A system for intraosseous access can include an elongated instrument that is positioned within a cannula portion of a cannula assembly. The system can include a shield that is coupled with both the elongated instrument and the cannula assembly when in an unlocked state. The shield can permit proximal movement of the elongated instrument relative thereto when in the unlocked state. The shield can automatically transition to a locked state to attach to a distal end of the elongated instrument to restrict access to a distal tip of the elongated instrument.

Many devices, systems, and methods have been developed to cover distal tips of elongated medical instruments, such as needles, after those instruments have been used with a patient. Such devices, systems, and methods can protect a practitioner from inadvertent sticks, which might otherwise result in the contraction of bloodborne illnesses. Known devices, systems, and methods, however, suffer from one or more drawbacks that can be resolved, remedied, ameliorated, or avoided by certain embodiments described herein.

Safety shields for elongated instruments and related systems and methods


An exterior covering for buildings and the like is described. The present invention relates to vinyl siding panels for building exteriors that are easy to install, and which prevent a collection of moisture along the building exterior.

The present invention relates generally to exterior coverings for buildings and the like. Specifically, this invention relates to vinyl siding panels for building exteriors that are easy to install and prevent a collection of moisture along the building exterior.
It is a common practice to cover the exterior vertical surfaces of a building with aluminum or vinyl siding in order to both protect the building exterior and to provide a durable, aesthetically pleasing finish. Conventional siding consists of long strips, generally between six and twelve inches in height, which are attached one by one to the exterior of a building. The application of individual strips is an expensive, time-consuming process.
These elongated strips interlock with one another, sufficiently creating a seal between strips. This seal prevents the escape of any water that may leak behind the siding, or any water that collects behind the siding due to condensation. This collected water can over time cause damage to the building exterior intended to be protected by the siding.
It is therefore an object of the present invention to develop siding for building exteriors that covers a greater surface area than individual strips, thereby requiring less installation time, and that prevents any collection of water behind the siding.
A preferred embodiment of a vented siding panel to be attached to a sufficiently vertical building substrate of the present invention comprises: (1) a thin, elongated rectangular body having an inner and outer face, and an upper and lower longitudinal edge, said rectangular body having a longitudinal length sufficiently greater than the lateral height of the rectangular body; (2) a substantially flat portion along the upper longitudinal edge of the rectangular body, the substantially flat portion adapted to be parallel to and substantially contact the vertical building substrate; (3) a plurality of openings in the substantially flat portion adapted to enable the passage of fastening devices; (4) a C-shaped portion parallel to and below the substantially flat portion, the C-shaped portion extending outward from the outer face and terminating in a downward position; (5) a U-shaped portion extending along the bottom longitudinal edge of the vertical body, the U-shaped portion terminating in an upward position along the inner side of the rectangular panel and adapted to engage and connect with the C-shaped portion of an adjacent vented siding panel; (6) a substantially planar portion extending longitudinally between the C-shaped portion and the U-shaped portion, the substantially planar portion being sufficiently parallel to and separated a distance from the building substrate; (7) at least one longitudinal groove in the substantially planar portion having sufficiently horizontal upper and lower sections and a sufficiently vertical section, the sufficiently vertical section adapted to sufficiently contact the building substrate, the longitudinal groove positioned laterally in the rectangular siding panel so as to separate the substantially planar section into evenly spaced planar sections; and (8) a plurality of outwardly extending flaps in the sufficiently horizontal upper and lower sections of a longitudinal groove, outwardly extending flaps adapted to extend into the longitudinal groove, the flaps being cut from the rectangular siding panel thereby creating a plurality of open areas in the rectangular siding panel. The siding panel may be of any appropriate material, such as vinyl, aluminum, or plastic. The panels may also come in a number of colors or textures.
In addition to the novel features and advantages mentioned above, other objects and advantages of the present invention will be readily apparent from the following descriptions of the drawings and preferred embodiments.


A rotor pump assembly is disclosed which reduces noise emitted from an oil pump while preventing pumping performance and mechanical efficiency thereof from being decreased by properly forming the profiles of teeth of an inner rotor and an outer rotor which are engageable with each other. The tooth profile of an inner rotor and/or an outer rotor has curved lines obtained by dividing a cycloid curve into two segments to be separated from each other, and in which the separated segments are smoothly connected to each other using a straight line or a curve.

Conventionally, internal gear oil pumps, which are generally compact and simply constructed, are widely used as pumps for lubrication oil in automobiles and as oil pumps for automatic transmissions, etc. Such an oil pump comprises an inner rotor formed with "n" external teeth (hereinafter "n" is a natural number), an outer rotor formed with "n+1" internal teeth which are engageable with the external teeth, and a casing in which a suction port for drawing fluid and a discharge port for discharging fluid are formed, and fluid is drawn and is discharged by rotation of the inner rotor which produces changes in the volumes of cells formed between the inner and outer rotors.
With regard to such internal gear oil pumps, in order to reduce pump noise and to increase mechanical efficiency, various technical means have been employed such as setting a tip clearance having appropriate size between the tooth tips of the inner and outer rotors, modifying tooth profiles which are formed using, for example, cycloid curves, etc. More specifically, in some oil pumps, the profiles of the teeth of the outer rotor are uniformly cut so as to ensure a clearance between the surfaces of the teeth of the inner and outer rotors, or alternatively, the cycloid curve defining the shape of the teeth are partially flattened so as to modify the tooth profiles (see, for example, Patent Document 1)
[Patent Document 1]
Japanese Unexamined Patent Application Publication No. 05-256268.
However, in such conventional means of setting a tip clearance by uniformly cutting the profiles of the teeth, or flattening the cycloid curve by adjusting the diameter of a rolling circle that generates the cycloid curve or by forming a portion of the tooth profile using a straight line, even though a sufficient tip clearance may be obtained, a clearance between the tooth surfaces is also increased, which leads to problems such as increase in transmission torque loss due to play between the rotors or due to slippage between the tooth surfaces, pump noise due to impacts between the rotors, etc.
Moreover, when inappropriate clearance is provided between the tooth surfaces by the adjustment of tooth surface profiles, hydraulic pulsation may be produced or increased, which may lead to problems such as decrease in pumping performance or mechanical efficiency, pump noise, etc.


An image forming apparatus includes a determination unit, a process identifying unit, a color changing unit, and an image forming unit. The determination unit determines whether the writing image identified by a writing image identifying unit matches a preliminarily determined writing pattern. The process identifying unit identifies a color change process corresponding to the writing pattern when the writing image is determined to match the writing pattern at the determination unit. The color changing unit deletes the writing image from the image and changes a display style in the image to a display style with the writing color indicated in the color information in accordance with the color change process identified by the process identifying unit. The image forming unit forms an image obtained such that the color changing unit changes the display style in the image to the display style with the writing color on a recording sheet.

Unless otherwise indicated herein, the description in this section is not prior art to the claims in this application and is not admitted to be prior art by inclusion in this section.
An information processing device where a new hand writing figure is drawn on an original image displayed on a display screen with operation of a stylus pen by a user has been proposed. A character display apparatus that changes a light-colored character displayed on a display screen to a dark-colored character by tracing with a stylus pen has been proposed.

Imaging apparatus and system for recoloring user-marked images


The inventions disclosed herein relate to frame assemblies for gas barbecue grills which incorporate structures for preventing a consumer from storing replacement fuel tanks on the grill, in order to minimize fire and tipping hazards. Because it is known that many consumers never install or even remove prior art tank blockers, the tank blocker of the present invention is adapted to serve as a function of the grill (in addition to the function of blocking a tank) or to support a component of the grill. The preferred embodiment of the tank blocker described herein is adapted to support a component of the grease management system, namely the grease drip pan. Consequently, it is believed that consumers will be forced to install or will be prevented from removing the tank blocker, lest the grease management system become inoperable (or function improperly), causing grease to spill onto the cart.

