Methods that can accelerate replication of file metadata on different sites are disclosed herein. One method includes recreating, by a processor, a transaction history for a predetermined period of time for a set of consumer sites of a first storage network and synchronizing data in the set of consumer sites and a new consumer site added to the first storage network utilizing a cloud scale persistent message bus. In this method, the data is synchronized based on the recreated transaction history during the predetermined period of time and current transactions performed on each consumer site in the set of consumer sites. Apparatus, systems, and computer program products that can include, perform, and/or implement the methods are also disclosed herein.

Conventional scale-out storage systems can resolve the problem of unpredictable requirements by incrementally adding capacity and performance based on organization needs. One challenge with scale-out storage solutions can include multiple sites looking to distribute data either for collaboration or disaster recovery. If the data is migrated to a cloud network, synchronizing the data across all of the sites in a cluster can present a challenge because synchronization typically occurs via eventing. Quickly synchronizing the data stored across all of the sites of a storage system with a newly added site can be a challenge that at least some scale-out storage systems face whenever a new site is added to the storage system.

Apparatus, systems, and methods for accelerated replication of file metadata on different sites

International Business Machines Corporation


A method and apparatus for enabling a wireless communication service provider to remotely provide wireless network service outage and/or degradation detection, isolation, and restoration relating to a base station are disclosed. For example, the method detects a wireless service problem, and isolates the wireless service problem to a base station of a plurality of base stations of the wireless communication network, wherein the wireless service problem comprises a wireless service degradation. The method then performs a recovery task remotely on the base station to address the wireless service degradation.

In a 3GPP Long Term Evolution (LTE) network, service outages and degradation can be difficult to detect (e.g., a sleeping cell) and will require considerable manual effort for troubleshooting. These service outages or degradations are difficult to detect because of the self-healing aspect of the LTE network. For example, services in a failed cell site can be automatically covered by neighboring cell sites. Hence, the failed or degraded cell site can remain in a failed or degraded state without being noticed for a period of time. This type of service outage or degradation may go undetected for hours or even days. Furthermore, troubleshooting can require manual analysis and unplanned site visits that will increase network maintenance costs for the service provider.

Method and apparatus for providing long term evolution service outage and degradation management


A system and method are provided for controlling an interior configuration of a vehicle. The system may include an interior vehicle component; an actuator component configured to adjust/restrict movement of a physical configuration of the interior vehicle component; one or more sensors configured to collect data corresponding to a state of the vehicle, an action of the vehicle, and/or an internal or external environment of the vehicle; and one or more processors configured to receive sensor data and detect, by processing the sensor data, a vehicle accident condition. After the one or more processors detect the vehicle accident condition, the one or more processors may cause the actuator component to adjust the interior vehicle component from a first physical configuration to a second physical configuration, or may cause the actuator component to restrict movement of the interior vehicle component to a predetermined range of physical configurations.

