A wind deflector arrangement includes a wind deflector configured to reduce air resistance, the wind deflector being arranged on a cab roof of a vehicle, the wind deflector being pivotable around a substantially transversal axis of the vehicle, wherein the wind deflector arrangement further includes at least one air pressure sensor for measuring an air pressure during traveling of the vehicle, wherein the at least one air pressure sensor is arranged within a space formed by the wind deflector and the cab roof of the vehicle. A method for controlling a wind deflector arrangement and a vehicle including such a wind deflector arrangement are also provided.

The present invention relates to a wind deflector arrangement for a vehicle. The invention also relates to a vehicle comprising such wind deflector arrangement and a method for controlling the wind deflector arrangement. The invention is applicable on vehicles, such as e.g. low-, medium- or heavy duty vehicles also commonly referred to as trucks. Although the invention will mainly be described in relation to a truck, it may also be applicable for other types of vehicles, preferably vehicles comprising a tractor unit and a trailer unit, of which reduction of air resistance is of particular interest.
In the field of vehicles, in particularly low-, medium- and heavy duty vehicles commonly referred to as trucks, it is well known that air resistance generates unfavorable forces during traveling, leading to e.g. reduced speed and increased fuel consumption. Normally, air resistance on a vehicle can be located to certain areas, such as the front surface of the vehicle, i.e. the wind shield, hood, etc. One area that is especially exposed to air resistance is the area of an associated trailer which area of the trailer is located above and behind the cab compartment of the vehicle. The upper part of the trailer front end which is exposed to the wind constitutes an important area of aerodynamic drag. It is thus desirable to reduce the air resistance at this position in order to e.g. reduce fuel consumption, etc.
To reduce air resistance, vehicles are often designed with a streamlined and thus more favorable aerodynamic shape. A common solution is to provide the vehicle with spoilers or air/wind deflectors so that the airflows can be diverted around the vehicle. On on-highway trucks, air/wind deflectors are normally located on top of the vehicle cab, i.e. on the vehicle cab roof.
GB 2465393 describes an air deflector system for use on a commercial vehicle. The wind deflector in GB 2465393 is arranged to reduce the aerodynamic drag whilst the vehicle is in motion. The vehicle receives input relating to the aerodynamic profile of the vehicle, including geometry of e.g. a trailer connected to the vehicle. Hereby, the wind deflector is set at a predetermined position. The vehicle comprises a control unit which receives current vehicle speed and air pressure values from air pressure sensors arranged on the surface of the vehicle, wherein the control unit controls the position of the wind deflector in response to the air pressure and vehicle speed. Thus, based on vehicle speed and air pressure values, the predetermined position of the wind deflector may be changed. However, the wind deflector system in GB 2465393 is still in need of further improvements in terms of e.g. further improving the positioning of the wind deflector to reduce air resistance.
It is desirable to provide a wind deflector arrangement which improves the positioning of the wind deflector in comparison to the prior art.
According to a first aspect of the present invention, there is provided a wind deflector arrangement comprising a wind deflector configured to reduce air resistance, the wind deflector being arranged on a cab roof of a vehicle, the wind deflector being pivotable around a substantially transversal axis of said vehicle, wherein the wind deflector arrangement further comprises at least one air pressure sensor for measuring an air pressure during traveling of the vehicle, wherein the at least one air pressure sensor is arranged within a space formed by the wind deflector and the cab roof of the vehicle.
It should be readily understood that the wind deflector does not necessarily have to be directly connected to the cab roof of the vehicle since an intermediate arrangement, such as a casing or a hood or the like, may be arranged between the cab roof structure and the wind deflector. Hence, the wording "wind deflector arranged on a cab roof" should in the following and throughout the description be understood to also include that the wind deflector may be mechanically connected to the cab roof via an intermediate structure.
Further, it should be readily understood that the air pressure is measured within the space formed by the wind deflector and the cab roof of the vehicle. An air pressure sensor arranged outside of this space but comprising means for measuring the air pressure within the space is thus naturally also included within the meaning of the wording "air pressure sensor is arranged within a space formed by the wind deflector and the cab roof of the vehicle". The air pressure sensor is thus arranged to obtain air pressure data within the space formed by the wind deflector and the cab roof of the vehicle for optimizing the position of the wind deflector.
The present invention is based on the unexpected insight that the pressure level within the space formed by the wind deflector and the cab roof of the vehicle correlates relatively well with the aerodynamic drag of the vehicle. In detail, it is an inverse correlation, or anti-correlation, since a relatively high air pressure level within the space formed by the wind deflector and the cab roof of the vehicle corresponds to a relatively low drag, i.e. low air resistance, at an upper portion of a trailer or cargo arranged behind the cab of the vehicle.
An advantage of the present invention is thus that the wind deflector can be arranged at a position corresponding to a relatively high air pressure within the space formed by the wind deflector and the cab roof of the vehicle. Hereby, it can be assured that the aerodynamic drag of the vehicle is relatively low. The static pressure within the formed by the wind deflector and the cab roof of the vehicle thus reaches a relatively maximum level as the aerodynamic drag reaches a relatively minimum level. Hence, and as will be described further below, it is possible to automatically arrange the wind deflector in a position for substantially reducing the aerodynamic drag of the vehicle. This in turn will reduce vehicle fuel consumption, etc. Also, the at least one air pressure sensor is arranged at a relatively protected space between the wind deflector and the cab roof of the vehicle, thus being relatively insensitive to the rather harsh environment of dust, dirt and debris from the road, as well as from the weather-incurring objects prone to pollute the area around the vehicle.
A further advantage is that the vehicle operator is not in need of manually adjusting the wind deflector if changing to a trailer or cargo having another height in comparison to the previously used trailer/cargo, since the wind deflector can be automatically positioned in a more or less "optimum" position. In comparison to the above described prior art, the present invention does not have to rely on a predetermined aerodynamic profile to arrange the wind deflector at an optimal position.
According to an example embodiment, the wind deflector may be configured to reduce air resistance of a rear part of the vehicle, wherein a height of the rear part is higher than a height of the cab roof of the vehicle.
The rear part may be a trailer of the vehicle, which trailer may comprise a connectable container or other cargo having a height which is higher than the height of the cab roof of the vehicle. The vehicle does not necessarily have to comprise a trailer. In such case, the rear part may be formed by a container/cargo which is integrated in the tractor unit of the vehicle. The rear part is thus arranged behind the cab of the vehicle as seen in the forward driving direction. The following will however refer the rear part as the trailer or the cargo. The cargo may, for example, be an integrated part of the tractor, or rigid vehicle, and the adjustment of the roof deflector may be executed in response to a variable height of the cargo.
According to an example embodiment, the wind deflector arrangement may comprise a control unit connected to the at least one air pressure sensor.
Hereby, the at least one air pressure sensor may transmit signals to the control unit which in turn may control the wind deflector or further transmit the signal to another control unit of the vehicle for controlling the wind deflector.
According to an example embodiment, the control unit may be configured to control an angular displacement of the wind deflector around the substantially transversal axis.
It should however be understood, as is also described above, that the control unit may also transmit the signal to another control unit of the vehicle for controlling the angular displacement of the wind deflector. The angular displacement may be controlled by means of controlling e.g. an actuator or the like connected to the wind deflector.
According to an example embodiment, the at least one air pressure sensor may be arranged on the cab roof of the vehicle.
Hereby, an advantage is that in case a new trailer, which is provided with e.g. a container or the like which is higher than the container previously connected to the trailer, the air pressure phenomena can be detected by positioning the at least one air pressure sensor on the cab roof of the vehicle, or on a structure arranged on the cab roof of the vehicle. Thus, arranging the at least one air pressure sensor on the cab roof of the vehicle is advantageous when optimizing the positioning of the wind deflector in response to a varying trailer height.
According to an example embodiment, the at least one air pressure sensor may be arranged on a surface of the wind deflector facing the cab roof of the vehicle.
Hereby, similar advantages as positioning the at least one air pressure sensor on the cab roof, in the space between the wind deflector and the cab roof, of the vehicle can be obtained.
According to an example embodiment, the wind deflector arrangement may comprise a plurality of air pressure sensors mutually spaced apart from each other in the transversal direction of the vehicle.
Hereby, an advantage is that the plurality of air pressure sensors may provide improved measurements when the vehicle is exposed to e.g. side winds, etc. Also, by using more than one air pressure sensor improves the measurement reliability, inflicted for example by an unforeseen local phenomenon connected to a substantially specialized embodiment, or malfunction of one or more of the pressure sensors. According to an example, the plurality of air pressure sensors may be arranged on a substantially transversal geometric axis of the vehicle.
According to an example embodiment, the air pressure sensor may comprise an additional air pressure sensor arranged on an external surface of the vehicle cab facing away from a forward driving direction of the vehicle.
The additional air pressure sensor may thus be arranged in combination with the at least one air pressure sensor arranged within the space formed by the wind deflector and the cab roof of the vehicle. An advantage is that pressure differences that occurs due to an increased/decreased distance from the cab to the trailer can be obtained by means of the additional air pressure sensor. Accordingly, when changing to a trailer having e.g. an increased distance to the vehicle cab in relation to the previously connected trailer, the wind deflector can be substantially optimally adjusted to reduce the air resistance that would occur due to the new distance to the trailer. Furthermore, by combining the air pressure sensor arranged within the space formed by the wind deflector and the cab roof of the vehicle and the additional air pressure sensor is advantageous since it will detect air pressures differences arising from both the increased/decreased height of the trailer as well as from the increased/decreased distance to the trailer. Furthermore, by using the additional air pressure sensor in combination with the at least one air pressure sensor, a control unit may collect information from both of these sensors and, with the aid of a control algorithm, take into account primarily those sensors that will display the expected behavior. For example, if environmental conditions would in a special case dismiss proper and expected function of at least one of the sensors, the control signal from this at least one sensor may be disregarded at that special moment.
According to an example embodiment, the at least one air pressure sensor may be a differential air pressure sensor comprising at least one air pressure measuring device arranged within the space formed by the wind deflector and the cab roof of the vehicle and at least one reference air pressure measuring device.
A differential air pressure sensor is beneficial since it provides accurate and relatively reliable measurement values.
According to an example embodiment, a control unit may be configured to measure a difference in pressure level between the at least one air pressure measuring device and the at least one reference air pressure measuring device.
The control unit may be the same control unit as described above which is connected to the air pressure sensor.