Most gas-fired barbecue grills are comprised of a cooking chamber and a cart or frame assembly. The cooking chamber most often has a hinged lid and is mounted on top of or supported by the cart or frame assembly. Typical carts are constructed of a plurality of frame members such as molded plastic parts and/or metal structural tube members which are bolted, snapped, and/or welded together. The carts are quite often enclosed by panels and have doors at the front side for accessing the interior of the cart. Many gas-fired barbecue grills have a plurality of shelves; typically, there is one shelf in the lower portion of the grill and at least one side shelf. Some gas grills incorporate auxiliary burners on the side shelves to provide an additional cooking location.
There are essentially two options for providing fuel to a gas grill. Assuming natural gas is available, the grill can be hard-piped to connect into the natural gas lines. Such an installation is sometimes preferable if portability is not a concern. However, many users either do not have natural gas or prefer flexibility in use of a grill. For instance, some users do not have space for a permanently installed grill. For those users, it would be preferable to have a self-contained unit that can be moved from one location, where the grill is stored, to another location, where the grill is actually used to cook food. Thus, gas grills are commonly designed for use with refillable tanks (also referred to as cylinders). The refillable tanks are generally placed in the lower portion of the cart on a shelf. The refillable tanks provide a fuel source, such as liquefied propane gas ("LPG"), such that the grill is self-contained and can be used at a location away from a hard-piped source of gas.
Most consumers own more than one fuel tank, so that a full replacement tank is available when the first tank runs out of gas. Having a replacement tank available allows for uninterrupted cooking. It is known that many consumers store their replacement tanks alongside the first tank, on the grill assembly. Often times, the consumer will store the replacement tank in the cart, which could be enclosed. Unfortunately, there are inherent dangers related to such use and storage of fuel tanks. First and foremost, LPG is highly flammable. Considering the flammability of gas tanks, it is important to minimize the amount of fuel which is stored on the grill to reduce the chance for fire and/or explosions, especially for grills which have enclosed carts. Consequently, consumers who store replacement tanks on the grill are subject to increased risk of fire and explosion. Secondarily, gas tanks can be heavy and unwieldy when full. Most prudent grill manufacturers design the grills such that the tanks are optimally placed to prevent a high center of gravity. However, it is likely that the grill manufacturers never contemplated the grill cart to be used for storage of a replacement fuel tank. Consequently, prior art grills which hold replacement tanks may present a tipping hazard. For these reasons, it is important to configure the grill cart such that only one fuel tank may be placed in the interior of the cart, thus reducing the source of flammability and reducing the weight of the grill.

Grease drip pan and gas tank blocker for a barbecue grill


An airbridge having an extendable passageway terminating in a cabin assembly incorporates an elevating support structure provided by a single vertical elevator leg which supports both the cabin assembly and the adjacent end of the passageway. The airbridge has a single elevator leg which preferably projects through the cabin assembly between the floor and the top of the cabin, with the cabin assembly offset partially to one side of the longitudinal axis of the passageway to provide a path which permits traversal of passengers through the cabin assembly on one side of the elevator leg.

1. Field of the Invention
This invention relates to aircraft loading bridges, commonly called airbridges, which provide a covered passageway for facilitating the transfer of passengers between an aircraft standing in a parked position at an airport and an airport terminal building, such airbridges consisting of a number of telescoping sections which are parked in a retracted state but which can be extended to reach and dock with an aircraft when the aircraft is appropriately parked for loading and unloading, the airbridge terminating in a cabin assembly having a door engageable with a door opening of the aircraft, to provide an access between the bridge and the aircraft.
2. Description of Related Art
It will be appreciated that an airbridge has to be capable of co-operating with different aircraft types in which the aircraft doors are at varying heights from the ground, as well as being extendable to engage the aircraft and being angularly movable to a limited extent, and for this purpose the airbridges are usually mounted on wheeled support structures incorporating elevating means for raising and lowering the airbridge.
Usually in such support structures the elevating means comprises a pair of elevating legs supporting the end section of the telescopic passageway, and positioned approximately midway along the section. Such an arrangement suffers from the disadvantage that as the structure is spaced some distance from the cabin assembly, any movement of the elevating legs becomes multiplied at the cabin end which complicates the control system, especially as the amount of correction that needs to be applied depends upon the length to which the airbridge has been extended in each particular case.
In addition, as the elevating legs are adjusted to raise or lower the airbridge, the resultant angular variation of the airbridge with respect to the ground will cause the legs to be tilted to a lesser or greater extent from the vertical, which imposes undesirable stresses on them.


A disk drive is disclosed comprising a disk comprising a plurality of data tracks, a head, and control circuitry comprising a servo control system operable to actuate the head over the disk. When an access command is received to access a target data track, a seek operation is initiated to seek the head toward the target data track, wherein the seek operation includes integrating a first state of the servo control system and limiting an output range of the integrating. The output range of the integrating is increased during the seek operation, for example, if an error occurs during the seek operation.

Disk drives comprise a disk and a head connected to a distal end of an actuator arm which is rotated about a pivot by a voice coil motor (VCM) to position the head radially over the disk. The disk comprises a plurality of radially spaced, concentric tracks for recording data sectors and servo sectors. The servo sectors comprise head positioning information (e.g., a track address) which is read by the head and processed by a servo control system to control the position and velocity of the actuator arm as it seeks from track to track.
FIG. 1 shows a prior art disk format 2 as comprising a number of servo tracks 4 defined by servo sectors 60-6N recorded around the circumference of each servo track. Each servo sector 6i comprises a preamble 8 for storing a periodic pattern, which allows proper gain adjustment and timing synchronization of the read signal, and a sync mark 10 for storing a special pattern used to symbol-synchronize to a servo data field 12. The servo data field 12 stores coarse head positioning information, such as a servo track address, used to position the head over a target data track during a seek operation. Each servo sector 4, further comprises groups of servo bursts 14 (A,B,C,D in the example shown), which are recorded with precise intervals and offsets relative to the track centerlines. The servo bursts 14 provide fine head position information used for centerline tracking while accessing a data track during write/read operations.
Control circuitry is typically mounted on a printed circuit board (PCB) that is fastened to the base of the disk drive. The head is connected to the control circuitry through a flex circuit fastened on one side to the PCB and fastened on the other side to the side of the actuator arm. The flex circuit may induce a bias force on the actuator arm in addition to other bias forces, such as bearing friction in the actuator arm pivot bearing, and windage affecting the actuator arm as the disk rotates. If the bias forces on the actuator arm are not compensated correctly, it may cause the settle mode at the end of a seek to fail. This is illustrated in the prior art flow diagram of FIG. 2A which is understood with reference to FIG. 2B. During an access operation (write or read), the control circuitry seeks the head toward a target track (block 16). When the head nears the target track, the control circuitry transitions into a settle mode (block 18) and attempts to settle the head onto the target track (block 20) as illustrated in FIG. 2B. If the seek operation successfully settles the head onto the target track, the seek operation exits normally (block 22). However, various factors may prevent the successful completion of the normal seek operation. For example, if the bias forces applied to the actuator arm are not accurately compensated, the normal seek operation may be unable to overcome these bias forces resulting in a time-out (block 24) as illustrated in FIG. 2B. When the normal seek operation times out (after one or more retry operations), the control circuitry will typically report an error to the host (block 26).

Disk drive increasing integrator output range to complete seek operation


A power transmission comprises a continuously variable transmission CVT, which transmits a rotational driving force from an engine to wheels, a starting clutch 5, which sets variably the transmission capacity of the continuously variable transmission, and a control valve CV, which controls the engagement actuation of the starting clutch 5. While a vehicle equipped with this power transmission is decelerating, the engagement of the starting clutch is controlled to transmit a rotational driving force from the wheels to the engine. Specifically, the engaging capacity of the starting clutch is controlled to bring the difference between the input and output rotational speeds of the starting clutch into a predetermined range, and the control pressure of the starting clutch that brings this difference in the predetermined range is learned, i.e., stored in memory and renewed, as a control value for the next deceleration of the vehicle.