The interior configuration and layout of a vehicle has changed only incrementally since the invention of automobiles over a century ago. Conventional interior vehicle configurations were adapted so that a human could effectively, safely, and manually operate a vehicle. Accordingly, existing interior vehicle configurations are confined to certain layouts to accommodate these requirements. For instance, space in the vehicle must be devoted to the steering wheel, brake, accelerator, and gear shifter, and the driver must be positioned to accessibly operate this equipment while having a clear view of the road and traffic in all directions. Additionally, user interface control panels must also be arranged to conform to this layout. In existing vehicles, a vehicle operator has no way to adjust his/her physical position without abandoning the vehicle controls, thereby increasing the likelihood of an accident. Therefore, a driver and/or passenger is seemingly limited to a certain position regardless of driving conditions and/or the vehicle's actions, which in turn can place detrimental force and strain on a vehicle driver and/or passenger's body.
Existing vehicle safety technology has been limited in form and/or function in order to also conform to existing configurations. Each year millions of individuals are injured as a result of vehicular accidents emanating from operator error, inattention, inexperience, misuse, or distraction; inclement weather conditions; treacherous road conditions; and other driving environment conditions. While existing vehicle safety technologies have improved vehicle driver and passenger safety, many of these technologies, such as airbags, do not deploy until after a vehicle has already been involved in a collision. Similarly, other existing vehicle safety technologies, such as seatbelts, can only perform a single function and provide limited or no benefit in certain situations. In some instances, the existing safety technology installed in a vehicle can cause more harm than it prevents because of the specific type of accident and/or the physical attributes of the vehicle's passenger. A passenger's specific body position during a collision can affect how his/her body is impacted by the collision, and just a few inches or degrees of difference in body positioning can be the difference between a passenger walking away from a collision alive and unscathed, as opposed to suffering life-altering injuries or death. However, given the near-instantaneous nature of most accidents, it is almost impossible for a driver or passenger to brace for impact or make changes to his/her position to prevent injury.
After the collision occurs, a new set of problems arises. In some instances, the accident is so severe that an individual is incapacitated and/or trapped in the vehicle, and thus cannot safely exit the vehicle. While emergency personnel, such as first responders, may be able to extract an individual from the vehicle, the process can be time and labor intensive. Additionally, extracting an individual from a vehicle typically requires special equipment that not all emergency personnel possess, such as "the jaws of life" or underwater breathing equipment. Accident-induced injuries can be exacerbated and lives lost because emergency personnel were unable to extract an individual fast enough. For example, if a vehicle has become submerged and is sinking, and if emergency personnel cannot overcome the physical obstacles, it may not be possible to administer medical attention to an incapacitated vehicle passenger in a timely manner. In such an instance, breaking a conventional window or opening a door, in order to get to the injured/trapped individual, is substantially more difficult than when the vehicle is on land because of the additional pressure forces caused by the water. Conversely, in a rollover crash, emergency personnel may be faced with obstacles, like trying to saw through the structural base of the car and/or removing a multitude of large and heavy vehicle parts (e.g., doors, windows, seat, seatbelts, etc.), in order to free the incapacitated/trapped passenger.
While racing against the clock to extract a passenger, emergency personnel are typically unaware of an individual's exact injuries. The lack of knowledge about an individual's injuries and/or pre-existing conditions can lead to emergency personnel further exacerbating the accident-induced injury, aggravating a pre-crash existing condition, and/or causing additional injuries if the individual is not extracted in a specific manner. For example, an individual who suffers a spinal injury in a collision may need to be immobilized and removed in a specific manner in order to prevent further injury to his/her spine. However, without knowledge of the injury, emergency personnel cannot carry out the necessary specialized extraction procedures, and thus risk causing further injury to the individual.
The increase in autonomous and semi-autonomous vehicles has decreased the need for vehicles to be operated by humans. Autonomous and semi-autonomous vehicles augment vehicle operators' information or replace vehicle operators' control commands to operate the vehicle, in whole or part, with computer systems based upon information collected by equipment within, or attached to, the vehicle. Consequently, there is a decreased need for vehicles to be confined to features and configurations, such as the interior layout, specifically designed to accommodate human-operated vehicles.

System and method for adjusting an interior configuration of a vehicle in response to a vehicular accident

STATE FARM MUTUAL AUTOMOBILE INSURANCE COMPANY


A data communication system in which video data is digitized, compacted, and transmitted by a frequency modulated radio station having a subsidiary communication authorization. The data is broadcast on a subcarrier channel to a radio receiver, which is connected to a microcomputer. This microcomputer generates a visual graphic display on a screen, and performs various other functions, such as error checking and permitting the user to alter the display. One application of the invention is real time monitoring of visual information by a remote receiving station. Furthermore, the invention may include a receiver that is turnable, thereby providing data to a mobile receiving station, such as an airplane. Although the invention is especially useful for monitoring weather information, it is adaptable for use with any visual graphics data that is desired to be transmitted via FM subcarrier frequencies.