According to an example embodiment, the at least one reference air pressure device may be arranged in front of the substantially transversal axis as seen in the forward driving direction of the vehicle, or within the cab compartment of the vehicle.
The area in front of the substantially transversal axis or within the cab compartment are areas with relatively stationary pressure levels and thus beneficial to use as reference values. Other positions are also conceivable, such as any position within a volume encompassing the whole tractor unit, in which the pressure level is substantially stationary, or constant, or in general even substantially linearly varying with the stroke of the roof deflector.
According to an example embodiment, the at least one air pressure sensor may be an absolute air pressure sensor arranged to measure an absolute air pressure. Hereby, an advantage is that no reference measuring device is needed. Hence, a reference pressure position is not needed to be located.
According to a second aspect of the present invention, there is provided a vehicle comprising a vehicle cab compartment and a wind deflector arrangement as described above in relation to the first aspect of the present invention, wherein the wind deflector arrangement comprises a wind deflector mounted on a cab roof of the vehicle and configured to reduce air resistance of the vehicle.
According to an example embodiment, the vehicle may further comprise a truck unit comprising the cab compartment, and a rear part arranged behind the truck unit as seen in the forward driving direction of the vehicle, wherein a height of the rear part is higher than a height of the cab roof of the vehicle.
Effects and features of the second aspect are largely analogous to those described above in relation to the first aspect.
According to a third aspect of the present invention there is provided a method for controlling a wind deflector arrangement comprising a wind deflector for reducing air resistance, the wind deflector being arranged on a cab roof of a vehicle, the wind deflector being pivotable around a substantially transversal axis and movable between a first and a second position, wherein the wind deflector arrangement comprises at least one air pressure sensor arranged within a space formed by the wind deflector and the cab roof of the vehicle for measuring an air pressure, the method comprising the steps of measuring the air pressure within the space formed by the wind deflector and the cab roof of the vehicle for at least two different positions of the wind deflector; determining which of the at least two different positions of the wind deflector corresponds to the highest measured air pressure; and positioning the wind deflector in the position corresponding to the highest measured air pressure.
The first position of the wind deflector should be understood to mean a lower position or an upper position of the wind deflector. The second end position should thus be understood to mean the other one of the lower position or the upper position of the wind deflector. According to a non-limiting example, the lower position may be a lower end position of the wind deflector, and the upper position may be an upper end position of the wind deflector. In further detail, in the lower end position the distance between the vehicle cab roof and the inner surface of the wind deflector facing the cab roof of the vehicle is at a minimum distance. On the contrary, in the upper end position the distance between the vehicle cab roof and the inner surface of the wind deflector facing the cab roof of the vehicle is at a maximum distance.
An advantage is that an automated method is provided which measures air pressure values within the space formed by the wind deflector and the cab roof of the vehicle for different positions of the wind deflector, and thereafter sets the wind deflector at a position corresponding to the suitable air pressure. Hereby, and as described above, a reduction of the air resistance is provided as an increased air pressure within the space formed by the wind deflector and the cab roof of the vehicle corresponds to a reduced air resistance for the vehicle. Thus, when for example connecting a trailer with other dimensions compared to a previously connected trailer, the method can be executed and the wind deflector can be arranged at a new and more suitable position.
According to an example embodiment, the method may comprise the steps of measuring the air pressure within the space formed by the wind deflector and the cab roof of the vehicle for a plurality of positions of the wind deflector; and positioning the wind deflector in a position corresponding to a pressure level being higher than a mean pressure level for the plurality of positions of the wind deflector.
Hereby, an advantage is that the air pressure level for further positions of the wind deflector may be received and further improvements with regards to reducing the air resistance is provided. Thus, a mean air pressure level is calculated/determined for the plurality of positions of the wind deflector and the wind deflector is thereafter positioned at a position which has a measured air pressure value which is higher than the calculated/determined mean air pressure level.
According to an example embodiment, the method may comprise the step of positioning the wind deflector in the position corresponding to the highest measured air pressure level. Hereby, a substantially optimized position of the wind deflector may be provided in order to reduce the air resistance of the vehicle.
According to an example embodiment, the step of measuring the air pressure within the space formed by the wind deflector and the cab roof of the vehicle may be executed when moving the wind deflector from the first position towards the second position.
Hereby, the wind deflector is executing a sweeping motion between the first and second positions. The first and second positions may be first and second end positions of the wind deflector. However, a control unit or the like may have stored information with regards to e.g. statistical positions at which the wind deflector is most often arranged. In such situations, the first and second positions may correspond to minimum and maximum positions of such statistical positions. The stored first and second positions may also correspond to specific trailers/cargos connected to the vehicle. Hence, for a specific trailer/cargo the wind deflector may be moved from a first position towards a second position, at which range it is most likely that the final position of the wind deflector will be provided. The measuring step may be executed continuously or sampled at suitable frequencies when moving the wind deflector from the first position towards the second position.
Executing the sweeping motion is beneficial since a plurality of measured values can be obtained within a relatively short time span, so that environmental indifferences, such as e.g. side wind variations, hill climb, slopes or similar, will have a minimum influence.
According to an example embodiment, information may be received with regards to predictive road data such that a calibration sequence for calibrating the positioning of the wind deflector may be executed at road partitions suitable for doing so, such as e.g. on a flat, essentially straight road, which has a small amount of indifferent influences.
According to an example embodiment, the method may comprise the steps of moving the wind deflector from the second position towards the first position; and measuring the air pressure within the space formed by the wind deflector and the cab roof of the vehicle for a plurality of positions of the wind deflector when moving the wind deflector from the second position towards the first position.
Hereby, a second set of measured values can be obtained which can be compared to the corresponding values obtained when moving the wind deflector from the first position towards the second position.
For each and every sample of pressure recorded during the movement of the air deflector, a corresponding value indicative of the position of the roof deflector may be measured and recorded, so that every combined data pair of position and pressure is stored.
According to an example embodiment, the method may further comprise the steps of determining a mean air pressure value for each of the plurality of positions of the wind deflector after moving the wind deflector from the first position towards the second position and from the second position towards the first position; determining a position of the wind deflector corresponding to a maximum mean pressure value of the determined mean air pressure values; and positioning the wind deflector at the position corresponding to the maximum mean pressure value.
Air pressure values may be different when moving the wind deflector from the first position towards the second position in comparison to when moving the wind deflector from the second position towards the first position. A reason for this is due to the phenomena of hysteresis. Typically, in a motion for the roof deflector going from a lower position to an upper position, the vortex, or swirling motion that is characteristic for the case when the wind deflector is in a low position, may still be persisting for a position of the wind deflector which has actually slightly passed the point of optimum aerodynamics. On the contrary, when moving the wind deflector from an upper position towards a lower position, the swirling motion may not be established until the position of the roof deflector has actually slightly passed the point of optimum aerodynamics on it's way down. By moving the wind deflector in two directions and thereafter use a mean value can therefore improve the accuracy of positioning the wind deflector, and reduce the influence of the hysteresis effect.
Furthermore, the method described above may be executed at predetermined intervals in order to calibrate the positioning of the wind deflector. Also, the method may be arranged in conjunction with a Global Positioning System (GPS) or the like, such as e.g. via a control unit. The method may then be executed in response to a signal received from the GPS, which signal being indicative of a change in driving direction. Hereby, the change in driving direction may correspond to a change in approaching wind direction for the vehicle which may affect the optimum position of the wind deflector.
Further effects and features of the third aspect are largely analogous to those described above in relation to the first and second aspects.
According to a fourth aspect of the present invention, there is provided a control unit configured to control a wind deflector arrangement comprising a wind deflector configured to reduce air resistance, the wind deflector being arranged on a cab roof of a vehicle, the wind deflector being pivotable around a substantially transversal axis and movable between a first and a second position, wherein the wind deflector arrangement comprises at least one air pressure sensor arranged within a space formed by the wind deflector and the cab roof of the vehicle for measuring an air pressure, wherein the control unit is configured to receive output data from the at least one air pressure sensor for at least two different positions of said wind deflector; determine which of the at least two different positions of the wind deflector corresponds to the highest air pressure; and position the wind deflector in the position corresponding to the highest air pressure.
The control unit may thus be arranged to receive data and perform calculations/determinations as described above in relation to the third aspect of the present invention.
According to an example embodiment, the control unit may be further configured to receive a signal indicative of a dimension and/or position of a trailer/cargo connected to the vehicle; store the position of the wind deflector as a position corresponding to the dimension and/or position of the trailer/cargo.
The signal may relate to the trailer/cargo height/elevation, i.e. the vertical distance between the cab roof of the vehicle and the upper surface of the trailer/cargo. The signal may also relate to the longitudinal distance between the cab of the vehicle and the trailer. Hereby, an advantage is that the control unit may be arranged to initially position the wind deflector at a relatively optimum position when connecting a trailer/cargo having dimensions similar, or equal, to a previously connected trailer/cargo.
Effects and features of the fourth aspect are largely analogous to those described above in relation to the previously described aspects of the present invention.
According to a fifth aspect of the present invention, there is provided a computer program comprising program code means for performing any of the above described steps in relation to the third aspect when the program is run on a computer.
According to a sixth aspect of the present invention, there is provided a computer readable medium carrying a computer program comprising program means for performing any of the above described steps in relation to the third aspect when the program product is run on a computer.
Effects and features of the fifth and sixth aspects of the present invention are largely analogous to those described above in relation to the previously described aspects of the present invention.
Further features of, and advantages with, the present invention will become apparent when studying the appended claims and the following description. The skilled person realize that different features of the present invention may be combined to create embodiments other than those described in the following, without departing from the scope of the present invention.


