermore, an automatic procedure of starting the internal combustion engine may be prevented when the brake pedal is released if the brake pedal is pressed intensely when the internal combustion engine is switched off. A procedure of restarting is only then performed if the gas pedal is actuated or if an imminent actuation of the gas pedal is identified by means of a footwell monitoring unit.
DE 10 2012 217 899 A1 discloses a method for automatically switching off and starting a drive machine by use of a start-stop device that switches off the drive machine at speeds greater than zero if the gas pedal has been or is released and an (imminent) brake pedal actuation is not identified or assumed. The start-stop device then restarts the automatically switched-off drive machine if an imminent actuation of the gas pedal or brake pedal is identified or assumed by means of a footwell monitoring unit.
Furthermore, DE 10 2010 034 554 A1 discloses a system for switching off and starting an engine, wherein the engine is switched off while the vehicle is traveling if the speed is lower than a predetermined threshold speed and the brake pedal is actuated. The engine is then always restarted if the foot of the driver has released the brake and/or if the throttle position is greater than zero.
The object of the invention is to provide a system that in a simple and cost-effective manner starts an automatic switch-on procedure of a drive machine according to the requests of the driver, said drive machine having been previously automatically switched off while the vehicle was traveling.
This and other objects are achieved by a start-stop device in accordance with embodiments of the invention.
In the case of the start-stop device in accordance with the invention for triggering an automatic switch-on procedure of a drive machine that has been automatically switched off in a motor vehicle, in particular a motor vehicle having an automatic transmission, it is initially assumed that the start-stop device is embodied so as to trigger an automatic switch-off procedure of the drive machine when the motor vehicle is traveling if for example at least the brake pedal is actuated to a sufficient extent. In order to identify that the brake pedal has been sufficiently actuated, it is possible by way of example to evaluate the brake pedal position and/or the braking pressure that is applied and/or the braking torque that is triggered during the brake pedal actuation. As a further requirement for triggering an automatic switch-off procedure, it may be provided by way of example that the speed of the vehicle must be lower than a fixed or variable defined speed threshold (for example 15 km/h) prior to an automatic switch-off procedure being triggered. The term "drive machine" may be understood to be any drive machine that provides the force for driving the vehicle. In particular, in this case said drive machine may be an internal combustion engine.
The invention is furthermore based on the knowledge that when a drive machine is automatically switched off while the vehicle is traveling when the brake pedal is actuated, triggering a procedure of restarting the drive machine when the brake is released, does not always correspond with the request of the driver or is not expedient for energy efficiency reasons. An automatic switch-on procedure of the drive machine when the brake is released would thus conflict with the braking behavior of drivers who would like to roll to a stationary object or a red traffic signal using a switched-off drive machine and in this case would take his foot away from the brake entirely. A switch-on algorithm that only leads to an automatic switch-on procedure of the drive machine when the gas pedal is actuated (or when an actuation of the gas pedal is assumed) would likewise not always be expedient since this is too late in specific traffic situations or operating situations of the vehicle.
The fundamental idea of the invention is to provide a switch-on algorithm that is better coordinated with the requirements of the driver taking into account the aspect of energy consumption. In this case, it has proven to be advantageous depending upon the traffic situation and/or operating situation of the vehicle to also use different switch-on conditions or switch-on algorithms.
In order to be able to provide a system that follows the fundamental idea, in accordance with the invention it is provided that the above-explained start-stop device is further configured so as, depending upon an identified driving dynamic that is requested by the driver, to trigger an automatic switch-on procedure of the drive machine that has been automatically switched off while the vehicle was traveling (in other words at speeds greater than zero). The term "requested driving dynamic" may in particular also be understood as a requested negative driving dynamic, in other words a requested decelerating dynamic, and a decision regarding triggering an automatic switch-on procedure of the drive machine that has been automatically switched off is made depending upon said requested driving dynamic.
In order to be able to make a suitable decision, depending upon the identified (negative) driving dynamic that is requested by the driver, regarding triggering an automatic switch-on procedure of the drive machine that has been automatically switched off, the start-stop device is advantageously further configured so as to trigger an automatic switch-on procedure of the drive machine that has been automatically switched off while the motor vehicle was traveling in the case of an identified or assumed high driving dynamic that is requested by the driver and/or said start-stop device is configured so as, when a normal or low driving dynamic that is requested by the driver is identified or assumed not to trigger or to prevent an automatic switch-on procedure of the drive machine that has been automatically switched off while the motor vehicle was travelling, in other words the engine is not started, in the case of an identified or assumed lower normal driving dynamic that is requested by the driver (for example if the driver would only like to decelerate the vehicle less intensely by means of releasing the brake (in other words (negative) driving dynamic).
In order to identify a driving dynamic that is requested by the driver, it is possible, by way of example, to evaluate the pedal actuating dynamic that may be identified when the brake is released. For this purpose, the start-stop device may be configured, —in particular at speeds greater than zero—so as to trigger an automatic switch-on procedure of the drive machine depending upon the identified pedal actuating dynamic when the brake is released. For this purpose the start-stop device may be configured so as to then trigger an automatic switch-on procedure of the drive machine if (when the vehicle is moving) a high brake pedal release dynamic is identified, in particular then if the brake pedal is rapidly released, in other words at a speed that is greater than a predetermined threshold speed. In a similar manner to this, the start-stop device may also be configured (when the vehicle is moving) so as not to trigger an automatic switch-on procedure of the drive machine when the brake pedal is released if a normal or a low brake pedal release dynamic is identified, in other words in particular then if the brake pedal is released at a speed that is lower than a predetermined threshold speed.
If the switch-off algorithm is constructed in such a manner that at least one drive machine that has been automatically switched off when the motor vehicle was traveling may only be automatically switched on or may be automatically switched back on under specific conditions when the brake pedal is released, the switch-on algorithm must be expanded in such a manner that, if the drive machine is not switched on when the brake pedal is released (in particular whilst the vehicle is still in motion), the drive machine is automatically switched on at a later point in time or when specific operating conditions are present after releasing the brake pedal. It has been shown that the start-stop device may be advantageously configured, in the case of an—essentially possible but—not triggered automatic switch-on procedure of the drive machine when the brake pedal is released, so as to then trigger an automatic switch-on procedure of the drive machine depending upon the actuation of the gas pedal, wherein in particular then an automatic switch-on procedure of the drive machine is triggered if a predetermined gas pedal actuating threshold is exceeded when the gas pedal is actuated.