Abbreviations
AFSK--Audio frequency shift keying PA0 AGC--Automatic gain control PA0 bps--bits per second PA0 CPU--Central processing unit PA0 CRT--Cathode ray tube PA0 EEPROM--Electrically erasable and programmable read only memory PA0 EPROM--Erasable programmable read only memory PA0 FSTV--Fast scan television PA0 IF--Intermediate frequency PA0 LED--light emitting diode PA0 LORAN--long range navigation PA0 MMU--Memory management unit PA0 NWS--National Weather Service PA0 SAM--Synchronous address multiplexer PA0 SCA--Subsidiary communications authorization PA0 SDLC--Synchronous Data Link Control PA0 TTL--transistor-transistor logic PA0 VDC--Video display controller PA0 VIP--visual information projection PA0 VOR--very high frequency omnidirectional radio range

Apparatus and method for communication of visual graphic data with radio subcarrier frequencies


An apparatus for maintenance of a male erection-like state is provided. The invention includes a calibrated linear elastomeric constrictor adapted to be wrapped around a vacuum cylinder. Improvements in the vacuum apparatus include an aperture at a proximal region of the vacuum cylinder and a vacuum gauge. A skin surface temperature sensor is provided. The concomitant use of an electronic stimulation of the appropriate muscles is described to strengthen said muscles which are then used in conjunction with the device.

The invention relates to production and maintenance of a male erection-like state. More specifically, the invention relates to a constriction means for use with a vacuum assisted device adaptable to different user requirements.
The prior art includes devices and methods for production and maintenance of a male erection-like state. These devices generally consist of three parts: a vacuum cylinder, a pump, and a constriction ring. For example, see U.S. Pat. No. 1,225,341 to Otto Lederer, issued in 1917 for a device which assists in producing an erection by creating a vacuum. A ring is included to maintain the erection. Another such device is disclosed in U.S. Pat. No. 4,856,498 to Osbon. A device including an elastomeric extensible ring is disclosed in U.S. Pat. No. 4,995,381 to Marmar et al.
The present state of the art constriction devices use a ring of some type. Some disadvantages associated with the ring include difficulty of removal, difficulty in customizing the pressure, and the risk of too much impedance of arterial flow and hypoxia or gangrene of the organ. Other problems include a reflex vasoconstriction if the vacuum is applied too rapidly. Additionally, ecchymoses and petechiae, small surface bruises on the skin, are problems associated with sudden vacuum application.


In a manufacturing method of a color filter for display devices having a plurality of pixels on a substrate, each pixel comprises a reflective layer and a color layer, the method of manufacture comprises a step of forming partitions which separate each pixel area from the other pixel areas to comprise the pixel in each pixel area; a step of forming the reflective layer by discharging a first liquid material into each of the pixel areas by means of a droplet discharge method; and a step of forming the color layer within each of the pixel areas. By this method, color filters can be manufactured without requiring photolithography or other complicated processes, in a short time, using little energy, and at low cost.

In recent years technology has been developed for reflective type display devices, which efficiently utilize ambient light to enable the display of images even without a backlight; such displays are thin, lightweight, and have low power consumption. Such reflective type displays comprise a color filter in which reflective layers and color layers are formed in sequence on a substrate.
Also, semi-transmissive display devices, in which the reflective layer is formed as a semi-transmissive layer having optical transmissive properties, have also been developed. Such semi-transmissive display devices can be used as reflective type devices in bright environments, utilizing ambient light, and can be used as transmissive type display devices in dark environments, using a backlight.
As a method to form the reflective layer, conventionally, sputtering or vacuum evaporation methods have been used to deposit an aluminum alloy or silver alloy.
In Japanese Patent Publication No. H7-191211, a high-reflectivity conductive film and a transparent conductive film are stacked on a substrate, using the conductive film and photoconductive film, a coloring pattern is formed by means of an electro-photographic method, and the conductive film is used as a reflective layer.
Also, in Japanese Patent Publication No. H10-96811, at least three coloring layers each having different colors are formed on a substrate, enclosing a reflective layer between the substrate and the coloring layers. The upper portion of the coloring layers is evaporated by means of laser irradiation, and the lower portion of the coloring layers is exposed, to form a reflective type color filter.
In conventional methods which employ sputtering or vacuum evaporation techniques to form reflective layers, at least four photolithography processes are required to reach the stages of substrate surface treatment and coloring layer formation, thus incurring a large number of processes and considerable time, and causing decreases in production yields.
In the method in the above-noted Japanese Patent Publication No. H7-191211, the number of processes for coloring layer formation is less than for photolithography, but a photomask is required for formation of each coloring layer and of the black matrix, and vacuum evaporation equipment, corona charge equipment and other equipment are separately required. Also, because only electrically insulating material can be used as toner, further constraints are imposed.
In the method in the above-noted Japanese Patent Publication No. H10-96811, a photomask is not required, but the upper coloring layer may be affected by the lower coloring layer. And, because laser light is used for evaporation, fine patterning is difficult. Also, surface unevenness of approximately 3 μm occurs on the substrate processed surface, so that brightness irregularities due to the difference in thickness of the liquid crystal layer readily occur.
An object of this invention is to provide a method enabling the manufacture of a reflective type color filter and display device in a short time, using little energy and at low cost, without requiring photolithography or other complicated processes.