The present invention relates to a power transmission which comprises a drive-power transmission (for example, a power transmission), which transmits a driving force from an engine to drive wheels, and a frictionally engaging element (for example, a starting clutch) whose capacity for transmitting a driving force frictionally is variably set.
Many automobiles are equipped with such a power transmission, and in the power transmission, a hydraulically actuated frictionally engaging element (for example, a hydraulic clutch) is used for speed ratio control, power transmission control, etc. For example, by controlling the engagement actuation of the hydraulic clutch, the torque transmission can be controlled. For instance, while the vehicle is in a deceleration, the slip factor of the hydraulic clutch is controlled to come into a predetermined range (the slip factor is controlled to allow a little slip), so that the hydraulic clutch can slide to avoid a shock, which may occur from an abrupt change in the torque transmission. Also, the engagement characteristics of the clutch such as a characteristic of engagement initiation are determined and stored in memory in a learning control, which exploits that the torque transmission of the hydraulic clutch calculated from the actuation pressure of the hydraulic clutch equals the actual torque transmission of the hydraulic clutch while the hydraulic clutch is sliding.
Recently, a hybrid-type power transmission, which incorporates an electrical motor generator, has been developed and is coming into practical use. This electrical motor generator, which is connected to the output shaft of the engine, is used to assist the engine in rotational drive as an electrical motor when the vehicle is started. Also, it is used to regenerate energy (by generating electricity) as an electrical generator when the vehicle is in a deceleration. In such a power transmission, if the hydraulic clutch is controlled to slide while the vehicle is in a deceleration, then there is a problem that the efficiency of energy regenerating by the electrical motor generator (energy-regenerating device) is reduced by the amount that corresponds to the sliding of the hydraulic clutch. On the other hand, to keep the efficiency of energy regenerating at a high level, if the hydraulic clutch is controlled to keep a full engagement, then the hydraulic clutch, which does not slide effectively, cannot be used as a device to prevent a shock which may occur from an abrupt change in the torque transmission. Also, the above mentioned learning control, in which the characteristics of the hydraulic clutch are determined and learned for controlling the torque transmission, cannot not be executed as designed.
Conventionally, in the engagement control of the hydraulic clutch, the slip factor of the hydraulic clutch is set at a predetermined value while the vehicle is in a deceleration. With a fixed slip factor, the amount of rotational slide (the difference between the input rotational speed and the output rotational speed) is relatively large while the vehicle is travelling at a high speed with the clutch rotating at a high rotational speed, and conversely, the amount of rotational slide is relatively small while the vehicle is travelling at a low speed with the clutch rotating at a low rotational speed. Here, if the amount of rotational slide is too small for the friction coefficient xcexc to be stable, then the learning control, which involves the determining and learning of the engagement characteristic of the clutch, tends to be inaccurate. For the learning control to be performed accurately, the amount of rotational slide must be maintained within a predetermined range. In a case of prior art where the slip factor is set at a predetermined value for the engagement control of the hydraulic clutch, if the amount of rotational slide is set into a predetermined range appropriate to the learning control while the vehicle is travelling at a low speed, then this setting causes a large amount of rotational slide when the speed of the vehicle increases to a high speed, reducing the efficiency of the energy regenerating. Conversely, if the amount of rotational slide is set into a predetermined range appropriate to the learning control while the vehicle is travelling at a high speed, then only a little amount of rotational slide is available when the speed of the vehicle decreases to a low speed, which condition destabilizes the friction coefficient of the clutch and thereby makes the learning control inaccurate.
To solve the above mentioned problems, it is an object of the present invention to provide a power transmission whose frictionally engaging element provided in a drive-power transmission is adjustable to set the amount of rotational slide to a minimum value within a range that is appropriate to a learning control of engagement characteristic, so that the learning control will be performed accurately without any sacrifice in energy regenerating efficiency.
To achieve this objective, the present invention provides a power transmission that comprises a drive-power transmission (for example, the continuously variable transmission CVT described in the following embodiment), a frictionally engaging element (for example, the starting clutch 5, the forward clutch 25 and the reverse brake 27 described in the following embodiment) and a transmission-capacity controller (for example, the control valve CV described in the following embodiment). The drive-power transmission transmits a rotational driving force from an engine to wheels, and the frictionally engaging element can set variably a transmission capacity for said drive-power transmission. The transmission-capacity controller controls the engagement actuation of the frictionally engaging element. While a vehicle equipped with this power transmission is decelerating, the engagement of the frictionally engaging element is controlled to transmit a rotational driving force from the wheels to the engine. In this instance, the transmission-capacity controller controls the engaging capacity of the frictionally engaging element to bring the difference between the input and output rotational speeds of the frictionally engaging element into a predetermined range. While this difference is within the predetermined range, the transmission-capacity controller stores and renews in memory and learns the controlled amount of the frictionally engaging element as a control value to be used for the next deceleration of the vehicle.
According to the power transmission, which is constructed as described above, while a rotational driving force is transmitted from the wheels to the engine during a deceleration of the vehicle, the transmission-capacity controller controls the engagement of the frictionally engaging element to adjust the difference between the input and output rotational speeds into the predetermined range, where the friction coefficient xcexc of the frictionally engaging element is stable. Because of this adjustment, the engagement characteristic of the frictionally engaging element is determined accurately, which in turn makes the learning control accurate. In this case, because the engagement control of the frictionally engaging element is executed to bring the amount of rotational slide rather than the slip factor thereof into the predetermined range, the engagement characteristic can be determined accurately at any speed of the vehicle. Therefore, the learning control itself can be accurate and reliable.
Furthermore, while a rotational driving force is being transmitted from the wheels to the engine during a deceleration, it is preferable that the transmission-capacity controller control the engagement capacity of the frictionally engaging element to bring the difference between the input and output rotational speeds at first temporarily to a value above the predetermined range and then into the predetermined range. The friction coefficient xcexc of the frictionally engaging element has different values if it is measured by increasing the amount of rotational slide from a complete engagement thereof and if it is measured by decreasing the amount of rotational slide from a slipping condition thereof (because of a phenomenon of hysteresis). To avoid the effect of this hysteresis, in the present invention, after the amount of rotational slide (the difference of the input and output rotational speeds) is made larger, it is made smaller for the learning control. In this way, the engagement characteristic can be determined accurately without any effect of the hysteresis, so the learning control can be also performed accurately.
Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description.


A novel maintenance therapy regime/regimen for the treatment of acne related diseases includes administering an oral antibiotic with a topical fixed-dose combination of a retinoid, such as adapalene, and an anti-bacterial agent, such as benzoyl peroxide.