The start-stop device may likewise be advantageously embodied in the case of an—essentially possible but—not triggered automatic switch-on procedure of the drive machine when the brake pedal is released—in particular when the vehicle is moving—so as to trigger an automatic switch-on procedure of the drive machine depending upon an identified or assumed defined driving maneuver, wherein in particular then an automatic switch-on procedure of the drive machine is triggered if an overtaking request and/or lane changing request is identified or assumed. This functionality may be used in a similar manner so as to prevent an automatic switch-off procedure if the switch-off procedure and an expected start follow one another so closely with the result that an efficient engine stop duration is not achieved since the fuel savings for the engine off phase would not overcompensate for the consumption of energy for starting the engine. In this case, the procedure of switching off the engine may be delayed until the mentioned reasons are no longer an issue or a situation is identified that makes traveling further unlikely.
In order to identify the defined driving maneuver, different sensor signals may be evaluated, such as for example an indicator signal and/or a signal regarding the steering angle and/or signals identifying the surrounding area and/or information from a navigation device. In addition to the already mentioned defined driving maneuvers, the following driving maneuvers that are identified may trigger an automatic switch-on procedure of the drive machine when the brake pedal has already been released:                if a relevant vehicle traveling ahead suddenly starts up or accelerates,        if a traffic signal phase changes (identifiable for example via a camera or with reference to prevailing backend information,        if the vehicle passes a traffic sign (for example respect right of way) or a stop line,        if the vehicle switches into a new map segment having a higher dynamic than expected or lower probability of being at a standstill (for example entering a roundabout),        if a turn in the road lies ahead in the route plan,        if the end of a traffic jam is reached (that may be identified for example via so-called real time traffic information (abbreviated to RTTI) or        if a combination of the mentioned driving maneuvers occurs.
This functionality may be used in a similar manner so as to already prevent an automatic switch-off procedure if the introduction of the switch-off procedure and the expected start would follow one another so closely with the result that an efficient engine stop duration is not achieved since the fuel savings for the engine off phase could not overcompensate for the consumption of energy for starting the engine. In this case, the procedure of switching off the engine may be delayed until the above-mentioned reasons are no longer an issue or a situation is identified that makes traveling further unlikely. For example, a switch-off automatic procedure of the drive machine when the vehicle is rolling can thus be prevented or not permitted if one of the above-defined driving situations is identified.
The start-stop device may likewise also be configured so as to not permit or to prevent an automatic switch-on procedure of the drive machine depending upon prevailing information regarding the surrounding area. By way of example, if it is possible to identify a request to drive further taking into account the prevailing information regarding the surrounding area this information may thus be used again in such a manner that the start-stop device does not permit or prevents an automatic switch-on procedure of the drive machine (when the vehicle is moving) if a request to drive further cannot be identified. In other words, if a request to drive further is not identified, a so-called switch-on preventer may be activated that prevents a switch-on procedure despite the presence of predetermined switch-on conditions. A request to not drive further may be identified in the following situations that are identified:                the vehicle traveling ahead is stationary or decelerating or the vehicle traveling ahead is traveling at the same speed,        a red traffic signal may be identified for example by means of a camera and/or from prevailing backend data,        a stop sign may be identified for example by means of a camera,        a bottleneck and/or an oncoming vehicle in the driving range of the vehicle may be identified for example by means of PDC, radar, laser scanner and/or data from a navigation system (lane width),        a turning maneuver and/or dead end lie ahead,        the vehicle is driving into an entrance to a garage, an entrance to a courtyard, a parking lot of a ferry or a car transporter,        a developing incline may be identified, for example by means of data of a navigation system, and/or        a combination of any of these situations occurs.
The start-stop device may likewise be configured so as depending upon the requested driving dynamic that is identified or assumed, in particular depending upon the brake pedal release speed, to only then permit or to prevent an automatic startup procedure of the drive machine if with reference to the prevailing information regarding the surrounding area it is not possible to drive further or driving further is unlikely.
A request to not drive further in this case may also be identified for example by means of evaluating prevailing information regarding the surrounding area. The start-stop device may likewise be configured so as to suppress or not to trigger an automatic switch-on procedure of the drive machine if a situation is identified in which a request to drive further is not present and simultaneously only a driver switch-on reason having a normal dynamic is present in order to thus suppress a short-term, assumed undesirable switch-on procedure of the engine.
If the start-stop device is embodied so as to take into account information regarding the area surrounding the vehicle when making the decision regarding triggering an automatic switch-on procedure, the start-stop device may thus be configured in a particularly advantageous embodiment so as to permit or to prevent an automatic switch-on procedure of the drive machine depending upon prevailing information regarding the current prevailing state or the state that is to be imminently reached of a traffic signal that is relevant to the vehicle. In particular, the start-stop device may so as to then prevent or to limit an automatic starting procedure of the drive machine (despite the presence of a driver behavior that could lead at least in the case of specific conditions to an automatic switch-on procedure of the drive machine) if a traffic signal state that is relevant to the motor vehicle is identified that currently or imminently forbids traveling further. An automatic switch-on procedure of the drive machine may be limited in the case of corresponding prevailing information regarding the surrounding area in such a manner that, for example essentially in the case of a specific operational action, an automatic switch-on procedure of the drive machine is triggered but in the case of information regarding the surrounding area, which is identified and is limiting during the same operational action of the driver, an automatic switch-on procedure of the drive machine is only permitted when further switch-on requirements are present.
The start-stop device may likewise also be configured so as to permit, to limit or to prevent an automatic switch-on procedure of the drive machine depending upon prevailing information regarding a relevant vehicle traveling ahead (or that is stationary), in particular regarding prevailing information regarding the speed of the vehicle traveling ahead and where appropriate regarding the distance with respect to the vehicle traveling ahead or the position of said vehicle traveling ahead.
Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of one or more preferred embodiments when considered in conjunction with the accompanying drawing.