Apparatus for maintenance of a seawall comprises a plurality of anchoring members for being introduced through the seawall, a single retaining member for being secured on ends of the anchoring members which extend from a water facing side of the seawall, and a plurality of securing members for securing the retaining member on the ends of the anchoring members to tension the anchoring members and apply compressive force against the seawall. Another apparatus for maintenance of a seawall includes a retaining member having a rearward face beyond which the securing member and the end of the anchoring member do not protrude when installed on a seawall. An anchoring device installation system and method involves the use of a rail fixated to a floor at the bottom of a body of water on the water facing side of the seawall to guide formation of a passage in the seawall and the introduction of an anchoring member through the passage at preselected vertical and lateral angles.

1. Field of the Invention
The present invention relates generally to the maintenance of seawalls disposed between bodies of water and retained earth and, more particularly, to methods, systems and apparatus for maintaining seawalls using anchoring devices to strengthen the seawalls to resist potential damage and/or repair actual damage in the seawalls.
2. Discussion of the Related Art
Seawalls are commonly installed between bodies of water and earth to provide physical boundaries between the bodies of water and the earth and to support or retain the earth by resisting the pressure of the retained earth against the seawalls. Seawalls can be used to separate earth from various types of bodies of water of various sizes and depths. Seawalls can be constructed in various ways and of various materials. Typically, seawalls have a vertical span or height sufficient for an upper end of the seawall to normally extend above the water with a lower end or toe portion of the seawall embedded in the earthen floor to extend below the body of water. The distance that a seawall extends above the water may vary depending on the height of the retained earth above the water and/or anticipated fluctuations in water level. The depth to which the embedded toe portion extends below the water into the earthen floor may vary in accordance with the vertical span of the seawall, the height of the retained earth and/or the depth of the body of water to provide sufficient support for the seawall to resist movement from the pressure of the retained earth against the seawall. Accordingly, seawalls are usually designed for a particular depth body of water. The thickness of seawalls may vary depending on site-specific loads and other engineering parameters. One representative type of seawall comprises concrete panels about ten to fifteen feet high, about four feet wide and about four to ten inches thick disposed in side by side abutment to form a continuous wall. Oftentimes vertical pilings are installed in the water close to the water facing side of a seawall at spaced locations along the seawall, with lower ends of the pilings being driven into the earthen floor and upper ends of the pilings typically extending above the water. The pilings are sometimes installed as part of the original seawall installation.
Since the retained earth exerts greater pressure against seawalls than the pressure exerted against the seawalls by the water, seawalls are oftentimes damaged or destabilized during their lifetimes as evidenced, for example, by movement, displacement, shifting, cracking and/or misalignment of the seawalls. Sometimes seawalls are placed at risk for damage or instability due to a change in conditions occurring subsequent to installation of the seawalls. For instance, a body of water may be dredged and/or erosion of the earthen floor may occur subsequent to installation of a seawall, resulting in a greater depth body of water and a lesser depth of penetration for the toe portion of the seawall into the earthen floor. The lesser depth of penetration for the toe portion into the earthen floor may no longer be sufficient for the seawall to support the pressure of the retained earth such that the seawall is susceptible to damage or instability. In some cases, the height of the retained earth on the earth facing side of an existing seawall may be increased, causing increased pressure of retained earth against the seawall by which the seawall may be damaged or destabilized. A type of damage known as "toe out" may occur in seawalls where the toe portion shifts or displaces outwardly in a direction away from the retained earth due to the toe portion being insufficiently embedded in the earthen floor. In addition to the pressures of retained earth, seawalls may be damaged or destabilized directly or indirectly due to other conditions including collisions or other impacts, corrosion, environmental factors, and age. Since removal and replacement of damaged and/or unstable seawalls involves significant cost and disruption, it is preferable to strengthen existing seawalls to repair and/or avoid damage or instability.
One traditional method for arresting movement of seawalls involves installing vertical pilings in the water close to the water facing side of a seawall by driving lower ends of the pilings into the earthen floor. Depending on how close the pilings are to the seawall, cement bags may be packed between the pilings and the seawall to resist seawall movement. Sometimes vertical pilings are installed to shore up an undamaged portion of a seawall while repairs are made to another portion of the seawall that is in total failure. Another traditional method for arresting movement of seawalls entails the placement of riprap on the earthen floor adjacent the water facing side of a seawall. The latter methods are costly, obtrusive, and can initiate damage in other portions of the seawall. Where vertical pilings are used to shore up a portion of a seawall, installation of the pilings can cause portions of the seawall farther down to fail in a "domino" effect.
It has been proposed to strengthen seawalls to resist movement using anchors or tie rods in conjunction with cementitious material as represented by U.S. Pat. No. 1,270,659 to Ravier, U.S. Pat. No. 4,480,945 to Schnabel, Jr., U.S. Pat. No. 4,711,604 to Heimsoth et al., and U.S. Pat. No. 4,728,225 to Brandl et al. Heimsoth et al also discloses an installation system for drilling a passage through the seawall and installing the anchor through the passage from the water facing side of the seawall. However, the installation system of Heimsoth et al requires heavy equipment necessitating major cost and effort to transport and assemble, and requires that heavy equipment be placed on land on the earth facing side of the seawall. U.S. Pat. No. 3,371,494 to Lagerstrom, U.S. Pat. No. 4,253,781 to Fischer et al., and U.S. Pat. No. 4,911,582 to Pierce, Jr. et al. disclose the use of anchors or tie rods in conjunction with cementitious material to restrain structural walls other than seawalls. Helical anchors for building constructions are represented by U.S. Pat. No. 4,499,698 to Hoyt et al., U.S. Pat. No. 5,011,366 to Hamilton, et al., U.S. Pat. No. 5,120,163 to Holdeman et al., U.S. Pat. No. 5,139,368 and No. 5,171,107 to Hamilton et al., U.S. Pat. No. 5,213,448 to Seider et al., and U.S. Pat. No. 5,927,905 to van Halteren. U.S. Pat. No. 3,999,398 to Kurose discloses the use of anchor bolts in the installation of new retaining walls, but does not pertain to the stabilization of existing retaining walls or seawalls.
Prior apparatus and methods for repairing and/or strengthening seawalls and other retaining walls have various disadvantages including complicated structure and installation steps, major disruption, the need for excavating and/or disturbing the earth, the need to bring heavy machinery onto property on the earth facing side of the seawall, lengthy regulatory permitting requirements, partial or complete demolition of existing walls, the need to temporarily hold back or contain water during installation, the need to install additional and/or replacement wall structure, substantial duration of time from start to completion of work, the use of cementitious material to assist in anchoring, the need for backfill, and the inability to execute seawall stabilization from the water side of the seawall. Prior apparatus and methods which require substantial earth-side access or earth-side excavation are untenable where homes, other structures such as docks and pools, and/or landscaping are situated close to seawalls, making it undesirable and even prohibitive to disturb the earth or bring heavy equipment onto the land on the earth facing side of the seawall and/or to conduct seawall maintenance from the earth facing side. Prior attempts at stabilizing seawalls have failed to provide an integrated system of components to accomplish stabilization of various types of seawalls quickly, efficiently and economically from the water side of the seawall. Prior apparatus for repairing and/or strengthening seawalls and other retaining walls are essentially static and non-adjustable, and the use of cementitious material generally prevents adjustability in response to dynamic changes in the walls. Prior apparatus for repairing and/or strengthening seawalls and other retaining walls are essentially permanent and non-removable, especially where cementitious material is utilized. Prior apparatus for repairing seawalls and other retaining walls are in general unsuitable for monitoring changes occurring in the walls over time. Many prior apparatus and methods for repairing seawalls are environmentally incompatible and result in significant obstruction of or intrusion into the body of water on the water facing side of the seawall. Prior apparatus and methods for repairing and/or strengthening seawalls and other retaining walls using anchors or tie rods generally lack the ability to rigidly interconnect a plurality of spaced anchors or tie rods installed in a wall to maintain the spacing between the anchors or tie rods in a desired direction. Furthermore, prior apparatus and methods for repairing and/or maintaining seawalls and other retaining walls using anchors or tie rods do not allow a plurality of spaced anchors or tie rods installed in a wall to be adjustably interconnected to adjust the spacing between the anchors or tie rods. Prior apparatus and methods for repairing and/or strengthening seawalls and other retaining walls do not contemplate closing openings in the walls by adjustably moving the walls between interconnected anchors or tie rods installed in the walls on opposite sides of the openings.