Acne vulgaris is an exceptionally common, recurring disease involving multiple etiological factors including hyperkeratinization, sebaceous gland hyperplasia with seborrhoea, P. acnes proliferation, and inflammation. (See, for example, Thiboutot D. J Invest Dermatol. 2004; 123:1-12; Pawin H et al. Eur J. Dermatol. 2004; 14(1):4-12; and Leyden J J, J Am Acad Dermatol. 2003; 49(3 suppl):S200-S210).
The management of acne can be complex, often requiring aggressive combination therapy and a long-term therapeutic strategy. (See, for example, Thiboutot D. Arch Family Med 2000; 9:179-187; Gollnick H et al, J Am Acad Dermatol. 2003; 49(1 suppl):S1-S37). A recent clinical study investigating the efficacy and safety of adapalene when used concomitantly with oral doxycycline in severe acne subjects showed that the adapalene-doxycycline combination was superior to antibiotic monotherapy, confirming results from previous adapalene-antibiotic combination studies. (See Thiboutot D. et al, Combination therapy with adapalene gel 0.1% and doxycycline for severe acne vulgaris: a multicenter, investigator-blind, randomized, controlled study. Submitted; Wolf J E Jr et al, J Am Acad Dermatol. 2003; 49(3 suppl):S211-S217; Cunliffe W J et al, J Am Acad Dermatol. 2003; 49(3 suppl):S218-S226). Maintenance therapy is necessary for many acne patients, as acne lesions have been shown to return after discontinuing a successful treatment regimen. (See Gollnick H et al, J Am Acad Dermatol. 2003; 49(1 suppl):S1-S37; Thielitz A et al, Br J. Dermatol. 2001; 145:19-27). Despite the variety of medications available for the treatment of acute acne, there are few well-controlled studies providing evidence for prophylactic efficacy.
An effective maintenance therapy should prevent acne recurrence by targeting the early stages of comedogenesis and the precursor of mature acne lesions, the microcomedo. (See Gollnick H et al, J Am Acad Dermatol. 2003; 49(1 suppl):S1-S37; Wolf J E. SKINmed. 2004; 3:23-26). Currently, the most effective comedolytic agents are oral isotretinoin and topical retinoids. (See Cunliffe W J, et al, Br J. Dermatol. 2000; 142:1084-1091). Oral isotretinoin is an impractical choice for long-term therapy due to the potential for toxicity and teratogenicity. Topical anti-acne medication such as retinoids, could be associated with elevated skin irritation, so careful consideration must be given to the tolerability of a potential maintenance therapy. Cutaneous side effects may decrease the likelihood of treatment adherence, particularly when treating an asymptomatic condition. (See Koo J, SKINmed. 2003; 2:229-33; and Haider A et al, JAMA. 2004; 292:726-735).
Recently published guidelines recommend topical retinoids with or without benzoyl peroxide for maintenance following initial combination treatment with an antimicrobial. (See Gollnick H et al, J Am Acad Dermatol. 2003; 49 (1 suppl):S1-S37). Adapalene has demonstrated a more favorable tolerability profile than other topical retinoids when applied as monotherapy. (See Dosik J S et al, Cumulative Irritation Potential of adapalene cream and gel, 0.1% compared to tazarotene cream, 0.05% and 0.1%. Cutis. In press; Dosik J S et al, Cumulative irritation potential of adapalene cream and gel, 0.1% compared to tretinoin micro, 0.04% and tretinoin micro 0.1%. Cutis. In press; Greenspan A et. al., Cutis. 2003; 72:76-81; Haider A et al, JAMA. 2004; 292:726-735; Dunlap F E et al, Br J. Dermatol. 1998; 139:17-22; Caron D et al, J Am Acad Dermatol. 1997; 36: S110-S112; Egan N et al, Cutis. 2001; 68(suppl 4):20-24; Brand B et al, J Am Acad Dermatol. 2003 September; 49(3 Suppl):S227-S232; Caron D et al, J Am Acad Dermatol. 1997; 36: S113-S115)
Acne is a chronic and relapsing disease (Kraning K K, Odland G F. Prevalence, morbidity, and cost of dermatological diseases. J Invest Dermatol. 1979; 73: Suppl:395-401). It has been shown that up to 21% of the patients treated with isotretinoin, which is considered today as the best acne treatment, can relapse (Wessels F, Anderson A N, Kropman K. The cost-effectiveness of isotretinoin in the treatment of acne. S African Med J. 1999; 89:780-784). Maintenance therapy is then necessary for many acne patients, as acne lesions have been shown to return after discontinuing a successful treatment regimen (Gollnick H, Cunliffe W, Berson D, et al. Management of acne. A report from a Global Alliance to Improve Outcomes in Acne. J Am Acad Dermatol. 2003; 49(1 suppl):S1-S37 and Thielitz A, Helmdach M, Ropke E-M, Gollnick H. Lipid analysis of follicular casts from cyanoacrylate strips as a new method for studying therapeutic effects of antiacne agents. Br J. Dermatol. 2001; 145:19-27. Hypercornification is an early feature of acne which results in ductal hyperproliferation and usually precedes inflammation; if it is associated with suboptimal therapy, it can result in microcomedone proliferation (Cunliffe W J, Holland D B, Clark S M, Stables G I. Comedogenesis: some aetiological, clinical and therapeutic strategies. Dermatology 2003; 206(1):11-6. Normalizing follicular desquamation is then the key to achieve and maintain control of acne. Today it is established that retinoids such as Adapalene aid the differentiation and reduction of keratinocytes (Gollnick H. Current concepts of the pathogenesis of acne: implications for drug treatment. Drugs 2003; 63(15):1579-96). A recent study showed that the application of Adapalene gel, 0.1% significantly helps to control the microcomedone count during a 12-week maintenance treatment after a previous combination therapy (Thielitz A, Sidou F, Gollnick H. Control of microcomedone formation throughout a maintenance treatment with adapalene gel, 0.1%. J. Eur Acad Dermatol Venereol. 2007 Jul.; 21(6):747-53). These results have been further confirmed in two maintenance studies (Thiboutot D, Shalita A, Yamauchi P et al. Adapalene gel, 0.1% as a maintenance therapy after a combined treatment with doxycycline. Arch Dermatol. 2006 May; 142(5):597-602 and Alirezai M, George S A, Coutts I, Roseeuw D I, Hachem J P et al. Daily treatment with adapalene gel 0.1% maintains initial improvement of acne vulgaris previously treated with oral lymecycline. Eur J. Dermatol. 2007 Jan.-Feb.; 17(1):45-51).
Current guidelines recommend early initiation of combination therapy with topical retinoids and antimicrobials for all but the most severe cases of acne, followed by topical retinoid maintenance therapy with or without benzoyl peroxide (BPO). This approach has the added benefit of reducing the exposure to long-term antibiotic use and minimizing the risk of antibiotic resistance.
Recently, a unique fixed-dose combination, Adapalene BPO Gel, has been granted with Marketing Authorization in Europe under the tradename of Epiduo® (Galderma). Adapalene BPO Gel is a unique antibiotic-free combination of Adapalene 0.1%, a well-tolerated and efficacious topical retinoid, and BPO 2.5%, a well established antimicrobial agent. The complementary modes of action, efficacy and safety profiles of these two agents make Adapalene BPO Gel the most appropriate choice for once-daily treatment for all types of acne but the most severe. Adapalene possesses anticomedogenic, comedolytic, and anti-inflammatory properties (Gollnick H, Schramm M. Topical drug treatment in acne. Dermatology. 1998; 196:119-125; Brogden R N, Goa K L. Adapalene: a review of its pharmacological properties and clinical potential in the management of mild to moderate acne. Drugs. 1997; 53:511-519; Waugh J, Noble S, Scott L J. Adapalene: a review of its use in the treatment of acne vulgaris. Drugs. 2004; 64:1465-1478)
Efficacy and safety of Adapalene BPO Gel has been established in a large clinical program (Andres P, Pernin C, Poncet M. Adapalene-benzoyl peroxide, a new fixed dose combination for the treatment of acne vulgaris: a randomized, bilateral (split-face), dose-assessment study of cutaneous tolerability in healthy subjects. Cutis. 2008; 81:278-284; Thiboutot D M, Weiss J, Bucko A, et al. Adapalene-benzoyl peroxide, a fixed-dose combination for the treatment of acne vulgaris: results of a multicenter, randomized double-blind, controlled study. J Am Acad Dermatol. 2007; 57(5):791-799).
When applied for 3 months, Adapalene BPO Gel combination provides significantly greater efficacy for the treatment of moderate acne vulgaris and a quicker onset of action relative to respective monotherapies, with a comparable safety and tolerability profile relative to Adapalene.
A 12-month continuous-use study is of particular interest in the frame of maintenance treatment. This study supports the safe and effective use of Adapalene BPO Gel for up to 12 months alone (Pariser D M, Westmoreland P, Morris A, Gold M H, Liu Y, Graeber M. Long-term safety and efficacy of a unique fixed-dose combination gel of adapalene 0.1% and benzoyl peroxide 2.5% for the treatment of acne vulgaris. J Drugs Dermatol. 2007; 6(9):899-905.
Clinically significant Inflammatory and Non-Inflammatory Lesion count reductions were observed as early as week 1 and, most importantly, continued to increase after the first 3 months of treatment to reach 70% and 76% respectively, after 1 year. Eighty percent (80%) of subjects reported moderate, marked, or complete improvement of their acne at study end.
If not appropriately treated, acne may cause serious physical and emotional scarring and can significantly impact the quality of life of those affected by the disease. Because long term treatment with antibiotics is no longer wished, it is therefore the objective of this invention to provide a novel therapy regimen for the treatment of acne related diseases, which do not induce antibiotic resistance, and is safe and effective when used for a maintenance therapy.

Maintenance therapy regime/regimen for the treatment of acne


A method of establishing protected electronic communication between various electronic devices equips users beforehand with a personal electronic identity gadget bearing no information about the user identity. Only at the first connection of the blank personal gadget to the electronic devices of an arbitrary electronic service provider, and/or to local electronic devices, the personal electronic identity gadget and the electronic devices and/or the local electronic devices mutually generate a verifiable electronic identity, which is stored in the personal electronic identity gadget and in the electronic devices and/or local electronic devices, for the needs of further mutual electronic communication, separately from other identities and without the knowledge of personal data about the user. Consequently only the generated and stored information is utilized for verification of the identity at every subsequent connection of the user to the electronic devices of the given electronic service provider and/or to the local electronic devices.

Known systems of electronic communication, especially those securing communication between electronic devices of electronic service providers and electronic devices of users of electronic service, require direct manipulation of the user with information used for determination and/or verification of his/her electronic identity by input of identifiers, such as user names, verification of identity with the use of password, input of PIN etc.
It is quite common that, apart from the user and the service provider, third parties enter the system, as well as other subjects participating in creation, verification, usage, invalidation or other manipulations with the electronic identity, e.g. certification and registration authorities, electronic identity providers etc.
The above-mentioned systems utilize part or all information, by which the user verifies his/her electronic identity, for creation or verification of the electronic identity and for other activities directly connected with electronic identity.
The disadvantage of the known systems of electronic communication between electronic devices of electronic service providers is that personal data of user of electronic service and other information regarding the user personality are not separated from his/her electronic identity. Because the identifiers are not anonymous, they contain information from which it is possible, directly or indirectly to detect the user identity, name or part of the name, birth number, or other personal data, from which it is possible to detect or assess, which person uses the identifier, what service of the service provider he/she uses and in what manner, and also, what service of another service provider he/she uses, and in what manner, which means that the user is not adequately protected against unauthorised information collection regarding his/her identity and his/her activities.
Other disadvantages of known systems include complicated operation by the users, the necessity to create and memorize a lot of passwords, PINS or other data necessary for verification of electronic identity, while maintaining their privacy and protecting them against abuse. This frequently leads to situations, when the user forgets such information or discloses it to unauthorised person, and it causes the need to solve such complicated situations. In real operation, these disadvantages are exceptionally troublesome, if the user of electronic service communicates with a vast number of electronic service providers and/or when the electronic service provider communicates with a great number of users of electronic service, especially from distant locations.
Also the existence of third parties and their participation in creation, verification, usage, invalidation or other manipulations with the electronic identity is an item adding complexity both for the users of electronic service and for the electronic service providers, frequently connected with other costs and fees as well.