Start/stop device for initiating an automatic activation process of an automatically deactivated drive machine

Bayerische Motoren Werke Aktiengesellschaft


Various embodiments of the present disclosure are directed towards an integrated chip including a resistor structure. A resistive layer overlies a substrate. The resistor structure overlies the substrate. The resistor structure includes a resistor segment of the resistive layer and conductive via structures overlying the resistor segment. A ring structure encloses the resistor structure. The ring structure extends continuously from a first point above the conductive structures to a second point below a bottom surface of the resistive layer.

Modern integrated chips use a wide range of devices to achieve varying functionalities. In general, integrated chips comprise active devices and passive devices. Active devices include transistors (e.g., MOSFETS), while passive devices include inductors, capacitors, and resistors. Resistors are widely used in many applications such as RC circuits, power drivers, power amplifiers, RF applications, etc.

Taiwan Semiconductor Manufacturing Company, Ltd.


A system and method verifies phase shifter operation in an antenna array system. The system can include and the method can use a number of antenna elements, and a number of phase shifters. Each of the phase shifters is associated with the respective antenna element of the antenna elements and may include a power amplifier circuit. The system also can include and the method can also use a number of power sensors in communication with the phase shifters. Each of the phase shifters can be associated with a respective power sensor and the power sensor can be configured to detect power associated with the power amplifier circuit.

The present disclosure relates generally to the field of antenna systems. More specifically, the present disclosure relates generally to the field of antenna arrays including but not limited to, phased array antenna systems or electronically scanned array (ESA) antenna systems, such as active electronically scanned array (AESA) antenna systems.
Antenna arrays are utilized with transceivers. As used in this application, the term transceiver refers to an electronic device embodied as a transmitter, a receiver or a transmitter/receiver. The antenna array can be steered by using variable phase shifters coupled to respective antenna elements in the antenna array to direct the antenna at a pointing angle. The phase shifters can be variable phase shifters which provide a set of phase delays in response to a set of commands to direct the antenna to appropriate pointing angles without physically moving the antenna elements.
Validating beam parameters can be important in radar systems, ground communication systems, satellite communication systems, and sensors. Certain applications have certification requirements that mandate that several beam parameters be verified during operation. Phase errors can have deleterious effects on beam parameters. Monitoring beam patterns using conventional techniques adds to the size, cost, power, and weight of transceiver systems. Such conventional techniques often require measurement circuitry at each element and require a radio frequency reference source.
Thus, there is a need for an in-situ method of monitoring an antenna system which does not add to the size, cost, power, and/or weight of the transceiver system. Further, there is a need for a flight critical AESA-based system that uses monitoring for achieving increased mean time between failures, dispatchibility, reliability, and availability. Further still, there is a need for a robust AESA-based or other phased array antenna-based system with in-situ beam pattern monitoring. Further still, there is a need for an AESA-based or other phased array antenna-based system with real time beam pattern monitoring. Further still, there is a need for an AESA-based or other phased array antenna-based system with transmit/received excitation phase monitoring (e.g., at the radiation aperture) that ensures radiation performance and enables self-calibration, and/or self-healing. Yet further still, there is a need for an AESA-based or other phased array antenna-based system with phase monitoring.
It would be desirable to provide a system and/or method that provides one or more of these or other advantageous features. Other features and advantages will be made apparent from the present specification. The teachings disclosed extend to those embodiments that fall within the scope of the appended claims, regardless of whether they accomplish one or more of the aforementioned needs.

Phase position verification system and method for an array antenna


A box-shaped protective cover that covers an upper structural portion of a body of a vibrating compactor is manufactured by executing a cutting process for fashioning a single metal plate into a shape including a first planar portion, a second planar portion, an intermediate portion, and a plurality of side flaps, a bending process for bending or curving the side flaps and the intermediate portion, and a welding process for welding a side flap of the first planar portion to a side flap of the second planar portion.