Heart failure following myocardial infarction is treated by administration of an angiotensin II inhibitor for 8-12 weeks, followed by administration of a growth hormone for 1-3 weeks.

Heart failure occurs in three to four million individuals annually in the United States, and is a highly important cause of cardiac morbidity and mortality. In about 60% of the patients, the heart failure is secondary to late stage coronary disease, and in most of the remainder it is due to primary myocardial disease in the form of idiopathic dilated cardiomyopathy. Treatment for severe heart failure has improved with the addition of angiotensin converting enzyme (ACE) inhibitors to standard therapy, but despite such treatment the outlook remains poor in symptomatic patients (mortality about 10% per year), and limiting cardiac symptoms often persist. Cardiac transplantation is a definitive therapy for severe heart failure in some individuals, but there is a need for new adjunctive medical therapies to improve functional status and provide a more favorable prognosis. Previous findings in animal models, and a recent study in patients with heart failure, showing favorable effects of growth hormone (GH) suggest that GH treatment may offer such an adjunctive measure. Bunting et al., WO95/28173 disclosed treatment of congestive heart failure by administration of GH. Clark et al., U.S. Pat. No. 5,610,134 disclosed treatment of congestive heart failure by administration of GH and insulin-like growth factor 1 (xe2x80x9cIGF1xe2x80x9d), with or without an angiotensin II converting enzyme (ACE) inhibitor. However, our studies in animals with heart failure have shown that an ACE inhibitor in high dose may diminish the beneficial effects of GH, including its action to promote a physiologic form of hypertrophy.
We have now invented a new method for treating heart failure which follows myocardial infarction by administering an angiotensin II (AT1) receptor blocker for 8-12 weeks, followed thereafter by administration of a growth hormone for 1-3 weeks.

Treatment of heart failure with growth hormone

The Regents of the University of California


A method for establishing a data model and an apparatus, where a network element may create an optical signal group that includes optical signals with different wavelengths. After selecting a first optical signal group and obtaining first data of the first optical signal group, the network element may reflect, based on a first model established based on the first data of the first optical signal group, a noise coefficient and a gain that are obtained after an optical signal in the optical signal group of different wavelength combinations passes through the network element.

Dense wavelength-division multiplexing (DWDM) means that a group of optical signals with different wavelengths can be simultaneously transmitted in one optical fiber. A DWDM technology is a laser technology that can increase a bandwidth in an existing optical network. Simply, the DWDM technology can enable multiplexing of a compact optical spectrum spacing of a single optical carrier in a specified optical fiber, to achieve specific transmission performance (for example, achieve minimum dispersion or attenuation). Use of the DWDM technology can reduce a quantity of required optical fibers as much as possible for a given information transmission capacity.
Detection on performance of an optical channel for transmitting an optical signal of a DWDM system is a key issue for implementing effective optical signal transmission. With universal deployment of reconfigurable optical add-drop multiplexers (ROADMs) in the DWDM system and wide use of a network topology structure in the DWDM system, there may be a plurality of alternative paths for optical signal transmission in the DWDM system. A gain and a noise figure (NF) of a specific optical signal vary in different optical signal groups. Therefore, an optical signal-to-noise ratio (OSNR) of the optical signal in the entire DWDM system varies in the different optical signal groups. Currently, the gain and the NF of the optical signal are preset in each network element in the DWDM system. An OSNR parameter that is of the optical signal in the entire DWDM system and that is calculated based on the preset gain and NF cannot accurately reflect a property of the optical signal.
In conclusion, the preset gain and NF in the DWDM system in other approaches are of poor accuracy.

Method for establishing data model and apparatus


The present invention relates to a method of enhancing the anti-tumor response in a mammal. More particularly, the invention is concerned with combinations comprising a cytokine-secreting cell and an anti-PD-1 antibody, and methods of administering the combination for enhanced immune response to tumor cells in a patient with a cancer.

The immune system plays a critical role in the pathogenesis of a wide variety of cancers. When cancers progress, it is widely believed that the immune system either fails to respond sufficiently or fails to respond appropriately, allowing cancer cells to grow. Currently, standard medical treatments for cancer, including chemotherapy, surgery, radiation therapy and cellular therapy, have clear limitations with regard to both efficacy and toxicity. To date, these approaches have met with varying degrees of success dependent upon the type of cancer, general health of the patient, stage of disease at the time of diagnosis, etc. Improved strategies that combine specific manipulation of the immune response to cancer in combination with standard medical treatments may provide a means for enhanced efficacy and decreased toxicity.
The use of autologous cancer cells as immunotherapies to augment anti-tumor immunity has been explored for some time (Oettgen et al., "The History of Cancer Immunotherapy", In: Biologic Therapy of Cancer, Devita et al. (eds.) J. Lippincot Co., pp 87-199, 1991). However, due to the weak immunogenicity of many cancers, down regulation of MHC molecules, the lack of adequate costimulatory molecule expression and secretion of immunoinhibitory cytokines by cancer cells, the response to such immunotherapies has not resulted in long term efficacy. See, e.g., Armstrong T D and Jaffee E M, Surg Oncol Clin N Am. 11(3):681-96, 2002 and Bodey B et al, Anticancer Res 20(4):2665-76, 2000.
Numerous cytokines have been shown to play a role in regulation of the immune response to tumors. For example, U.S. Pat. No. 5,098,702 describes using combinations of TNF, IL-2 and IFN-beta in synergistically effective amounts to combat existing tumors. U.S. Pat. Nos. 5,078,996, 5,637,483 and 5,904,920 describe the use of GM-CSF for treatment of tumors. However, direct administration of cytokines for cancer therapy may not be practical, as they are often systemically toxic. (See, for example, Asher et al., J. Immunol. 146: 3227-3234, 1991 and Havell et al, J. Exp. Med. 167: 1067-1085, 1988.)
An expansion of this approach involves the use of genetically modified tumor cells which express cytokines locally at the immunotherapy site. Activity has been demonstrated in tumor models using a variety of immunomodulatory cytokines, including IL-4, IL-2, TNF-alpha, G-CSF, IL-7, IL-6 and GM-CSF, as described in Golumbeck P T et al., Science 254:13-716, 1991; Gansbacher B et al, J. Exp. Med. 172:1217-1224, 1990; Fearon E R et al., Cell 60:397-403, 1990; Gansbacher B et al., Cancer Res. 50:7820-25, 1990; Teng M et al, PNAS 88:3535-3539, 1991; Columbo M P et al, J. Exp. Med. 174:1291-1298, 1991; Aoki et al., Proc Natl Acad Sci USA. 89(9):3850-4, 1992; Porgador A, et al., Nat Immun. 13(2-3):113-30, 1994; Dranoff G et al., PNAS 90:3539-3543, 1993; Lee C T et al, Human Gene Therapy 8:187-193, 1997; Nagai E et al, Cancer Immunol. Immonther. 47:2-80, 1998 and Chang A et al., Human Gene Therapy 11:839-850, 2000, respectively.
Clinical trials employing GM-CSF-expressing autologous or allogeneic cellular immunotherapies have commenced for treatment of prostate cancer, melanoma, lung cancer, pancreatic cancer, renal cancer, and multiple myeloma (Dummer R., Curr Opin Investig Drugs 2(6):844-8, 2001; Simons J et al, Cancer Res. 15; 59(20):5160-8, 1999; Soiffer R et al., PNAS 95:13141-13146, 1998; Simons J et al., Cancer Res. 15; 57:1537-1546, 1997; Jaffee E et al, J. Clin Oncol. 19:145-156, 2001; and Salgia R et al, J. Clin Oncol. 21:624-630, 2003).
In yet another approach, autologous tumor cells were genetically altered to produce a costimulatory molecule, such as B7-1 or allogeneic histocompatibility antigens (Salvadori et al. Hum. Gene Ther. 6:1299-1306, 1995 and Plaksin et al. Int. J. Cancer 59:796-801, 1994). While the use of genetically modified tumor cells has met with success in treatment of some forms of cancer, there remains a need for improved treatment regimens with greater potency and/or efficacy and fewer side effects than the therapies currently in use.

PS-1 antibodies in combination with a cytokine-secreting cell and methods of use thereof


There is disclosed herein a machine for performing nucleic acid amplification under computer control. The machine utilizes any one of a number of heating and cooling systems under control of a host computer which directs the heating and cooling systems to heat and cool a reaction-chamber-containing heat exchanger at appropriate times in the process. The reaction chambers are pre-loaded with the nucleic acid(s) to be amplified, a thermostable enzyme to catalyze polymerization, specific oligonucleotide primers, and four different nucleotide triphosphates. Also disclosed is the process for the amplification chain reaction implemented by the machine, which utilizes a thermostable enzyme.