Method of establishing protected electronic communication between various electronic devices, especially between electronic devices of electronic service providers and electronic devices of users of electronic service


The present invention relates to systems and methods for managing images or video and related information. In one embodiment, geographic information system (GIS) layer information is registered or aligned to an image or video using digital watermark information embedded within the image or video. Other embodiments are provided as well.

Acquisition of aerial imagery traces its history back to the Wright brothers, and is now commonly performed from satellite and space shuttle platforms, in addition to aircraft.
While the earliest aerial imagery relied on conventional film technology, a variety of electronic sensors are now more commonly used. Some collect image data corresponding to specific visible, UV or IR frequency spectra (e.g., the MultiSpectral Scanner and Thematic Mapper used by the Landsat satellites). Others use wide band sensors. Still others use radar or laser systems (sometimes stereo) to sense topological features in three dimensions. Other types of image collection rely on electro-optical panchromatic (grayscale), multi-spectral (less than 20 bands) and hyper-spectral (20 bands or more). Some satellites can even collect ribbon imagery (e.g., a raster-like, 1-dimensional terrestrial representation, which is pieced together with other such adjacent ribbons).
The quality of the imagery has also constantly improved. Some satellite systems are now capable of acquiring image and topological data having a resolution of less than a meter. Aircraft imagery, collected from lower altitudes, provides still greater resolution.
A huge quantity of aerial imagery is constantly being collected. Management and coordination of the resulting large data sets is a growing problem. Integrating the imagery with related information is also a problem.
In accordance with one aspect of the present invention, digital watermarking technology is employed to help manage such imagery and related information, among other benefits. In another aspect, a digital watermark conveys information that is used to register or align geographic information system (GIS) layers with a corresponding image location, perhaps after the image has been distorted.
The foregoing and additional features and advantages of the present invention will be even more readily apparent from the following detailed description with reference to the following figures.

This patent is subject to a terminal disclaimer.

Geographic information systems using digital watermarks


To provide a hinged cap is capable of preventing liquid content from squirting out and minimizing adhesion of the content on the top face of the cap or around an outer circumferential abutment part, with a simple structure. A hinged cap (100) includes a cap body (110) and an upper lid (130) connected by a hinge (150), with a tubular spout wall (112) provided on an upper surface side of the cap body (110), and a circular suspended part (132) provided on an upper lid top face (131). The circular suspended part (132) has an outer circumferential abutment part (133) that makes contact with an inner circumferential surface of the tubular spout wall (112). The hinged cap includes a liquid build-up prevention part (134) at least in a lower part of the circular suspended part (132) opposite to a part connected to the hinge.

Hinged caps having a cap body to be mounted to a container opening and an upper lid connected to the cap body by a hinge are conventionally used in various applications as caps of various containers filled with, for example, seasonings. The hinged cap includes a cap body with a top plate part and a tubular side wall extending downward from a peripheral edge of the top plate part for receiving the container opening fixed inside thereof, and an upper lid connected to the cap body by a hinge, the upper lid having an upper lid top face and a skirt part extending downward from a peripheral edge of the upper lid top face and being configured to open from and close on the cap body.
Such a hinged cap is opened and closed by a movement of the upper lid. When the upper lid is closed, the interior of the hinged cap sealed by the closed upper lid including the inner side of the upper lid is kept in communication with the container interior so that, when the container is stored on its side after it has been used, for example, the liquid content may adhere on the inner side of the upper lid.
When the upper lid is opened for use again with the liquid content adhered on the inner side of the upper lid, the liquid content may scatter or drip as the upper lid is yanked open. A hinged cap (dispenser cap 1) configured to prevent these problems has been known from Patent Literature 1 and others, the hinged cap (dispenser cap 1) including a cap body (3) having a tubular spout wall (spout tube 15), and an upper lid (lid member 5) having a circular suspended part (seal tube 24) that forms an outer circumferential abutment part (seal part S) making contact all around with an inner circumferential surface of the tubular spout wall (spout tube 15) and a skirt part (annular side wall 26) surrounding the circular suspended part (seal tube 24) both extending downward from an upper lid top face (top wall 23). The tubular spout wall (spout tube 15) is flared out from the upper end of the abutment point contacting the outer circumferential abutment part (seal part S) to the distal end. A circumferential groove (28) and a liquid pocket (30) connecting to the circumferential groove (28) are formed respectively to the tubular spout wall (spout tube 15) and the circular suspended part (seal tube 24). The outer circumferential surface of the circular suspended part (seal tube 24), and an annular surface on the backside of the upper lid top face (top wall 23) between the circular suspended part (seal tube 24) and the skirt part (annular side wall 26) are formed as a mirror surface, while the inner circumferential surface of the skirt part (annular side wall 26) is textured.
In this hinged cap (dispenser cap 1), the tubular spout wall (spout tube 15) is flared out from the upper end of the abutment point contacting the outer circumferential abutment part (seal part S) to the distal end, and a circumferential groove (28) and a liquid pocket (30) connecting to the circumferential groove (28) are formed respectively to the tubular spout wall (spout tube 15) and the circular suspended part (seal tube 24), so that, when, after dispensing the liquid content, the upper lid (lid member 5) is closed before the liquid content adhered to the tip of the tubular spout wall (spout tube 15) has not returned completely into the container, the liquid content adhered to the tip of the tubular spout wall (spout tube 15) travels along the circumferential groove (28) formed between the outer circumferential surface of the circular suspended part (seal tube 24) and the inner circumferential surface of the tubular spout wall (spout tube 15) and accumulates in the liquid pocket (30). When the upper lid (lid member 5) is opened again, the liquid content that has accumulated in the liquid pocket (30) can drop down along the inner side face of the tubular spout wall (spout tube 15) and return into the container.
Since the outer circumferential surface of the circular suspended part (seal tube 24), and an annular surface on the backside of the upper lid top face (top wall 23) between the circular suspended part (seal tube 24) and the skirt part (annular side wall 26) are formed as a mirror surface, the liquid content adhered to the outer circumferential surface of the circular suspended part (seal tube 24) and the annular surface of the upper lid top face (top wall 23) can be quickly collected into the liquid pocket 30.
Moreover, with the inner circumferential surface of the skirt part (annular side wall 26) being textured, the liquid content adhered to the inner circumferential surface of the skirt part (annular side wall 26) can be held and stopped from dripping out of the hinged cap (dispenser cap 1).


The present specification relates to a photoactive layer comprising an electron acceptor, an electron donor, and a compound comprising a functional group decreasing surface energy, an organic photovoltaic cell comprising the same, and a manufacturing method thereof.

Photovoltaic cells are re-evaluated from the viewpoint of global environmental conservation due to the advantage of no pollution, and studies on photovoltaic cells as a next-generation clean energy source have been actively conducted.
As types of photovoltaic cells known until now, there are many various types such as a compound semiconductor solar cell, a dye-sensitized solar cell and an organic polymer solar cell, including a solar cell using single-crystalline or polycrystalline bulk silicon and a thin-film type solar cell using amorphous, microcrystalline or polycrystalline silicon.
A solar cell using the commercially available single-crystalline bulk silicon in the related art has not been actively utilized due to high manufacturing cost and installation costs.
In order to solve the cost problem, studies on a thin-film type solar cell using organic materials have been conducted, and various attempts for manufacturing a high-efficiency photovoltaic cell have been proposed.
The organic thin-film photovoltaic cell technology, which is a technology in which solar energy is converted into electrical energy using a polymer or low-molecular organic semiconductor, is a next-generation technology all including ultra-low price and versatile mass production characteristics such as a thin-film type device, a large-scale device and a flexible device by a roll-to-roll method based on a low cost and easiness of the manufacturing process, which are the biggest advantages of the organic material.
Typically, the organic photovoltaic cell includes a photoactive layer consisting of a junction structure of electron donor and electron acceptor materials.
When light is incident to the photoactive layer, an electron and hole pair is excited in the electron donor, and the separation of electrons and holes occurs as the electron moves to the electron acceptor. Accordingly, carriers produced by light produce electric power as the carriers are separated into electrons-holes, and then move to an external circuit.
For the aforementioned reasons, recent interests have been focused on a bulk heterojunction organic photovoltaic cell which is low in price and may be applied to a flexible substrate.
US Patent Application Publication No. 2006-0011233 discloses an organic photovoltaic cell in which poly(3-hexylthiophene (P3HT) as an electron donor and [6,6]-phenyl-C61-butyric acid methyl ester (PCBM) as an electron acceptor are used, and a photoactive layer is introduced by a spin-coating method, but the energy conversion efficiency thereof is not very high.