A metal guard member (a protective cover) is typically attached to a vibrating compactor to protect an engine or another element. Known examples of this type of protective cover include a combination of a metal pipe bent in accordance with a shape of an upper structural portion of a machine body and a metal plate, and a component formed in a box shape that can cover the top, sides, and front (or rear) of the upper structural portion of the machine body by welding together a plurality of metal plates or implementing pressing on a single metal plate.
Patent Document 1: JP H10-140518 A
Patent Document 2: JP H10-266116 A

Protective cover for vibrating compactor and manufacturing method thereof


Magazine insertion is detected and suction of the magazine toward the deep end of a data library device casing is started. An identification code recorded on a recording medium cassette contained in the magazine is read at the timing when the cassette passes a read area of a read device arranged on the data library device case and stored in correspondence with the storage position. Operation is performed according to the storage when transferring the recording medium cassette between the magazine and a drive.

A literature ("2002 New Technology of Matsushita Electric", May 2003, pp. 155-159, (DDS-Equipped Backup Library), issued by R&D Planning Office) describes a data library device illustrated in FIG. 10. This data library device is configured as follows. A plurality of tape cassettes 1 are annularly arranged on a turn table 2. A turn table drive mechanism 3 allows the turn table 2 to rotate. An elevator mechanism 5 inserts/removes a target one of the tape cassettes 1 contained in garages 4 of the turn table 2 into/from a tape drive 6. Thus, data is read out from or written to the target tape cassette.


A memory device includes a stack of layers comprising a plurality of alternating layers of continuous electrically conductive material word line layers with layers of continuous electrically insulating material. A plurality of vias vertically extend through the stack of layers and a vertical bit line is disposed within each via. A layer of switching material separates the vertical bit line from the stack of layers, thereby forming an array of RRAM cells.

Data storage devices generally operate to store and retrieve data in a fast and efficient manner. Some storage devices utilize a semiconductor array of solid-state memory cells to store individual bits of data. Such memory cells can be volatile (e.g., DRAM, SRAM) or non-volatile (RRAM, STRAM, flash, etc.). As will be appreciated, volatile memory cells generally retain data stored in memory only so long as operational power continues to be supplied to the device, while non-volatile memory cells generally retain data storage in memory even in the absence of the application of operational power.
Non-volatile memory devices may include read-only memory (ROM), magnetic storage, flash memory, resistive random access memory (RRAM), and so forth. In particular, RRAM has become increasing popular due at least in part to its faster write/erase cycles (on the order of nanoseconds (ns)) and lower power consumption relative to conventional DRAM and flash memories, as well as its potential for use in high density memory devices, such as memory devices having memory cells fabricated at nanoscopic dimensions.
As the development of non-volatile memory technologies, including RRAM, continues to trend towards smaller scaling dimensions (e.g., nanoscales), limitations on lithography technology is often recognized as one of several challenging aspects in the design of resistive memory devices and, particularly, resistive memory devices at nanoscopic dimensions.


A turbomachinery component for a turbomachine includes feed manifold, a return manifold and a sidewall. The feed manifold is configured to receive a coolant stream therein and includes a plurality of feed plenums. The return manifold includes a plurality of return plenums. The sidewall defines a plurality of feed channels and a plurality of return channels therein. The sidewall further includes an inner surface and an outer surface opposite the inner surface. Each feed channel is in fluid communication with at least one of the feed plenums. Each return channel is in fluid communication with at least one of the return plenums. The sidewall further at least partially defines a plurality of microchannels. Each microchannel is in fluid communication with one of the feed channels and one of the return channels.

The field of the disclosure relates generally to turbomachinery and, more specifically, to systems for removing heat from turbomachinery components.
In at least some known gas turbine engines, air is pressurized in a compressor and mixed with fuel in a combustor for generating a stream of high-temperature combustion gases. Energy is extracted from the gas stream in a turbine which powers a mechanical load. During operation of the gas turbine engine, various hot gas path components are subjected to the high-temperature gas stream, which can induce wear in the hot gas path components. Generally, higher temperature gases increase performance, efficiency, and power output of the gas turbine engine. Thus, at least some known hot gas path components are cooled to facilitate the gas turbine engine to operate with the increased high-temperature combustion gas streams.
Some known hot gas path components include an airfoil with a cooling system, such that a coolant stream, typically composed of bleed air extracted from the compressor, is forced through internal cooling passages defined within the airfoil. The air is then discharged through cooling holes or passages located at an outer surface of the airfoil to transfer heat away from the hot gas path component. This forced air cooling facilitates the hot gas path components functioning in the high-temperature gas stream. Although some known cooling systems include internal cooling passages, such known cooling systems are generally inadequate at facilitating even or targeted cooling of the airfoil. For example, such known systems generally include long, unidirectional internal cooling passages that generally do not permit reclamation of warmed portions of the coolant stream until well after the cooling capacity of the coolant stream has been significantly diminished. As a result, portions of the airfoil do not receive adequate cooling and are prone to undesirable induced temperature gradients. Such temperature gradients result in suboptimal cooling and efficiency of the airfoil.