The invention pertains to the field of chain reactions for amplifying DNA or RNA (nucleic acids), and, more particularly, to the field of machines for automatically performing this process through temperature cycling.
Methods described in the past for synthesizing nucleic acid sequences from an existing sequence, for example, the phosphodiester and phosphotriester methods [Narang et al., Meth. Enzymol. 68, 90 (1979); and Brown et al., Meth. Enzymol. 68, 109 (1979), respectively], are not practical to produce large amounts of nucleic acid sequences. Such methods are laborious and time-consuming, require expensive equipment and reagents, and have a low overall efficiency.
There are methods for producing nucleic acid sequences in large amounts from small amounts of an existing sequence. Such methods involve cloning of a nucleic acid sequence in an appropriate host system, and culturing the host, wherein the vector in which the nucleic acid sequence has been inserted is replicated, resulting in copies of the vector and hence the sequence. See T. Maniatis, et al., Molecular Cloning: A Laboratory Manual, Cold Spring Harbor Laboratory, pp. 390-401 (1982); and U.S. Pat. Nos. 4,416,988 and 4,403,036. The original sequence can also be organically synthesized before insertion in a vector. See U.S. Pat. No. 4,293,652.
A method, described by Saiki et al., Science, 230, 1530-1534 (1985), has been devised for amplifying one or more specific nucleic acid sequences or a mixture thereof using primers, nucleotide triphosphates, and an agent for polymerization, such as DNA polymerase. The extension product of one primer, when hybridized to the other, becomes a template for the production of the desired specific nucleic acid sequence, and vice versa. The process is repeated as often as necessary to produce the desired amount of the sequence.
This method is especially useful for performing clinical tests on the DNA or RNA from a fetus or other donor where large amounts of the DNA or RNA are not readily available and more DNA or RNA must be manufactured to have a sufficient amount to perform tests. The presence of diseases which have unique DNA or RNA signatures can be detected by amplifying a nucleic acid sample from a patient and using various probe procedures to assay for the presence of the nucleic acid sequence being detected in the test. Such test might be prenatal diagnosis of sickle cell anemia, as described by Saiki et al., supra, where the amplification of specific .beta.-globin target sequences in genomic DNA resulted in the exponential increase (220,000 times) of target DNA copies, increasing sensitivity and speed while reducing the complexity of diagnosis. Another test is the diagnosis of the AIDS virus, which is thought to alter the nucleic acid sequence of its victims.
Five patent applications which describe the amplification process are copending U.S. patent application Ser. No. 818,127, filed Jan. 10, 1986, copending U.S. Ser. No. 716,982, filed Mar. 28, 1985, copending U.S. Ser. No. 791,308, filed Oct. 25, 1985, copending U.S. Ser. No. 828,144, filed Feb. 7, 1986, and copending U.S. Ser. No. 839,331, filed Mar. 13, 1986, the disclosures of all of which are incorporated herein by reference.
The amplification method bears some similarity to the molecular cloning methods described above, but does not involve propagation of a host organism, avoiding the hazards and inconvenience therein involved. In addition, the amplification method does not require synthesis of nucleic acid sequences unrelated to the desired sequence, and thereby obviates the need for extensive purification of the product from a complicated biological mixture. Finally, the amplification is more efficient than the alternative methods for producing large amounts of nucleic acid sequences from a target sequence and for producing such sequences in a comparatively short period of time.
At first, the amplification procedure described above was carried out by hand in the laboratories. The manual process involves a great deal of repetitive liquid handling steps and incubations at controlled temperatures. This is not only time-consuming and tedious, but it is also subject to error caused by human operator attention span drift. Such errors could result in a misdiagnosis of a genetic birth defect and an unnecessary abortion or the lack of an abortion where a birth defect exists. Further, such errors could result in misdiagnosis of sickle cell anemia or other genetic disorders.
Further, certain nucleic acids amplify more efficiently than others, so some nucleic acid sequence amplifications require more amplification cycles than others. Because the cost of laboratory labor can be high, and the risks to which a laboratory is subjected are high in case of error in erroneously performing amplification, there has arisen a need for a system which can automate the amplification process.
Such a machine is described in copending U.S. application Ser. No. 833,368 filed Feb. 25, 1986, which is the parent application of the present application. This machine utilizes a liquid handling system under computer control to make liquid transfers of enzyme stored at a controlled temperature in a first receptacle into a second receptacle whose temperature is controlled by the computer to conform to a certain incubation profile. The second receptacle stores the nucleic acid sequence to be amplified plus certain reagents. The computer includes a user interface through which a user can enter process parameters which control the characteristics of the various steps in the sequence such as the times and temperatures of incubation, the amount of enzyme to transfer on each cycle into the second receptacle from the first receptacle, as well as the number of cycles through the amplification sequence that the user desires the machine to perform.
While the above-described machine increases the amount of nucleic acid sequence which can be amplified per unit of labor, thereby decreasing the possibility of error, it involves liquid handling, where reagents must be continuously transferred at various cycles. There is a need for a machine which not only automates the amplification process, but also makes it faster and more convenient. This can be accomplished using an enzyme which is thermostable, i.e., will not break down when subjected to heat.

Apparatus and method for performing automated amplification of nucleic acid sequences and assays using heating and cooling steps


Methods, systems, and apparatus, including computer programs encoded on a computer storage medium, for merging search results. In one aspect, a method combines search results responsive to a query that are obtained from a local search engine and a universal search engine such that the combined search results are ordered and presented in a way that emphasizes certain business entities in the results.

This specification relates to combining search results from different search engine systems.
Internet search engines provide information about Internet accessible resources (e.g., web pages, images, text documents, multimedia content) that are responsive to a user's search query by returning a set of search results in response to the query. A search result includes, for example, a Uniform Resource Locator (URL) for the resource and a snippet of information. The search results can be ranked according to scores assigned to them by a scoring function. The scoring function scores the search results according to various signals, for example, where (and how often) query terms appear in the search results and how common the query terms are in the search results indexed by the search engine.


An apparatus and method are provided for handling ordered transactions. The apparatus has a plurality of completer elements to process transactions, a requester element to issue a sequence of ordered transactions, and an interconnect providing, for each completer element, a communication channel between that completer element and the requester element for transfer of signals between that completer element and the requester element in either direction. A given completer element that is processing a given transaction in the sequence is arranged to issue a response signal to the requester element over its associated communication channel that comprises an ordered channel indication to identify whether the associated communication channel has an ordered channel property. The ordered channel property guarantees that processing of transactions issued by the requester element over the associated communication channel in a given order will be completed by the given completer element in the same given order. The requester element is then responsive to the ordered channel indication to control timing of issuance from the requester element of at least one signal relating to one or more transactions after the given transaction in the sequence. By such an approach, the ordering flow adopted for ordered transactions can be varied by the requester element in dependence on the presence or absence of an ordered channel, whilst enabling interconnect-agnostic requester element designs to be utilised.

The present technique relates to an apparatus and method for handling ordered transactions.
An interconnect may be used to provide connections between a plurality of elements within an apparatus. Some of those elements may be requester elements used to issue transactions, whilst others may be completer elements used to process those transactions.
In some instances, it is necessary for a sequence of transactions issued by a particular requester element to be processed in order, such transactions being referred to herein as ordered transactions. The interconnect can be arranged to provide a communication channel between each requester element and each completer element but it is typically a matter for the interconnect designer to determine whether to place any ordering constraints on particular communication channels or not. Adding an ordering constraint to all channels would typically be expensive in terms of hardware cost and overall system performance, and hence ordered channels only tend to be added where considered necessary. If an ordered channel is provided between a particular requester element and a particular completer element, then an efficient ordering flow can be employed to handle a series of ordered transactions routed over that ordered communication channel. However, if the ordered communication channel is not available, then a less efficient ordering flow needs to be deployed in order to ensure that the ordered transactions are in fact processed in order.
However, it is often the case that a requester element does not know, at the time of issuing a particular transaction in a sequence of ordered transactions, which completer element will process that transaction, and whether there is an ordered channel present in the interconnect between the requester element and that completer element. As a result, it is often the case that a requester element employs the less efficient ordering flow when handling ordered transactions, in order to ensure that the ordering constraints are met, and hence the potential performance benefits achievable when in fact there is an ordered channel between the requester element and the completer element are not realised.
It would accordingly be desirable to provide a technique which enabled an improved handling of ordered transactions.

Apparatus and method for handling ordered transactions


Embodiments of the present disclosure provide for implicit channel tracking for simultaneous multiuser transmissions. Other embodiments may be described and claimed.

The Institute of Electrical and Electronics Engineers (IEEE) 802.11 standards are expected to support efficient transmission for multiuser (MU) and a single user (SU) beamforming transmutations to transmit to a large number of stations with different link conditions and quality of service (QoS) characteristics.
Multiuser—multiple input multiple output (MU-MIMO) needs a precise estimate of a channel from an access point transmitter to a user's receiver. See, for example, IEEE 802.11 ac-2013-IEEE Standard for Information technology—Telecommunications and information exchange between systems—Local and metropolitan area networks—Specific requirements—Part 11: Wireless LAN Medium Access Control (MAC) and Physical Layer (PHY) Specifications—Amendment 4: Enhancements for Very High Throughput for Operation in Bands below 6 GHz (hereinafter, "IEEE 802.11ac"). This estimate of the channel is needed for the transmitter to select weight factors that reduce mutual interference among different user streams. Currently, channel knowledge is acquired explicitly from the user's receivers. This channel acquisition process has high throughput overhead. Further, the channel can change after a short period of time, which may increase mutual interference between users and deteriorate user reception.
To overcome channel change problems, some systems will have a transmitter explicitly acquire a wireless channel more frequently. However, these systems will increase the associated high overhead of channel acquisition and, therefore, compromise system efficiencies.

Implicit channel tracking for simultaneous multiuser transmission


An intake duct for a vehicle having an inlet port formed so that the open side faces obliquely upward. The intake duct includes an inlet part formed in a flat shape expanding in the lateral direction crossing an air stream direction and a deflector provided in an air stream passage of the inlet part and extending in the left-and-right direction of the air stream passage. The intake duct further includes a first support member, which is provided between the deflector and the lower wall portion of the inlet part, and a second support member, which is provided between the deflector and the upper wall portion of the inlet part.