Photoactive layer, organic solar cell comprising same, and manufacturing method therefor


The parts of the flight plan of an aircraft corresponding to lateral trajectories at low altitude can comprise passages with limited lateral freedom of deployment either because of risks of collision with the ground, or because of risks of penetration into a forbidden overfly zone. The method makes it possible to signal them for the attention of the crew, on the onboard navigation screen, so that said crew should redouble their attention. To do this it uses a detection procedure analogous to that of TAWS ground collision risk warning systems with protection envelopes related to the aircraft, of shapes suitable for the monitoring of the integrity of the spaces necessary for the aircraft to perform flat turns that are as tight as is permitted, while taking account of the local wind.

Known among onboard navigation aid systems for aircraft following trajectories relatively close to the ground, are ground collision risk warning systems termed TAWS (acronym standing for the expression: "Terrain Awareness and Warning System"). These TAWS systems emit alarms regarding the need to modify, in the shorter or not so short term, the trajectory followed so as to avoid a collision with the relief and obstacles on the ground, or the penetration into a forbidden overfly zone. They base their alarms on the penetration of the relief or of an obstacle on the ground or the passage of a forbidden overfly zone, into or under one or more protection volumes related to the aircraft and extending ahead of and below the current position of the aircraft. The relief, the obstacles on the ground and the forbidden overfly zones are catalogued in a topographic map of the region overflown formulated on the basis of a terrain elevation database onboard or consultable from the aircraft. The protection volume or volumes related to the current position of the aircraft are dimensioned so as to contain the majority of the disengagement trajectories within the range of the aircraft, in relation to a possible relief, obstacle or forbidden overfly zone situated on its short-term forecastable trajectory.
These TAWS ground collision risk warning systems are only concerned with ground collision risks presented by the short-term forecastable trajectory of the aircraft, deduced from its current position and its speed and acceleration vectors at the time. They do not advise the crew as to its lateral margins of maneuver.
To respond to this requirement, the Applicant has already proposed, in a French patent application FR 2.842.594, an onboard navigation aid system for aircraft alerting the crew of an aircraft as to the time remaining for it to embark on lateral disengagement maneuvers, when there appear restrictions to its lateral margins of maneuver on either side of a fictitious trajectory such as its short-term forecastable trajectory. More precisely, this system implements a method consisting in:                defining two zones to be probed, one to the right and the other to the left, of a fictitious trajectory to be traversed, designated by prober support trajectory,        probing, for each of the two zones to be probed to the right and to the left, a subjacent relief with a view to identifying dangerous sub-zones to the right and/or to the left,        calculating for each of the dangerous sub-zones to the right and/or to the left, a time ΔT remaining to start a disengagement maneuver before a point of no return, and determining for the dangerous sub-zones to the right a minimal ΔT denoted ΔT right and/or for the dangerous sub-zones to the left a minimal ΔT denoted ΔT left, and        establishing a navigation aid on the basis of ΔT right and/or ΔT left.

Method for evaluating and signaling lateral manoeuvring margins on both sides of the planned flight plan of an aircraft


An interior magnet linear induction motor includes an armature and a line of inductor teeth. The armature includes coils arranged between a plurality of teeth, and the line of inductor teeth is arranged so as to face the armature and includes a plurality of tooth portions arranged at a constant pitch in a linear stroke direction. An end portion of each of the plurality of teeth has a shape such that magnetoresistance of the tooth increases toward the root side. At least one permanent magnet is arranged at an end portion of each of the plurality of teeth and adjacent permanent magnets that are arranged at different teeth are magnetized such that opposite magnetic poles face each other.

1. Technical Field
The present invention relates to an interior magnet linear induction motor that causes a driving target to move linearly by electromagnetic force.
2. Description of Related Art
A permanent magnet linear motor is provided with a primary-side armature and a secondary-side electromagnetic rail. The primary-side armature includes coils arranged between teeth, and the secondary-side electromagnetic rail is provided so as to face the armature. In the secondary-side electromagnetic rail, a plurality of permanent magnets is arranged in a line such that opposite magnetic poles face each other.
The permanent magnet linear motor causes a current to flow in the coils of the armature such that a magnetic field caused by the current intersects the magnetic flux generated by the permanent magnets of the electromagnetic rail, and causes the armature or the electromagnetic rail to undergo relative linear motion by an electromagnetic action. For permanent magnet linear motors, a surface permanent magnet (SPM) configuration in which a line of permanent magnets is arranged on the electromagnetic-field-side surface is the mainstream. In order to realize both low cogging force and high durability, an internal permanent magnet (IPM) configuration is created.
As a technology related to an IPM linear motor, a linear motor has been disclosed that includes a plurality of window-shape insertion apertures near a surface of a stator core, on which a plurality of permanent magnets are arranged, and in which the plurality of permanent magnets are inserted into the insertion apertures and fixed in place, the window-shape insertion apertures each being formed by leaving a thin portion serving as an outer frame (see, for example, Japanese Patent No. 2751684).
In addition, an interior magnet linear induction motor is provided with a primary-side armature and a secondary-side line of inductor teeth. The primary-side armature includes coils arranged between teeth, and the secondary-side line of inductor teeth is provided so as to face the armature and includes a plurality of tooth portions arranged at a constant pitch. Permanent magnets may be arranged in the line of inductor teeth or in the teeth side of the armature.
The interior magnet linear induction motor causes magnetic flux to be generated sequentially in the gaps between magnetic poles of the armature and the tooth portions of the line of inductor teeth, and causes the armature or the electromagnetic rail to undergo relative linear motion.
As a technology related to an interior magnet linear induction motor, a pulse motor has been disclosed in which a primary-side magnetic flux generation unit (an armature) includes a group of separate cores, permanent magnets, and a coil (see, for example, Unexamined Japanese Patent Publication No. 2-32750). The group of separate cores may be obtained by dividing a core into a plurality of cores in a certain direction so as to correspond to the gaps between the tooth portions, and both ends of the group of separate cores have magnetic poles that face tooth portions. Each of the permanent magnets is inserted between corresponding separate cores such that the magnetic poles of any adjacent two of the permanent magnets are opposite to each other. The coil is formed around the group of separate cores.
Here, a permanent magnet linear motor such as that disclosed in Japanese Patent No. 2751684 has superior thrust characteristics. However, in such a permanent magnet linear motor, since permanent magnets are arranged over the entire stroke, the number of magnets used is large and the manufacturing cost is high.
Furthermore, in such a permanent magnet linear motor, since the density of magnetic flux leakage due to the permanent magnets on the electromagnetic-field-side surface is high, maintenance is performed while taking various safety precautions.
An interior magnet linear induction motor demagnetizes to a lesser degree and has superior thrust characteristics than a PM motor, and uses a smaller number of permanent magnets than a permanent magnet motor. However, the thrust of an interior magnet linear induction motor per unit size is smaller than that of a permanent magnet motor and thus the range of application of an induction type motor to applications is limited.


A secure peripheral device, coupled to a computer, capable of enabling a user to use a peripheral device such as a microphone, speakers, headset or video camera when the device is in operational state, while giving to the user a clear visual indication that the device is enabled. The device simultaneously disables the user peripheral device; and turns off the visual indication when the secure peripheral device is in secure state. The operational state is activated by the user by pressing a momentary push-button switch. A timer resets the device to a secure state after a short preset time. The device has anti-tempering functionality and becomes permanently disabled if tempered with. Optionally the device is coupled to the computer via a USB port that powers it.