Color filter, display device and electronic equipment, manufacturing method thereof, and apparatus for manufacturing display device


Combined wound and micro-fabricated winding constructs are described for the inspection of materials and the detection and characterization of hidden features or flaws. These constructs can be configured as sensors or sensor arrays that are surface mounted or scanned over conducting and/or magnetizable test materials. The well-defined geometry obtained micro-fabricated windings and from carefully wound coils with known winding positions permits the use of model based inversions of sensed responses into material properties. In a preferred embodiment, the primary winding is a wound coil and the sense elements are etched or printed. The drive or sense windings can also be mounted under fasteners to improve sensitivity to hidden flaws. Ferrites and other means may be used to guide the magnetic flux and enhance the magnetic field in the test material.

This application relates to nondestructive materials characterization, particularly quantitative, model-based characterization of surface, near-surface, and bulk material condition for flat and curved parts or components using magnetic field based or eddy-current sensors. Characterization of bulk material condition typically includes (1) measurement of changes in material state, i.e., degradation/damage caused by fatigue damage, creep damage, thermal exposure, or plastic deformation; (2) assessment of residual stresses and applied loads; and (3) assessment of processing-related conditions, for example from aggressive grinding, shot peening, roll burnishing, thermal-spray coating, welding or heat treatment. It also includes measurements characterizing a material, such as alloy type, and material states, such as porosity and temperature. Characterization of surface and near-surface conditions includes measurements of surface roughness, displacement or changes in relative position, coating or material layer thickness, temperature and coating condition. Each of these characterization types includes detection of electromagnetic property changes associated with either microstructural and/or compositional changes, electronic structure (e.g., Fermi surface) or magnetic structure (e.g., domain orientation) changes, stress variations (e.g., in magnitude, orientation or distribution), or other features such as the presence of single or multiple cracks, inclusions, or localized corrosion.
Conventional eddy-current sensing involves the excitation of a conducting winding, the primary, with an electric current source of prescribed frequency. This produces a time-varying magnetic field, which in turn is detected with a sensing winding. The spatial distribution of the magnetic field and the field measured by the secondary is influenced by the proximity and physical properties (electrical conductivity and magnetic permeability) of nearby materials. When the sensor is intentionally placed in close proximity to a test material, the physical properties of the material can be deduced from measurements of the impedance between the primary and secondary windings. In some cases, only the self-impedance of the primary winding is measured. Traditionally, scanning of eddy-current sensors across the material surface is then used to detect features, such as cracks.
In many inspection applications, large surface areas of a material need to be tested. This inspection can be accomplished with a single sensor and a two-dimensional scanner over the material surface. However, use of a single sensor has disadvantages in that the scanning can take an excessively long time and care must be taken when registering the measured values together to form a map or image of the properties. These shortcomings can be overcome by using an array of sensors, but each sensor must be driven sequentially in order to prevent cross-talk or cross-contamination between the sensors. An example is given in U.S. Pat. No. 5,047,719, which discloses the use of a flexible sensor arrays and a multiplexer circuit for measuring a response in the vicinity of each individual array element. Another example is given in U.S. Pat. No. 3,875,502 which discloses a single rectangular drive coil and multiple sense coils, including offset rows of sensing elements for complete coverage when scanned over a surface in a direction perpendicular to the longest segments of the drive coil. The sense coils are oriented in the vertical direction so that only the horizontal component of the magnetic flux is detected and measurement signal is non-negligible only when the sensor array is passed over a local anomaly. U.S. Pat. No. 5,793,206 provides another array example in which multiple sense elements are placed within a single sensor drive footprint. With known positions between each array element, the material can be scanned in a shorter period of time and the measured responses from each array element are spatially correlated. The teachings of the above three patents are incorporated by reference herein in their entirety.
In other inspection applications, there is a need to detect hidden flaws, such as cracks that form beneath fasteners, which means beneath the fastener head, nut, or washers used in the fastened joint. Often, the critical crack size for the structural element containing the fastener is small enough that the crack must be detected before it propagates from beneath the head or nut of the fastener. When the head is flush with the surface of the test material, sliding eddy current probes are commonly used in which the differential response between two coils is measured as the probe is scanned over the fastener. For protruding fastener heads or nuts, other electromagnetic techniques can be used which measure the response from a coil placed over the fastener, as described for example in U.S. Pat. No. 4,271,393, or from a coil mounted beneath a fastener head, as described, for example, in Great Britain Patent 886,247. Typically, the measured response is then compared to the response obtained on a reference sample with a fastener that contains a flaw of known size and has material properties and geometry that match the test material.