1. Field of the Invention
The present invention relates to an intake duct for a vehicle, which supplies air into an engine.
2. Description of the Related Art
As shown in FIG. 7, in vehicles, the outside air taken through a vehicular intake duct DC is supplied into an engine EG, via an air cleaner AC (see Japanese Patent Application Laid-Open No. 2006-322434). This vehicular intake duct DC is made by injection molding or blow molding of a synthetic resin and has an air stream passage 20 defined therein. As shown in FIG. 8, the vehicular intake duct DC is provided with an inlet part 22 having an inlet port 24 and formed into a laterally elongated flat shape. An outlet part 26 having an outlet port 28 connected to the air cleaner AC is formed in a substantially rectangular shape. Further, the vehicular intake duct DC is bent at a midway portion between the inlet part 22 and the outlet part 26. The inlet part 22 of the vehicular intake duct DC is, as shown in FIG. 7, attached to the top face of a radiator support 16 by bolts BL. Also in this construction, the inlet port 24 of the duct DC is disposed to face a small space S which is between an engine hood 14 of an engine room 12 and the radiator support 16.
Recently, safety measures against contact of a vehicle with a pedestrian have been enhanced; as a result, it is designed so that at the time of collision of a vehicle against the pedestrian, the engine hood 14 deforms downward to some extent to absorb the impact. This requires the vehicular intake duct DC located directly under the engine hood 14 not to interfere with the deformation of the engine hood 14. In addition, the vehicular intake duct DC needs to absorb the impact transmitted via the engine hood 14 as well as permits the deformation of the engine hood 14.
As mentioned above, because the inlet part 22 of the vehicular intake duct DS is disposed in the small space S, the open end of the inlet part 22 is formed to be inclined rearward and upward from the lower part to secure the stroke needed at the time the engine hood 14 deforms. In other words, the inlet port 24 provided at the open end of the inlet part 22 is inclined to face obliquely upward. Generally, air has such a property as to flow into the open side of the inlet port 24 of the vehicular intake duct DC at an angle orthogonal to the open side. As seen from FIG. 7, therefore, after flowing obliquely downward through the inlet port 24, the air flows, as shown by curve dotted lines, horizontally along the inner surfaces of the wall portions constituting the air stream passage 20. Since the air taken through the inlet port 24 tends to flow along the incident line directed obliquely downward in the aforementioned manner, the air stream tends to come away from the inner surface of the upper wall portion and to be biased in the lower area of the air stream passage 20. When this occurs, the air counter-flows in the upper area R of the air stream passage 20 at the inlet part 22. As is apparent from the above, when the open side of the inlet port 24 is formed askew, biasing and counter flow of the air stream occur in the air stream passage 20 of the inlet part 22. Both of these would stand in the way of smooth ventilation and lower the air ventilating performance of the intake duct.


Systems and methods are provided for precise measurement of volumetric flow within an emissions source. A general rotation element is rotatable by an operator relative to the emissions source about an axis. A precision rotation element is rotatable by an operator relative to the general rotation element from a first position ninety degrees about the axis to a second position. A conduit receives a probe. The conduit is rotatable with the precision rotation element about the axis.

In the field of environment testing, a number of standardized methodologies for the determination of volumetric flow from an emissions source are codified in 40 CFR 60, Appendix A. One methodology, referred to as Method 2G, utilizes a 2-D probe, defined as a directional probe that measures velocity pressure and the yaw angle of gas flow, or a 3-D probe, which also measures a pitch angle of the flow, within the emissions source to determine the volume of emissions through the source. Small errors in the determination of the yaw angle in either direction can generally cause an overestimation of the volumetric flow through the emissions source. Since the determined volumetric flow is used over a reasonably long period of time (e.g., several months to a year) to estimate the emitted mass of a given substance at the emissions source, small errors in the flow determination can result in significant overestimation of the emitted mass over that period. Owners of power plants and other emissions sources must purchase credits for the amount of each pollutant they emit, making an overestimation of emitted pollutants a significant, unnecessary expense.

Precision measurement of gas velocity and volumetric flow rate


Embodiments of the invention include methods, systems, and computer program products for root cause analysis. Aspects of the invention include receiving, by a processor, operations data associated with a plurality of applications. A trend analysis is performed on the operations data to determine an operations issue associated with at least one of the plurality of applications. And a root-cause analysis is performed on the operations issue to identify a set of candidate applications from the plurality of applications that may be a cause of the operations issue.

The present invention generally relates to development and operations data, and more specifically, to root cause analysis for correlated development and operations data.
Customers, typically, want to identify the root-cause and risk factors associated with performance issues. However, some transactions are too complex to review. With thousands of artifacts and very complex call graphs, review can be time-consuming and labor-intensive, especially when analyzing graphs and metrics manually. Also, there are no correlations of different levels of data to help a customer find and understand a root-cause. While transaction composition and static analysis data are available, the amount of data can be very large and present difficulties when users drill down to whole application and application parts levels to try and find the problem themselves.

Root cause analysis for correlated development and operations data

INTERNATIONAL BUSINESS MACHINES CORPORATION


A method for operating a motor vehicle having a camera device that records the area ahead of the vehicle and an associated control device for evaluating images taken by the camera device, wherein the control device evaluates the images in order to detect at least one hand gesture performed by a person shown in the images, wherein, when a hand motion describing a calling gesture that indicates a stop request is detected, in the case of a self-driving motor vehicle, the motor vehicle is controlled to stop in the vicinity of the person, or in the case of a non-self-driving motor vehicle, the driver of the motor vehicle is given a signal indicating the stop request.

The development of motor vehicles that perform more and more tasks autonomously is steadily increasing. There are already vehicles known that drive largely independently, i.e. self-driving or piloted motor vehicles, in which a driver must merely be present in order to assume control of the vehicle in the event of an emergency, as well vehicles known that drive in traffic completely autonomously even without a driver present. Substantially or entirely self-driving motor vehicles such as these can be employed, for example, as a kind of taxi or the like, namely vehicles serving as passenger transport.
In typical taxis or the like, which are configured as conventional motor vehicles and have a driver, it has heretofore often been the case that the taxi drives up to a taxi stand, for example. If a passenger is on the roadside and sees the approaching taxi, he or she typically waves, i.e. makes a calling hand gesture, which the driver sees, whereupon the taxi stops to pick up the person. A taxi waiting at a traffic light, for instance, can also be called in this way. In the case of a self-driving motor vehicle that does not have a driver on board, as described, there is no person to recognize the calling gesture.
However, in conventional taxis with a driver, the problem also sometimes arises that the driver does not recognize the person standing and waving, making a calling gesture on the roadside, and therefore fails to identify the stop request and consequently cannot pick up the person.
Calling a driverless vehicle with the aid of a transmitter that is moved by a person is known from US 2015/0279131 A1. The transmitter triggers a corresponding control signal to be sent to the motor vehicle when the transmitter is moved with sufficient force by the person holding it. The vehicle can then automatically drive to the person.
Calling an autonomously driving motor vehicle by means of a mobile radio device, such as a mobile telephone, e.g. using an application stored on it, is known from US 2015/0339928 A1 as well as from DE 10 2015 219 463 A1.


Disclosed are a method, device and system for health monitoring of SoC. The method includes: acquiring in real time sensor data of sensors monitoring SoC performance, the sensor data including reliability degradation sensor data, temperature sensor data, noise sensor data and current sensor data; extracting characteristic data representative of the SoC performance from the sensor data; performing analysis and prediction on the characteristic data in real time by using a prediction algorithm to obtain a performance state and a performance degradation trend of the SoC; outputting performance state information and performance degradation trend information of the SoC. The disclosed method, device and system for health monitoring of SoC can monitor the performance state of the SoC in real time and predict the performance degradation trend of the SoC in real time.

The design requirements of System-on-Chip (SoC) have changed from simply seeking for high performance and small area to comprehensive requirements of performance, area, power consumption and reliability. Especially, SoC chips have been widely used in high-reliability required fields, such as aerospace, rail traffic and nuclear power, etc., and their reliability is of great importance and attracts much attention. Conventional off-line reliability evaluation methods, such as reliability simulation, on-line process detection and reliability test and failure analysis, etc. cannot predict the service life of SoC in real time. In this case, the conventional maintenance mode of "regular maintenance" or "afterwards maintenance" would lead to huge losses in human resources, financial resources and material resources.

Method, device and system for health monitoring of system-on-chip


The present invention provides a system and method for controlling a solenoid that ensures accurate timing between the enabling of the driving circuit and the activation of the solenoid, while simultaneously providing a two energy level driving scheme to reduce power consumption. The present invention utilizes a single enable signal and supplies the solenoid two different energy levels, a higher “set” level and a lower “hold” level. The generation of these two levels is based on the enabling signal and guarantees that the higher “set” level is present when the solenoid is activated, thereby minimizing undesirable timing jitter.