The presence of microphones and video cameras in computerized products such as desktop computers, laptop computers, PDAs, tablets and mobile phones creates an information security and privacy protection challenge today. As computers connected to public networks and to the internet can be easily hacked and controlled remotely, these products having internal or external microphones and cameras are at risk of becoming an eavesdropping bug. Attacker can install a malicious code on the product that will activate a microphone in such way that it will pick up surrounding conversation, compress the audio data and stream it over the internet to the interested attacker. Then the attacker reconstructs the audio signal, enhance it if needed and analyze it to recover valuable information. Such method can operate while the user is completely unaware and it can even run undetectable by anti-virus and intrusion detection programs through the use of Zero Day Vulnerabilities. Zero Day Vulnerabilities are non-publicized new security vulnerabilities that can be used by attackers to modify or control product functionality.
One of the most common methods used to hack computer microphone remotely is through the use of RAT. RAT is an acronym for Remote Access Trojan. A RAT might have a functional use, but it is typically used to describe malicious code that is installed without the user's knowledge with the intent of monitoring the computer, logging keystrokes, capturing passwords and otherwise assuming control of the computer from a remote location. Common RATs such as Sub7 have the functionality of enabling computer microphone or video camera remotely and streaming the data back to the attacker.
Prior-art computer microphones and headsets are prone to covert eavesdropping as they are typically not equipped with efficient means of disabling microphone activity when not used by the user. Even when On-Off switch is installed between the microphone and the audio CODEC circuitry, such switch is not efficient as users tend to leave it on continuously.
Computer microphones and headset devices are also lacking the clear user indications when microphone is active and therefore users are unaware when microphone is activated by software means.
Another disadvantage of prior-art computer microphones and headsets is the lack of anti-tampering means that will prevent physical attack on the device in attempt to bypass switches or other internal security means.
To overcome these disadvantages, many high-security organizations are instructing their workforce to remove all microphones, headsets and video cameras from their desktop computers. In addition to that, many organizations are physically removing microphones and video cameras from the laptop computers that they are purchasing and using.
U.S. Pat. No. 4,942,605 titled "Security Handset"; discloses a security handset. This handset is designed to prevent eavesdropping of telephone handsets while handset is on-hook. This prior-art device is not suitable for use in today's environment as computer headsets do not have on-hook/off-hook states. Headsets and microphones are not stored or hanged while not in active use.


A system and a method automatically longitudinally guide a motor vehicle. The system is used to automatically brake the motor vehicle to a standstill on the basis of a detected infrastructure component which requires a braking of the motor vehicle to a standstill. The system includes a sensor unit which is designed to detect an infrastructure component that requires a braking of the motor vehicle to a standstill, a first determining unit which is designed to determine a standstill position on the basis of currently provided information of the sensor unit upon detecting the infrastructure component, a second determining unit which is designed to determine an adapted standstill position upon no longer detecting the infrastructure component on the basis of the determined standstill position when the infrastructure component was still detected, and a control unit which is designed to automatically initiate a braking to the standstill into the determined standstill position or the determined adapted standstill position.

The invention relates to a system and a method for automated longitudinal guidance of a motor vehicle to a standstill on the basis of an identified infrastructure component that requires braking of the vehicle to a standstill.
The prior art already discloses various driver assistance systems that assist the driver with their driving task, said driver assistance systems identifying signaling devices, e.g., traffic lights or their light state, up ahead and taking these into account when controlling the driver assistance systems.
By way of example, DE 10 2008 010 968 A1 discloses a system for displaying information in a vehicle, comprising an image detection unit for detecting the vehicle surroundings, an evaluation unit for evaluating the image data with respect to the presence of road signs or traffic infrastructure and a display unit for presenting information should at least one road sign or traffic infrastructure be identified. In detail, the system is distinguished by virtue of adapted information being displayed depending on the current or planned route should different road signs or different traffic infrastructure be detected for different route options.
DE 10 2013 226 599 A1 discloses a method for adaptive distance and speed control of a vehicle, wherein the vehicle can be automatically braked to a standstill on account of a detected infrastructure component.
DE 10 2015 224 112 A1 discloses a system for influencing vehicle systems by taking account of relevant signaling devices, wherein information about identified, covered signaling devices is also taken into account for the identification of relevant signaling devices.
It is now an object of the invention to provide an improved and safe automated vehicle longitudinal guidance in the case of a (no longer) unambiguously identified traffic infrastructure component.
This and other objects are achieved by a system and a method in accordance with the claimed invention.
The invention is based on the discovery that, in the case of a camera-based identification of the relevant infrastructure components, the measurement error by the image processing increases disproportionately with distance due to the technology; i.e., the position of an infrastructure component determined by the image processing may deviate from the actual position. However, slow deceleration of the vehicles is sought-after at the same time during automated braking procedures in order to experience comfortable braking. Accompanying this, so-called target braking must be started at greater distances and hence in a region of greater measurement errors. If visual contact with the traffic infrastructure component (traffic light, road sign, markings) is lost, calculations can be continued briefly on the basis of the odometer until the visual contact returns. Following this (when visual contact with the traffic infrastructure component returns), there is an increasingly better measurement or determination of the remaining distance to the target standstill position as a result of the shorter distance.
However, if the loss of visual contact is ongoing or the visual contact no longer returns—e.g., as a result of trucks ahead—, the determined distance can no longer be updated. This may lead to the standstill position to be obtained and determined on the basis of the data of the camera-based sensor unit deviating from the actual position at which the vehicle must achieve standstill. If visual contact with the infrastructure component is only established again just before the determined standstill position, uncomfortable deceleration may be required to be able to reach the standstill position—which can now be determined more accurately.
In order to improve known systems for automated longitudinal guidance of a motor vehicle, said system enabling the motor vehicle to be automatically braked to a standstill on the basis of an identified (detected) infrastructure component that requires braking of the motor vehicle to a standstill, the following subsystems are provided:
a sensor unit which is designed to identify an infrastructure component that requires braking of the motor vehicle to a standstill,
a first determination unit which, upon identification of the infrastructure component, is designed to determine a standstill position on the basis of currently available information (in respect of the infrastructure component) from the sensor unit, the motor vehicle having to be braked to a standstill when said standstill position is reached,
a second determination unit which may be part of the first determination unit and which, should the infrastructure component (relevant to the target braking) no longer be identified (e.g., on account of loss of visual contact), is designed to determine an adapted standstill position on the basis of the determined standstill position when the infrastructure component was (still) identified and a determined error value, and
a control unit which, upon identification of an infrastructure component relevant to the target braking, is designed to initiate automated braking to a standstill at the determined standstill position and which, should the relevant infrastructure component no longer be identified, is designed to initiate automated braking to a standstill at the determined adapted standstill position.
Expressed more simply, according to the invention and under the precondition that an infrastructure component requiring a braking of the motor vehicle to a standstill is initially identified and a determination of a standstill position was undertaken on the basis of currently available information from the sensor unit, provision is made for the last determined and applicable standstill position to be appropriately adapted and used for longitudinal guidance while taking account of a determined error value whenever this infrastructure component or the relevant information from this infrastructure component is no longer able to be detected. Consequently, it is also possible to ensure that possible measurement errors of the sensor unit do not have a negative effect on the determination of the standstill position, even in the case of loss of visual contact.
The system for automated longitudinal guidance can be part of a system for automated driving. The term "automated driving" comprises automated driving with any degree of automation. Exemplary degrees of automation include assisted driving, partly automated driving, highly automated driving or fully automated driving. These degrees of automation were defined by the Bundesanstalt für Straßenwesen [Federal Highway Research Institute] (BASt) (see BASt publication "Forschung kompakt", issue November 2012). In the case of assisted driving, the driver permanently performs longitudinal or transverse guidance while the system takes over the respective other function within certain limits. In the case of partly automated driving (TAF), the system takes over the longitudinal and transverse guidance for a certain period of time and/or in specific situations, with the driver having to permanently monitor the system like in assisted driving. In the case of highly automated driving (HAF), the system takes over the longitudinal and transverse guidance for a certain period of time without the driver having to permanently monitor the system; however, the driver must be able to take over the vehicle control within a certain amount of time. In the case of fully automated driving (VAF), the system is able to automatically manage driving in all situations for a specific application; a driver is no longer necessary for this application. The aforementioned four degrees of automation according to the definition of the BASt correspond to SAE (Society of Automotive Engineering) levels 1 to 4 of the SAE J3016 standard. For example, highly automated driving (HAF) corresponds to level 3 of the SAE J3016 standard according to BASt. Further, SAE J3016 still provides SAE level 5 as highest degree of automation, which is not contained in the definition by the BASt. The SAE level 5 corresponds to driverless driving, in which the system can automatically manage all situations like a human driver during the whole journey; in general, a driver is no longer necessary.
The term sensor unit should be understood to mean any type of sensor unit that operates in a camera-based fashion, at least in part. By way of appropriately embodied image processing, infrastructure components and the position thereof, which require braking to a standstill, can be identified from the images obtained.
Stationary or temporarily stationary traffic light installations and/or road signs and/or relevant markings such as, e.g., stop lines or pedestrian crossings, or the like, should be subsumed under the term infrastructure components. The stopping position is predetermined on the basis of the type and position of the infrastructure component determined.
In an analogous application of the basic concept of the apparatus according to the invention, a correspondingly embodied method for automated longitudinal guidance of a motor vehicle, said method enabling automatic braking of said motor vehicle to a standstill on the basis of an identified infrastructure component that requires braking of the motor vehicle to a standstill, is distinguished, according to the invention, by the following steps:
identifying an infrastructure component that requires braking of the motor vehicle to a standstill,
upon identification of the infrastructure component, determining a standstill position on the basis of currently available information about the infrastructure component (e.g., type and/or position of the infrastructure component) from the sensor unit,
should the previously identified infrastructure component no longer be identified by the sensor unit, determining an adapted standstill position on the basis of the determined standstill position when the infrastructure component was still identified and a determined error value, and,
upon identification of an infrastructure component (by the sensor unit), initiating automated braking to a standstill at the determined standstill position and, should the infrastructure component no longer be identified (by the sensor unit), initiating automated braking to a standstill at the determined adapted standstill position.
Advantageous developments of the apparatus according to the invention also apply analogously to the method according to the invention.
Further relevant information, such as, e.g., the data of a navigation system, can be taken into account when determining the standstill position on the basis of currently available information from the sensor unit about a currently identified infrastructure component. These data from navigation systems and/or the available data about the identified infrastructure component (type and/or position of the infrastructure component) can be complemented by correspondingly provided data from other road users or from a central traffic system by means of car-to-X communication.
Taking account of a determined error value plays an essential role in determining the adapted standstill position when the relevant infrastructure component can no longer be detected by the vehicle-inherent sensor system. The better the determined error value, the more accurately the standstill position can be adapted. The error value should be a measure for how large (in absolute, relative, percentage terms) the deviation of the determined standstill position can be from the actual stopping position. To this end, the error value can be determined on the basis of detected or detectable relevant information about the fuzziness or a possible error in the (preceding) determination of the standstill position with currently available information about the relevant infrastructure component currently identified by the sensor unit.
In the simplest case, the error value reproduces an error distance or an error path specifying the length of distance or path by which the determined standstill position can deviate from the actual stopping position that is applicable on account of the infrastructure component.
In the case of such an error value, the adapted standstill position advantageously can be determined by calculating the difference between last determined standstill position and determined error value; i.e., if visual contact with the infrastructure component is lost or the latter is no longer identified, the determined error path is subtracted from the previously determined standstill position such that the arising adapted standstill position lies in front of, i.e., is reached before, the—previously—determined standstill position. What can be achieved as a result of this is that the actual applicable stopping position is not exceeded or there is no uncomfortable deceleration.
In order to be able to ensure with a very high probability or in order to preclude the actual stopping position being overshot on account of the automated longitudinal intervention, provision can be made for the adapted standstill position to be determined on the basis of the determined standstill position when the infrastructure component was identified and on the basis of a determined worst-case error value, in particular by calculating the difference between determined standstill position and determined worst-case error value, the worst-case error value being determined from available information about a worst-case scenario when determining the standstill position. The term worst-case scenario should be understood to mean those scenarios in which the sensor unit supplies maximally inaccurate or "poor" data such that, on account of this maximally poor information provided by the sensor unit, a standstill position that deviates to the greatest possible extent from the actual stopping position is determined.
The error value to be taken into account can advantageously be determined by way of a requirement specification in the form of a so-called lookup table.
In order to determine the error value, in particular the worst-case error value, it is possible to take account of all available relevant information that may have an influence on the standstill position determined on the basis of the available information about the infrastructure component from the sensor system. In particular, the (worst-case) error value can be determined on the basis of available information about the (distance-dependent) measurement accuracy errors of the sensor unit. Thus, a table may be stored in, e.g., the vehicle, said table specifying the percent by which the determined distance or position can deviate at most from the actual distance or position when determining the distance or position of an identified infrastructure component, this specification being provided as a function of distance.
As an alternative or in addition thereto, the error value, in particular the worst-case error value, can (also) be determined on the basis, or taking account, of available information about the current vehicle speed, the last detected or determined distance between the motor vehicle and the last determined standstill position, information about the weather and/or time of day and/or further available information about the vehicle surroundings. In particular, information about the position of the sun (e.g., low sun) or about other atmospheric conditions that have an influence on the "vision" of the sensor system (e.g., heavy rain or snow) can be taken into account when determining the error value.
As an alternative or in addition thereto, the error value, in particular the worst-case error value, can (also) be determined on the basis of available fleet data from other road users, which may, in particular, be made available by linking the vehicle or the system to a backend system. In particular, the error value in this case can be determined in derivative and/or surrounding individual fashion. Advantageously, the fleet data (fl) may comprise at least one or more of the following information items: vehicle derivative, type of sensor, distance-dependent determined sensor signal and/or retrospectively corrected sensor signal. By way of example, the fleet data can be (distance-dependent) measurement error values of the same sensor units or determined error values under the same or similar (operating) conditions (e.g., atmospheric conditions, time of day, speed, distance) or traffic situations.
It is likewise contemplated for the error value, in particular the worst-case error value, to be determined on the basis of available information about earlier determined error values, either from the own vehicle or from other vehicles or road users (so-called fleet data), the information of which was made available. Thus, for example, how "good" the error value was can be determined every time "visual contact returns" and the adapted standstill position is reached, or at a later time, from the last determined error value and the deviation between the adapted standstill position and the actual stopping position to be obtained, with which the sensor unit should now have visual contact again. Thus, e.g., vehicles—once they have driven past the relevant infrastructure component—can know what sensor value was obtained for what distance, or are able to determine this retrospectively by odometry. Additionally, further relevant parameters that may have an influence on the sensor value (e.g., time of day, position of the sun, atmospheric conditions) may be assigned to this data pair. This data or information can be transmitted to an external data memory (backend), which can then in turn be called by (other) vehicles. From this, assumptions for future error values can be derived. By way of example, the case may occur that, on account of local conditions (traffic lights slightly twisted, a plurality of traffic lights), the distance is always underestimated to a relatively large extent in the case of a low sun. However, this "error" can be identified retrospectively and can be transferred with a notification to the backend such that other vehicles are able to better determine the error value or the actual distance to the (actual) stopping position in similar situations when this information is taken into account.
Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of one or more preferred embodiments when considered in conjunction with the accompanying drawings.