System for removing heat from turbomachinery components


An inspection method includes: irradiating a first portion of a sample to be inspected with a lighting light; obtaining a first optical image in which the lighting light transmitted through the first portion is imaged or a second optical image in which the lighting light reflected by the first optical image is imaged; based on a first defect determination threshold, performing a first comparison between a first reference image referred to the first optical image and the first optical image or a second comparison between a second reference image referred to the second optical image and the second optical image; determining whether the first portion includes a first defect; storing a first coordinate of the first defect, the first defect determination threshold, the first optical image or the second optical image, and the first reference image or the second reference image in a case where the first portion is determined to have the first defect; calculating the number of first defects in the first portion as a defect total number; calculating a second defect determination threshold increased by a predetermined amount from the first defect determination threshold in a case where the defect total number is larger than the defect number threshold; and equalizing the second defect determination threshold with the first defect determination threshold in a case where the defect total number is equal to or less than the defect number threshold.

Accuracy control of a circuit line width required in a semiconductor device is increasingly required in recent years. Such a semiconductor device is manufactured by forming a circuit by exposing and transferring a pattern on a wafer by a reduced projection exposure apparatus called a stepper by using an original pattern (called a photolithography mask or a reticle, and hereinafter collectively called a mask) in which a circuit pattern is formed. Therefore, a mask for transferring a fine circuit pattern on a wafer is manufactured by using a pattern drawing apparatus using an electron beam. The pattern drawing apparatus can draw a fine circuit pattern. The pattern circuit apparatus can directly draw a pattern circuit on a wafer.
Improvement of yield is essential in manufacturing of LSI, such as a central processing unit (CPU) and a field programmable gate array (FPGA), requiring a high manufacturing cost. One of significant factors to reduce yield is a pattern defect of a mask used to expose and transfer an ultra fine pattern on a semiconductor wafer by a photolithography technique. In recent years, as the size of an LSI pattern formed on a semiconductor wafer is miniaturized, a size to be detected as a pattern defect is significantly reduced. Therefore, a highly accurate pattern inspection apparatus to inspect a defect of a transfer mask used in LSI manufacturing is desirable.
An inspection method is known in which an optical image, in which a pattern formed on a sample of such as a photolithography mask is imaged at a predetermined magnification by using an expansion optical system is compared with design data or an optical image, in which the same pattern on the sample is imaged. Examples of a pattern inspection method include a "die-to-die inspection" and a "die-to-database inspection". In the die-to-die inspection, data of optical images, in which the same patterns at different locations on the same mask are imaged, are compared each other. In the die-to-database inspection, drawing data (pattern data), in which pattern-designed CAD data is converted into an apparatus input format to be input by a drawing apparatus when a pattern is drawn to a mask, is input to an inspection apparatus, design image data (a reference image) is generated based on the drawing data, and the design image data and an optical image formed by the pattern and being measurement data are compared. In an inspection method in such an inspection apparatus, a sample is arranged on a stage and inspected by which a beam scans on the sample when the stage is moved. The sample is irradiated with the beam by a light source and a lighting optical system. A light transmitted through or reflected by the sample is imaged on a light detector via the optical system. An image formed by the light detector is sent to a comparison circuit as measurement data. In the comparison circuit, after images are positioned each other, measurement data and reference data are compared in accordance with an appropriate algorithm. In the case of nonconformity, it is determined that there is a defective pattern.

Inspection method, inspection apparatus, and inspection system


A circuit breaker assembly includes a lug assembly with a main structural body having cable holes extending through a cable-receiving face, the cable holes including a first cable hole separated by a second cable hole from a third cable hole. Each of the cable holes is configured to receive a respective power cable. The structural body further includes wire-binding holes extending at least in part through a wire-binding face, the wire-binding holes including a first wire-binding hole separated by a second wire-binding hole from a third wire-binding hole. The first wire-binding hole has a first longitudinal axis at an angle that intersects a third longitudinal axis of the third wire-binding hole. A fastener is inserted through the second wire-binding hole, the fastener having an hourglass section with a contour that generally matches at least in part a corresponding contour of the first cable hole and the third cable hole.

Circuit breakers are well known and commonly used to protect automatic circuit interruption to a monitored circuit when undesired conditions occurs. For example, a circuit breaker is designed to interrupt current flowing in the monitored circuit when it detects one or more of an overload condition, a ground fault condition, or a short-circuit condition.
Typically, a circuit breaker is electrically and physically connected to a power cable via a lug (or wire connector), which includes a wire-binding screw fastened to the power cable. The power cable is received in a cable hole, while the wire-binding screw is received in a wire-binding hole, the two holes being generally perpendicular and aligned with each other. In confined spaces, the lug may include multiple cable holes, each one having a corresponding wire-binding hole (and wire-binding screw). Space, whether equipment space, or dielectric clearance space, is always at a premium for enclosed electrical distribution equipment.


A system whereby a user-configurable universal remote control has its device library, that is the code data needed to operate various electronics devices, supplied separately from a releasable readable media storage device, such as a Smart Card. The universal remote control is built with a reader slot into which the customer can insert separately purchased Smart Cards to configure the remote control for exactly those electronic devices he/she wishes to control.. A signal transmitting system, such as for example a cable television operator, which provides services to a number of individual receiver sets, and wherein the sets each include an associated remote control unit, the method of controlling the functions and operation of each set with relation to said system by utilizing a Smart Card which cooperates with the remote control unit to selectively control, enable and disable the functions, options and/or equipment of the individual subscriber.