Solenoids are widely used to convert electrical energy into mechanical movement and, due to their utility, are used in a wide range of applications, from time-critical valves to power locks in automobiles to simple doorbells.
Briefly, a solenoid consists of an electrical wire, typically circularly wrapped to create a coil. A magnetically conductive rod is placed inside the coil. When current passes through the coil, a magnetic field is created, which causes the rod to move relative to the coil. In numerous embodiments, a biasing member such as a spring is used to return the rod to its inactive state when the current ceases to flow through the coil.
A simple example of a solenoid is the traditional doorbell. When the user actuates the doorbell, that action connects the coiled wire to the power source, thereby creating a magnetic field within the coiled wire. This field causes a magnetically conductive plunger to move and typically strike a metal tuning plate, which creates the first "ding" sound typically heard. After the doorbell has been released, a biasing member, such as a spring, returns the plunger to its inactive position. In some doorbells, the plunger strikes a second metal tuning plate, creating a second "dong" sound. These same principles apply in more complex applications, such as valves. In that embodiment, the movement of the plunger typically reveals an opening which is normally obstructed by the plunger, thus opening the valve.
Because of the variety of applications, there are a number of different methods of driving these solenoids. In some cases, cost is the most important factor, while in others, power consumption or speed may be the most important factor.
A number of different embodiments of solenoid driver circuits are commercially available. In fact, several manufacturers produce integrated circuits that perform this function in a single chip. To conserve power, some embodiments regulate the amount of current that is driven through the coiled wire. One common technique used to do this is to vary the voltage supplied to the solenoid, using a technique known as "chopping", to insure that the current remains constant. The voltage is varied typically in a sawtooth pattern to limit the current to a predetermined value.
In other embodiments, a dual energy level driving system is used. It is a well-known characteristic of solenoids that the energy needed to activate the solenoid and cause movement of the rod is greater than the energy needed to hold the rod in this active state. As a result, some circuits utilize two different levels of current or voltage to drive solenoids; a first, or higher, level needed to "set" the solenoid and a second, or lower, level needed to "hold" the solenoid.
However, in current embodiments, these power saving mechanisms create uncertainty or jitter in the timing of the solenoid. For example, some applications require a precise relationship between the time that the energy is supplied to the coil and the time that the solenoid is activated. By using a simple circuit, which supplies voltage upon the assertion of a specific enabling signal, this predictability can be obtained, however it is not power efficient.
Circuits that control the current by "chopping" the voltage reduce overall power consumption, but are not as predictable with respect to the time between the enabling of power to the solenoid and the activation of that solenoid, due to the variation in the chopped voltage being supplied to the solenoid.
Similarly, circuits that implement two different voltage or current levels experience timing variation as well. Typically, these circuits use the enabling signal to indicate that the "set" voltage should be applied. Using a conventional timing delay mechanism, the level is later switched to the lower "hold" voltage. However, since the higher level is being applied as the circuit is being enabled, a race condition can occur in which the sequence of the enabling of the circuit and the application of the higher voltage can be indeterminate. In some instances, the higher voltage will be present when the circuit is enabled, resulting in a fast turn-on time. In other instances, the higher voltage will not be present when the circuit is enabled, but will be present some time thereafter, resulting is a somewhat slower turn-on time.
In some applications, a capacitor is charged while the solenoid is in the off position. When the solenoid has to be activated, the capacitor's charge is added to the available supply voltage to ensure rapid switching of the solenoid by creating a high peak current. For this method, timing of the solenoid is only predictable when the pauses between activations are long relative to the capacitor charge rate.
In many applications, the small difference in timing caused by these power-saving mechanisms has no effect on the operation of the system in which the solenoid is being used. However, there are applications, such as time-critical valve control in the fabrication of integrated circuits, where it is imperative that there be a predictable time period between the enabling of the circuit and the activation of the solenoid. In these applications, circuits typically do not employ any power saving techniques because of the unacceptable timing jitter that results.
Therefore, it is an object of the present invention to provide a system and method for controlling a solenoid that minimizes the jitter between the enabling of the circuit and the activation of the solenoid, while implementing a dual energy level driving scheme to reduce power consumption.


A user terminal for receiving a plurality of data pieces for a plurality of processes that are simultaneously operated. Each of the data pieces has an indicator indicating whether the data piece is new data and is transmitted from a network apparatus that changes an indicator value on a process-by-process basis. The user terminal includes a data receiving unit for receiving the data piece having the indicator, a response transmitting unit for transmitting a response indicating an acknowledgement or a negative acknowledgement for the received data piece, and an indicator determination unit for determining whether the indicator of the received data piece is the same as the indicator of a previous data piece received immediately previously for the same process as the process of the received data piece and whether the response for the previous data piece indicates the acknowledgement to discard the received data piece.

HARQ protocols have been known as protocols for retransmission control that is used in wireless communication networks.
Transmission and reception of data of the related art, which is performed in accordance with an HARQ protocol, will be described with reference to FIG. 1. The top row of FIG. 1 illustrates a procedure that is performed by a network apparatus NE such as a base station or a high-level node (a radio network controller (RNC)). The bottom row of FIG. 1 illustrates a procedure that is performed by a user terminal UE such as a mobile phone. The network apparatus assigns sub-frames to each of processes, and transmits and receives data. The network apparatus transmits and receives, together with the data, control information such as an identifier identifying the process, an indicator indicating whether or not the data is new data, and so forth.
The processes are HARQ procedures. Units of physical resources are determined for the processes. For example, one time slot or a plurality of time slots are assigned in a time division multiplexing scheme. One sub-carrier or a plurality of sub-carriers are assigned in a frequency division multiplexing scheme. A process number that is used as an identifier for identifying each of the processes is assigned to the process. In HARQ, a plurality of processes independent from one another are simultaneously operated. Physical resources are assigned to as many processes as possible within a round-trip delay time between communication apparatuses. Packets for each of the processes are sequentially transmitted. Thus, a high transmission efficiency is realized.
The indictor is, for example, a new data indicator (NDI). An NDI indicates whether a packet to which the NDI is assigned includes newly transmitted data or retransmitted data. Two values, e.g., one and zero, are used as values of NDIs, and the value of an NDI is changed from one of the two values into the other value every time transmission of data is performed. Accordingly, an apparatus on a receiving side can determine that, when the apparatus has continuously received pieces of data having NDIs whose values are the same, the piece of data transmitted later is retransmitted data.
When the network apparatus NE performs transmission of data for a process denoted by a process number P of zero, the network apparatus NE attaches the process number P of zero, an NDI of zero, a transmittable data size TBsize of A to data 1, and transmits the data 1 using a sub-frame 1.
The network apparatus NE transmits, using a sub-frame 4, data to which another process number is attached for another process. Data 2 that is transmitted using the sub-frame 4 has a process number P of one, an NDI of one, and a TBsize of B. The network apparatus NE changes (toggles) the value of an NDI into a different value every time the network apparatus NE transmits data, thereby indicating that the transmitted data is new data. In an example illustrated in FIG. 1, when transmission of pieces of data is performed using the sub-frames 1, 4, 7, 10, and 13, the value of each of the NDIs is toggled so that the values of the NDIs are sequentially zero, one, zero, one, and zero.
In the sub-frame 7, when the network apparatus NE receives an acknowledgement (ACK) for the data 1 that the network apparatus NE transmitted using the sub-frame 1, the network apparatus NE transmits the next data for the process denoted by the process number P of zero. Furthermore, when the network apparatus NE receives an ACK for the data that the network apparatus NE transmitted using the sub-frame 4, the network apparatus NE transmits the next data for a process denoted by the process number P of one. Thereafter, the network apparatus NE repeats, for each of the process denoted by the process number P of zero (indicated by the solid line) and the process denoted by the process number P of one (indicated by the broken line), a procedure that is similar to the above-described procedure.
When the user terminal UE receives data from the network apparatus NE, the user terminal UE stores the data, and performs cyclic redundancy check (CRC) on the data. When no error is detected, the user terminal UE returns an ACK.
A retransmission procedure of the related art, which is performed in accordance with an HARQ protocol, will be described with reference to FIG. 2. FIG. 2 differs from FIG. 1 in that the network apparatus NE incorrectly detects, as a negative acknowledgement (NACK), an ACK that is transmitted from the user terminal UE.
Because the network apparatus NE detects an NACK for the data 1 that was transmitted using the sub-frame 1, the network apparatus NE retransmits the data 1.
Because the user terminal UE detected no error for the data 1 that was received using the sub-frame 1, the user terminal UE transmitted an ACK back. However, the user terminal UE needs to handle, as new data, the data 1 that the network apparatus NE has retransmitted. In this case, the user terminal UE needs to perform, again, the procedure of storing the data 1, which has been retransmitted, in a buffer, of performing CRC on the data 1, and of returning an ACK when no error is detected.
Also when the network apparatus NE cannot detect an ACK that the user terminal UE has transmitted, a procedure that is similar to the procedure illustrated in FIG. 2 is performed.
The following documents describe related technologies.    Japanese Laid-Open Patent Publication No. 2007-502558.    Japanese Laid-Open Patent Publication No. 2008-092378.    Japanese Laid-Open Patent Publication No. 2006-033156.

User terminal and method for performing retransmission control


A building inside fire extinguishing system, the building having a standard roof pitch and corresponding peak angle. The system including a main water supply line extending along the base or lower margin of the roof and having spaced parallel upright pipe nipples attached to the main water supply line, a plurality of feed lines extending upwardly from the main water supply line parallel to the roof and a plurality of spaced water sprinkler heads operably attached to each of the feed lines. To interconnect the upper end of each upright nipple, an array of roof slope sprinkler fittings is provided, one of which is selected angularly matching the roof pitch. These sprinkler fittings each include an angled hollow body having a female threaded inlet and a female threaded outlet angularly oriented at different standard roof pitch angles one of which will equal the standard pitch of the roof. Each fitting is threadable directly to and between the pipe nipple and a lower end of the feed line. A separate array of roof peak fittings connecting the upper ends of each pair of aligned feed lines may also be provided.