System and method for automatically longitudinally guiding a motor vehicle to a standstill

Bayerische Motoren Werke Aktiengesellschaft


Described herein, are dishwashing paste compositions comprising: an abrasive; a pH modifying agent in an amount effective to provide a pH greater than 7; a structuring agent; and a source of polyvalent cations. Methods of making and using these compositions are also described.

Conventional dishwashing pastes are liquid or gel-like compositions that are suitable for forming hardened dishwashing agents that have a similar look and feel to that of a bar of soap. Once the pastes are formed, their chemistry allows them to harden to a desired hardness level for packaging and sale to customers. Such hardened dishwashing agents are popular in the developing world.
Current dishwashing paste compositions are typically formed of a high amount of abrasive/filler material, such as calcium carbonate, that is suspended in a viscous solution which includes surfactant(s), sodium carbonate, and sodium silicate, as well as other additives. The surfactants provide the foaming and cleansing properties of the dishwashing agent, while the sodium carbonate helps to adjust the pH level of the formula. The sodium silicate is the primary component that allows the composition to harden by providing silica that polymerizes when mixed with the other components.
Dishwashing pastes typically must achieve some desired level of hardness after they are packaged and before they are sold to consumers, which is generally about 5 mm penetrability. On the other hand, the pastes should not harden to such an extent over time that they exceed the threshold hardness value, or they will develop a "rock-like" texture and become unsuitable for their intended use. The mechanism by which conventional dishwashing paste compositions achieve the desired level of hardness is through the polymerization of silica, as alluded to above. The primary cation component present in conventional formulas is a monovalent sodium cation. The alkaline pH of the composition (modified by the sodium carbonate) causes the silica surface charge to become more negative by hydroxyl ion adsorption, as well as by surface silanol group ionization. These changes in the silica surface cause mutual repulsion between the colloidal silica particles present in the solution, thus slowing their polymerization. The monovalent sodium cation allows polymerization to occur by shielding the negative charge. However, current polymerization processes are slow and inefficient, and some conventional hardened dishwashing agents have a tendency to over-harden, resulting in rock-like texture through the time, which is not well perceived by the consumers.
To solve this problem, dishwashing paste compositions have been prepared in the industry that achieve the requisite level of hardness without developing "rock-like" texture. However, these formulas tend to increase the quarantine time required for the formula to reach the desired level of hardness. This is undesirable because it requires increased inventories at manufacturing sites, reducing inventory rotation and thus increasing associated manufacturing costs.
As such, a dishwashing paste composition that achieves a target hardness more quickly, while maintaining that hardness for an extended period of time thereafter without developing a "rock-like" texture is desired.