Hybrid wound/etched winding constructs for scanning and monitoring


A device for spine correction, in a particular human spines, has a keyboard with numerous adjacent segments comprised of opposed back supports. The keyboard (3) has at least one set of cooperating segments A, B and C supported on curved arch elements which bias a patient back in engagement with the keyboard toward a desired back configuration. The device includes a support frame (1), and a relatively movable mobile frame (2) on which the keyboard is supported. A measurement system includes a controller (49), a server (50) and a screen (51). The controller is connected to sensors (26) which determine rotational positions of the segments. The server provides outputs from the screen (51) responsive to the sensed data.

There are known scoliosis correctors and stretching-correction devices used for therapy of pain of perivertebral muscles, for example in discopathy. However, these solutions may not enable the performance of full dynamic correction which restores physiological joint mobility in the blocked joints of the spine.
U.S. Pat. No. 6,132,004 describes a system of pillows that support the spine in the sitting position, which is intended for persons suffering from pain of the spine.
European Patent Application No. EP0712286B1 describes an adjustable support of a seat with a profile that matches the curvature of the spine of the sitting person.
Published PCT Patent Application No. WO2013088182A1 describes a device for treatment and rehabilitation of patients with spinal pain. The device comprises a frame, divided into two parts, which enables performance of procedures in the sitting position and with the patient lying face down. The principle of operation of the device is based on appropriate stretching (pulling) of the vertebrae of the patient's spine, in the sitting position with traction devices fixed to the patient's arms, and in the case of the lying position, by means of traction devices fixed to the patient's ankles. The use of drive devices enables the performance of dynamic procedures.
Published PCT Patent Application No. WO2013087009A1 describes a system for changing the line of vertebrae as a result of stretching. The patient is placed on a bed or table of the device, on a supporting element located on the level of the lumbar lordosis. Stretching with an appropriate force and at an appropriate angle affects the vertebrae of the spine.
The state of the art also includes two solutions of the Applicant, disclosed in Poland patent documents nos. PL 215141 B1 and PL 215142 B1.
Patent Document No. PL 215141 B1 presents an orthopaedic curvature corrector, especially for the human body, intended for correcting bad posture. The device comprises arched cams with a curved arch surface, curvilinear surface or components in the form of a convex upper support in the case of a neck lordosis, concave central support in the case of breast kyphosis and a convex lower support in the case of lumbar lordosis, which form a surface or elements of supports in the form of convex, concave or ellipsoidal cams with curvilinear shapes and curved arch surfaces of arched shapes, which are tangent to the back and, due to their shape, are automatically shortened or extended depending on the size, shape and structure of the elements that support the patient, on the shape of the spine or on the shape on the back. The arches of those elements represent, in a negative and inertia-based manner, the correct bends of the spine as a result of pressure tangential to the supported elements, namely the back. The elements mutually interact with each other—by moving in a complex rolling and sliding motion, thanks to the fixing connections in the guiding holes and correct proper bends of the spine.
Patent Document No. PL 215142 B1 discloses a device for dynamic correction of the spine, in particular for the human body, during which correction physiological joint mobility is restored in blocked joints of the spine. In the device, in the long axis of the spine, there are actuators which are set tangentially in the vicinity of the bases of the spinous processes in the individual segments of the spine. By performing dynamic springing action, the actuators treat and correct the spine by restoring joint mobility in the blocked joints of the spine, in particular the human body, during dynamic rotational movement of the relieved spine. Rotational movement of the spine is achieved thanks to the action of the entire kinematic chain, which is the movement of alternately moving upper and lower limbs. In more severe cases of pain, or depending on the condition, due to a motor mounted on the support axis or to other drives that apply an external force, passive movement is achieved in a relieved state or other set movement, according to the indications for therapy, with a dynamic corrector. The starting position for movement in this device is the position of the spine described as neutral, i.e. intermediate position between a bent position and a straight position. In this position, the joint surfaces are under the lowest load in the so-called movement part, and the stabilizing system, namely the muscles, the ligaments and the joint capsule, are under the least tension.
Such an approach enables physiological joint mobility in blocked joints, but the representation of movement in the joints is not completely precise.
The prior known devices, approaches and techniques may benefit from improvements.