1. Field of the Invention
This invention relates generally to fire prevention sprinkler systems for buildings and warehouses and more particularly to a more economical means for installation of such systems.
2. Description of Related Art
Buildings and warehouses are required to have inside fire preventive sprinkler systems which are typically of the water dispensing type through a plurality of sprinkler heads positioned in close proximity to the inside surface of the roof for maximum effectiveness. These typical fire prevention systems include elongated main water feed lines which extend along the base or lower margin of each roof panel and include sprinkler head mechanisms attached in space relationship along pipe feed lines which extend orthogonally from each main water line upwardly alongside and in close parallel relationship to the roof.
To establish the fluid connection between the lower end of each of these feed lines and the main water supply line, a series of three fittings are required due to the fact that each roof panel is sloped at a standard pitch angle which may vary from 1:12 to 6:12 in pitch. The sprinkler system installers are typically armed only with 90° and 135° elbows and straight short nipple fittings so that, to fabricate each such joint between the feed tubes and the main water supply line, two 90° elbows and an interconnecting short straight nipple attached to an uprightly connected nipple tap into the main water line are required.
A number of prior art devices deal generally with fittings for water sprinkler systems installed into buildings and warehouses as follows:                U.S. Pat. No. 5,609,212 to McHugh        U.S. Pat. No. 5,669,449 to Polan, et al.        U.S. Pat. No. 6,540,261 to Painter        U.S. Pat. No. 6,450,264 to Christian        U.S. Pat. No. 6,523,616 to Wallace        U.S. Pat. No. 6,719,214 to Shaffer
U.S. Pat. No. 5,669,449 to Polan, et al. discloses directional sprinklers designed for optimum operation over certain ranges of pitches and are envisioned to be within about 25° of the pitches from the overhead walls under which such sprinklers are installed.
Shaffer teaches a fire-extinguishing device in U.S. Pat. No. 6,719,214 and a sprinkler system is disclosed by Christian in U.S. Pat. No. 6,450,264. Fire sprinkler piping system fittings are taught by Painter, et al. in U.S. Pat. No. 6,540,261, and a building fire extinguishing system is disclosed by Wallace in U.S. Pat. No. 6,523,616. McHugh teaches adjustable sprinkler head positioning assemblies in U.S. Pat. No. 5,609,212.
An additional shortcoming of the standard fire sprinkler system in buildings and warehouses which have a peaked roof is also related to the unavailability in other than 90° and 45° (135°) elbow fittings. The roof peak of a sloped roof will necessarily have a correspondingly angled peak angle which will virtually certainly not match either of the standard elbows available. Due to this shortcoming in pipe fitting elbow availability, the interconnection between the upper ends of the upwardly sloping roof feed lines are left unconnected and terminate just short of the roof peak. This necessarily creates what may be referred to as a "tree system" wherein each of the main feed water supply lines provide water only to the feed lines extending upwardly on one of the roof panels while a second main water feed line provides water to be fed into the parallel array of feed lines attached to the other roof panel. Because the feed lines are dead ended or form a "tree system" the main water supply line must be of larger size and therefore more expensive in order to provide the required minimum level of water pressure and volume to the sprinkler heads when the system is energized in an emergency.


A conveying device has interlockingly coupled, rectilinear screw shafts which are driven by a motor. The screw shafts are juxtaposed to an inclined rectilinear portion of a gradient portion in a traveling route of a conveying traveling body and to at least fixed regions adjacent to the gradient portion of respective upper and lower horizontal route portions connected to respective ends of the gradient portion. The conveying traveling body has a pair of front and rear driven rollers engaging with the screw shafts, and an interval between the pair of front and rear driven rollers is set to a length not shorter than a rectilinear distance between end portions of the screw shafts positioned at respective sides of each of arcuate portions at respective upper and lower ends of the gradient portion to make the conveying traveling body travel continuously between the respective upper and lower horizontal route portions.

A screw drive type conveying device, that is, a screw drive type conveying device, which propels a conveying traveling body along a traveling route by means of a motor-driven screw shaft juxtaposed along the traveling route and a driven roller pivotally supported at the conveying traveling body so as to engage with the screw shaft, is known, for example, by Japanese Unexamined Patent Application Publication No. 2011-173549 (Patent Literature 1).


Disclosed is a surface treating agent which improves the adhesive properties between a metal surface and a paint layer thereon. The surface treating agent is an acidic aqueous solution comprising zinc ions, nickel ions and phosphate ions, characterized by adding a cyclic metaphosphate thereto in the form of. (MPO.sub.3).sub.n wherein M represents a metal atom and n is. an integer of at least 4 in a concentration of 20 to 600 mg/l.

Before coating a metal surface with a paint, the surface is generally treated with a zinc phosphate solution in order to enhance corrosion resistance and the adhesive properties between the metal surface and a paint layer thereon. However, corrosive environments are getting worse in automobiles, because a large amount of salt is spread over roads in winter. A primer coating is accordingly changed from anionic electrocoating to cationic electrocoating, and the surface treatment of the zinc phosphate solution is improved to suit to the cationic electrocoating method.
In the cationic electrocoating method, however, residual stress remains in a cured film so as to deteriorate adhesive properties, thus deteriorating corrosion resistance. In other words, the volume contraction at baking a coating forms internal stress in coating and deteriorates the adhesive properties between the metal surface and the cured film. The deterioration of the adhesive properties does not appear under conventional salt spray test conditions. But, if a salt spray test is conducted at more severe conditions, corrosion resistance significantly declines.


A new and improved cutting instrument is provided having an enhanced coating. The coating includes titanium, chromium, nitrogen and carbon elements and provides increased wear resistance. The coating can be applied to a variety of metal and non-metallic substrates, which include scissors and knife blades.

Substantial effort has been expended in improving the construction and operation of stationery cutting implements for household and office use. Ever increasing demands have been placed on manufacturers of these products to increase the ease of use, the wear resistance, and the ease with which the products can be cleaned, while maintaining a competitive price. For example, typical household and office scissors have been unable to achieve a long-lasting cutting edge, which withstands the wide-variety of products being cut, at a competitive price.
A cutting instrument is typically formed of a suitable substrate material, such as stainless steel, and a cutting edge is often formed with a wedge-shaped configuration. The edge sharpness varies greatly depending upon the intended use of the instrument. Cutting instruments include, by example, scissors, knife blades, and paper trimmers, each of which can have varied uses. Furthermore, each of these types of instruments can have a significant number of sub-classes, for which the blades can vary widely depending upon the intended use, the price point, and intended consumer. Extended use of the instrument often results in a dulling and wearing effect. Hard coatings are often used to increase wear resistance and hardness of the cutting instrument. It would be advantageous for a cutting instrument to have an improved hard, tough, wear-resistant coating.


A timing controller is provided. The timing controller includes a timing control circuit, a first scrambler and a second scrambler. The timing control circuit provides first source driving data and second source driving data. The first scrambler scrambles the first source driving data according to a first random number to generate first scrambled data. The second scrambler scrambles the second driving source data according to a second random number to generate second scrambled data. The second random number is different from the first random number.

1. Field of the Invention
The invention relates to a timing controller, a source driver, a display driving circuit and a display driving method.
2. Description of the Related Art
A chipset of a liquid-crystal display (LCD) device includes a timing controller and a source driver. The timing controller generates source driving data according to a video signal input, and outputs the source driving data to the source driver. The source driver drives a display panel of the LCD device according to the source driving data. However, as a data link between the timing controller and the source driver is prone to radiation that causes electromagnetic interference (EMI), applications including Wireless Wide Area Network (WWAL), Bluetooth and military bandwidths may be undesirably affected.

Timing controller, source driver, display driving circuit, and display driving method


A handwriting entry processing system used in a tablet type handwriting entry device includes a display unit, an area decision unit, a recognition processing unit, a designation unit and an input/output processing unit. The display unit has a planar display portion and an entry tablet portion, these portions being integratedly constituted in the display unit. The planar display portion displays an output signal from the input/output processing unit. The entry tablet portion constituted by one plane has a first entry portion and a second entry portion, the first entry portion being superimposed on the planar display portion and the second entry portion being located outside of the planar display portion. These entry portions receive a designation signal from the designation unit and output coordinate data to the area decision unit. The area decision unit detects the coordinate data from the entry tablet, transfers the coordinate data to the input/output processing unit when the coordinate data is generated from the first entry portion, and transfers the coordinate data to the recognition processing unit when the coordinate data is generated from the second entry portion. The recognition processing unit receives the signal input from the area decision unit, performs a recognition operation on the handwriting character based on the coordinate data, and outputs the resultant data indicating the characters to the input/output processing unit.

1. Field of the Invention
The present invention relates to a handwriting entry processing system used in a tablet type handwriting entry/display device having a display portion and an entry tablet portion integrated into the device.
2. Description of the Related Art
Recently, handwriting entry/display devices have been widely used in information processing fields. Usually, the conventional handwriting entry device has a planar display portion and entry tablet portion integrated on a display unit. This type of device is called an "integrated type entry/display tablet". A user writes various information, such as characters, symbols, and the like, on a coordinate entry portion by using a stylus pen.
There are known handwriting entry/display devices having the integrated type entry/display tablet on the market. These devices are referred to, for example, in COMPUTERS WITHOUT KEYS" by Dennis Normile and J. T. Johnson, on pages 66 to 69, August, 1990, POPULAR SCIENCE (magazine).

Handwriting entry processing system using keyboard and mouse interfaces requiring no modification of an application program