The present invention is directed to a universal remote control system which includes the use of a releasable readable media storage device, such as a Smart Card (herein referred to as "Smart Card" or "Card"), in transferring information and data to/from the remote control. A typical releasable readable media storage device is characterized as a device with a non-volatile memory and, in many cases, a microprocessor, which can be releasably mated with a reading device. For example, a Smart Card includes one or more chips (integrated circuits) that are imbedded in the Card for receiving and storing information and data. This information and data can then be "read" from or "written" to the Smart Card.
Smart Cards are in wide spread use and can be broadly classified as either contact, contactless or hybrid Cards. The contact type of Card utilizes appropriate technology to establish a physical electrical contact with an associated device which can read the information on the Smart Card. In the contactless type, the Card is passed over the appropriate technology to be powered by suitable inductive coils and the Card then sends a signal through capacitive plates. A hybrid type of Card is a combination of the two foregoing types. While any of the foregoing types of Cards could be used in the present invention, the preferred embodiment utilizes a contact type Card which connects to an associated remote control, as will be described. Other types of readable media storage devices which can be used in the present invention include virtually any type of releasable media storage device, and the invention is not limited to the use of a Smart Card.
The present invention relates to a user-configurable universal remote control having its device codes, that is the sets of code data needed to operate various electronic devices, supplied from a releasable readable media storage device. In the preferred embodiment, this readable media storage device is a Smart Card. The universal remote control unit is provided or sold to a particular user essentially "empty" of the code data needed to configure the remote control to that user's television, video cassette recorder ("VCR"), cable box, Internet access device or other electronic device. The universal remote control is built with a reader slot or port into which the user can insert separately purchased "device library" Cards which contain the sets of code data necessary to configure the remote control to operate all or some of those electronic devices the user wishes to control. Additional sets of code data can be added to the remote control any time the user obtains a new electronic device, up to the maximum capacity of the remote control, through the use of additional Smart Cards.
The releasable readable media storage device, i.e., Smart Card, to be utilized in the present invention contains a compilation of the device codes suitable for use with a particular universal remote control, and allows a one time transfer of a single device code (i.e., the set of code data needed to remotely operate a particular electronic device) from the readable media storage device into the remote control's on board, non-volatile memory. In the preferred embodiment, a Smart Card constructed of low cost material is utilized and is good for only one use. In one alternative embodiment, each Smart Card is designed for more than one use. In another alternative embodiment, the universal remote control system of the present invention is designed so that information/data from the remote control can be downloaded into and remain stored in a releasable readable media storage device, e.g, a certain device code may be transferred from the remote control to a Smart Card. In a more complicated embodiment involving two-way communication between the remote control and an electronic device, the universal remote control of the subject invention contains an infrared receiver for the purpose of receiving information from a television, computer or other electronic device and a means for transferring such information into the memory of a readable media storage device releasably mateable with that remote control. In such an embodiment, information/data can be transferred from a user's electronic device to the remote control to the readable media storage device, e.g. a video coupon appearing on a television could be transferred from the television to the remote control and then to a Smart Card for later use in a store or other shopping facility where the coupon could be redeemed.
In the preferred embodiment, to set up the universal remote control to operate a particular electronic device, a Smart Card must be inserted into a reader slot or port in the remote control. The location of this reader slot can vary depending on the design requirements of a particular universal remote control. Once the Card is inserted into the reader slot or port, the user is able to experiment with various device codes until he finds the one which will operate his electronic device. Once the user locks in a particular device code, that device code (i.e., set of code data) is transferred into the remote control's non-volatile memory and the balance of the code data on the Card is either erased or blocked from further use.
Another application of the present invention is in the cable television industry. Operators which provide cable or satellite television service to a number of subscriber's receiver sets are faced with the necessity of maintaining control of the service provided to each of the individual sets. Conversely, subscribers to such cable and satellite services each have individual needs and requirements as to the channels, features and functions available on and to their television sets. For example, a cable or satellite service provider offers various types of services to its television subscribers and each subscriber normally has a choice of selecting what channels and/or what programs he or she desires to receive. Accordingly, a service provider must be able to provide the desired service to each subscriber, and the provider must be able to keep track and control over the type of service provided to each subscriber. A subscriber may also want to periodically change or vary the services or functions available on his or her set, or to add equipment to his or her entertainment system.
At present there are various ways for the service providers to track and maintain control of such service, and various ways for the subscriber to change the service he or she receives or the functions available to him or her. However, the known methods and apparatus for maintaining such control and/or making such changes are relatively expensive and cumbersome. The functions, services and equipment currently known are not readily flexible to meet the individual subscriber's needs. The present invention addresses these disadvantages of these known methods and apparatus.
In the system, method and apparatus of the present invention, the user's remote control unit has slots or ports for accommodating one or more releasable readable media storage devices. The releasable readable media storage device of the present invention is utilized in a unique manner with the remote control to provide code data to the remote control and to provide control commands and programming data to the associated electronic devices, as will be described. In addition, the universal remote control system of the present invention can be utilized for two-way communication and used for home shopping, electronic banking, and pay-per-view movie purchase.


A windshield mounted combination emergency light/spotlight mechanism for automotive vehicles such a police cruisers, fire trucks, ambulances, etc. includes a housing which is mounted by bonded supports to the inner surface of the windshield, preferably at the same location normally occupied by a centrally located rearview mirror. Within the housing is located a movable spotlight and a pair of flashing emergency lights which can be incandescent lights or strobe lights. Filters are also located within the housing to provide colored flashing light. The spotlight, which may be a high intensity halogen spotlight, is mounted to a pivotal support which is selectively movable by a mechanical or electrical mechanism actuated by a manually actuated control lever. The housing fits intimately with the inner surface of the windshield and prevents rearward reflection or refraction of light into the automotive vehicle. The housing is also provided with a mirror stud to which may be secured a rearview mirror assembly and is provided with manually operable on-off switches for selective illumination of the spotlight and emergency lights. Radio and or remote control circuits may also be provided to permit operation of the spotlight and emergency lights from a location outside of the emergency vehicle.

Most emergency vehicles such as police cars, ambulances, fire trucks, etc. are provided with externally mounted emergency lights to attract the attention of motorists. Typically these lights are mounted in elevated position at the upper portion of the emergency vehicle such as in the case of flashing light systems for conventional police cruisers. If the emergency vehicle is extremely close to the rear of an automobile traveling in the same direction, the emergency light s may be above the range of visibility that is ordinarily permitted by the conventional rearview mirror system of the automobile. In such case, the driver of the automobile may not be aware that an emergency activity is in progress and therefore may unintentionally impede the emergency operation. Location of emergency lights at the roof of an emergency vehicle permits the lights to be visible from all directions. Though such is desired in many cases, in some cases it is detrimental to the intended use of the vehicle, i.e. unmarked police cars. In a few cases, the emergency lights are also located at the lower portion of automotive vehicles such as near the front bumper, in the grill work, etc. Here again, if the emergency vehicle is real close to the rear of an automobile traveling in the same direction, the emergency lights may be below the range of rear view vision of the driver of the automobile. The most logical location for emergency lights would then be at a location within the perimeter defined by the front wind screen or windshield of the emergency vehicle so that the location of the lights is always within the line of sight of a preceding motorist whether the emergency vehicle is far away or close to the rear of the motorist's vehicle. Obviously, this is not done in most cases because the emergency lights could then interfere with forward visibility through the windshield of the emergency vehicle.
In some cases, especially in the case of unmarked police vehicles, various emergency lighting systems may be provided inside the vehicle where they are not easily seen unless the emergency lights are being used. In other cases the officers using automobiles of this type will be provided with portable emergency lights that may be used inside the automobile or may be temporarily supported by magnets at the top of the automobile. Where emergency lighting systems are utilized inside the automobile they are typically considered undesirable because the light thereof is reflected inside the automobile and interferes with the visibility of the occupants. It is desirable, therefore, to provide an emergency lighting system that is usable inside an automotive vehicle and yet prevents reflected and refracted light from interfering with the visibility of the occupants and wherein the light units do not interfere with forward visibility through the windshield of the emergency vehicle.
In most cases spotlights for emergency vehicles are externally mounted and are typically controlled by a mechanical system that is operable from inside the automotive vehicle through manual manipulation of a control arm. These spotlights are independently mounted and actuated and are seldom used on unmarked police vehicles because of the attention they attract. It is desirable therefore to provide a spotlight mechanism that is mounted inside the vehicle and is movable so that it can be effectively used to light objects to the front and side of the vehicle. It is also desirable to provide an inside mounted spotlight mechanism that is manually controllable from inside the vehicle and may also be remotely controlled from locations outside the vehicle. It is also desirable to provide an inside mounted emergency light/spotlight system that also serves as a rearview mirror support and is intended to be mounted at a location normally occupied by a conventional centrally mounted rearview mirror and thus does not interfere with forward visibility through the windshield.
It is considered desirable to provide an inside mounted combination emergency light/spotlight assembly that may be mounted to the rear windshield of emergency vehicles as well as to the front windshield to thus provide additional emergency light visibility for attracting the attention of following motorists.

Emergency light/spotlight mechanism for automotive vehicles


A through via in an ultra high resistivity wafer and related methods are disclosed. A method for forming a through via comprises: providing a semiconductor wafer including a first silicon layer, a buried dielectric layer, and a substrate; forming a device on the first silicon; and forming a via from a side of the substrate opposite to the buried dielectric layer and through the substrate. Also disclosed is a method for providing a wafer varied resistivity using the through vias and buried dielectric.

1. Technical Field
The disclosure relates generally to integrated circuit (IC) chip fabrication, and more particularly, to a through via in an ultra high resistivity wafer and related methods.
2. Background Art
A vertical stacking method to integrate multiple chips on a two-dimensional (2-D) or three-dimensional (3-D) package may need the use of through vias to reduce the interconnect delay and maximize circuit performance. In conventional approaches, a through via is formed through a whole wafer of a chip, and thus can only be positioned by the sides of devices on the wafer. As a consequence, the issue of alignment hampers via formation and chip stacking processes.
Radio frequency (RF) SOI technology requires ultra high resisitivity wafers to deal with insertion loss. In many situations, it is preferable that a chip maintains the ultra high resisitivity on the top surface while having lowered resisitivity on the bottom surface. There is no satisfactory solution for this in the conventional technologies.

Through via in ultra high resistivity wafer and related methods

International Business Machines Corporation


The present invention relates to a water filter device having a filter head with filter head components, a replaceable filter candle with filter candle components, and an encoding structure which is formed between a filter head component and a filter candle component. The water filter device is distinguished, in a first embodiment, in that an encoding structure is formed with axial orientation on an end face of the filter candle and/or on an element which is associated with such an end face of the filter candle. In a second embodiment, said water filter device is distinguished in that an encoding structure is formed separately from a fixing structure.

(1) Field of the Invention
The present invention relates to a water filter device having a filter head with filter head components, a replaceable filter candle with filter candle components and an encoding structure disposed between the filter head and a replaceable filter candle component.
(2) Description of Related Art Including Information Disclosed Under 37 C.F.R. 1.97 and 1.98
In order to the treat drinking water in private households and in the catering trade, it is known to use water filters as a central or decentralized installation for feeding extraction points and specifically for feeding modern kitchen appliances, for example coffee machines, taps and ice makers (for example in modern refrigerators), and furthermore in the commercial sector for feeding beverage machines for providing cold and hot beverages, dishwashers and steam cookers for the purpose of optimizing the taste of the beverages and food treated or prepared with said water, and for protecting the machines against water-related technical problems.
In general, such water filter devices comprise a filter head and filter head components associated with said filter head and also a replaceable filter candle with filter candle components which are associated with said filter candle. In order to prevent combination of filter heads and filter candles which do not match or are not intended for one another, it is possible, for example, to provide an encoding arrangement between two such units.
In this respect, the prior art provides, for example, U.S. Pat. No. 6,458,269 B1 and U.S. Pat. No. 6,949,189 B2.

Water filter device having encoding structure

Aquis Wasser-Luft-Systeme GmbH, Lindau Zweigniederlassung Rebstein


A fuel cell system includes a fuel cell stack that generates electricity by an electrochemical reaction using a fuel gas; an insulating first passage member through which produced water that is produced by the electrochemical reaction in the fuel cell stack and off-gas that is discharged from the fuel cell stack pass; a conductive second passage member that is connected to the first passage member; and a produced water flow disrupting portion that is provided on the first passage member and breaks up or stops the flow of the produced water that is introduced from an inside wall of the first passage member to the second passage member.

1. Field of the Invention
The invention relates to a fuel cell system.
2. Description of the Related Art
In recent years, vehicles provided with fuel cell systems have continued to be put into practical use. A fuel cell system typically has, in addition to a fuel cell stack that generates electricity by an electrochemical reaction between hydrogen and oxygen, a gas-liquid separating device that separates hydrogen off-gas discharged from the fuel cell stack from water produced by the electrochemical reaction in the fuel cell stack, and a circulating pump for supplying the hydrogen off-gas that has been separated from the water to the fuel cell stack again, and the like.
The circulating pump in the fuel cell system is often made of metal, while the gas-liquid separating device is often made of resin or the like to reduce weight. Japanese Patent Application Publication No. 2008-66087 (JP-A-2008-66087), for example, describes technology related to a gas-liquid separating device in a fuel cell system.
In many fuel cell systems, the fuel cell stack is connected to an insulating gas-liquid separating device, and a member that forms a passage of the circulating pump is connected to the downstream side of a member that forms a passage of the gas-liquid separating device. This conductive circulating pump may be connected to a ground such as a frame of a vehicle.
In such a fuel cell system, if electrical conduction is established between a high voltage portion of the fuel cell stack (such as a flow passage inside a separator that forms part of the fuel cell stack) and the circulating pump via water that has been produced, the fuel cell stack will short.
Incidentally, this kind of problem is not limited to a gas-liquid separating device of a fuel cell system and a circulating pump that is connected to the gas-liquid separating device. The same problem typically exists when there is an insulating passage member through which produced water and off-gas pass, and a conductive passage member that is connected to that passage member.

Fuel cell system having a water flow disruption portion


A method wherein nanoparticle are first produced and then infused in the coating during the coating process by means of a PVD and/or CVD method. The coating is a material that contains nitrides. The nanoparticles are chosen from the group of oxides, carbides, and silicides, and one or more of the compounds comprise MexOy, MexCy, and MexSiy with Me: Cr, Ti, Ta, Si, In, Sn, Al, W, V, Mo and/or x=1 to 3 and/or =1 to 3.

1. Technical Field
This invention relates to a method for coating a sliding element and a sliding element, in particular a piston ring. It is a requirement for sliding elements, such as piston rings, that they only ever bring about small friction losses. For example, with piston rings acting as sliding elements in internal combustion engines, and increase in friction has a direct effect upon fuel consumption. Furthermore, oil consumption is affected by the condition of the piston rings. In particular, with regard to this, the so-called burn mark strength and outbreak strength, which must be particularly high in order to permanently realize the required friction values, are to be observed.
2. Related Art
As previously used items piston rings are known which are coated by means of PVD methods on a hard material base, in particular chromium nitride. Furthermore, the electrochemical deposition of chromium layers associated with the incorporation of Al203 or diamond particles, the size of which comes within the micrometer range, is known.
A DLC (diamond-like carbon) coating system, that can include tungsten carbide depositions in nanocrystalline form, which are produced during the separation process and are up to 10 nm in size, is revealed by WO 2007/079834 A1.
Finally, DE 199 58 473 A1 relates to a method for producing composite layers with a plasma beam source, wherein nanocrystalline particles can be embedded, and that can be combined with know, separately controllable CVD or PVD methods.

Method for coating a sliding element using a nanoparticles infused coating