Device for spine correction and measurement system


An electric power supply device generates electric power having a prescribed frequency. An electric power transfer unit receives electric power from the electric power supply device, and transfers electric power to an electric power receiving unit in a contactless manner by resonating with the electric power receiving unit via an electromagnetic field. An electric power sensor senses power reflected to the electric power supply device. A discharging coil unit externally discharges electric power output from the electric power supply device. A relay electrically connects the discharging coil unit between the electric power supply device and the electric power transfer unit when the reflected power detected has a value exceeding a predetermined value.

Electric vehicles, hybrid vehicles and other electrically powered vehicles are gaining large attention as ecologically friendly vehicles. These vehicles have mounted therein an electric motor generating force to drive and thus cause the vehicle to travel, and a rechargeable electric power storage device storing therein electric power supplied to the electric motor. Note that hybrid vehicles include a vehicle having mounted therein an electric motor and in addition an internal combustion engine together therewith as power sources, and a vehicle having mounted therein an electric power storage device and in addition a fuel cell together therewith as direct current power supplies for driving the vehicle.
A hybrid vehicle is also known that, as well as an electric vehicle, allows an electric power supply external to the vehicle to charge an electric power storage device mounted in the vehicle. For example, a plug-in hybrid vehicle is known. This vehicle allows the electric power storage device to be charged from a general household electric power supply through a charging cable connecting a receptacle of an electric power supply provided in premises and a charging port of the vehicle.
On the other hand, an electric power transfer method without using an electric power supply cord or an electric power transfer cable, i.e., wireless power transfer, is gaining attention in recent years. There are three wireless electric power transfer techniques known as being promising, which are power transfer through electromagnetic induction, power transfer via microwaves, and power transfer through resonance.
Of these three techniques, power transfer through resonance causes a pair of resonators (e.g., a pair of coils) to resonate in an electromagnetic field (a near field) to transfer electric power through the electromagnetic field in a contactless manner, and can transfer large electric power of several kW over a relatively large distance of several meters (see WO2007/008646 (Patent Literature 1) for example).

Wireless electric power feeding equipment


A holographic mask includes a plurality of pixels each imparting a calculated phase and/or amplitude change to the projection beam to provide an image that is parallel to the mask. The holographic mask is used displaced from the best object plane of the projection lens.

1. Field of the Invention
The present invention relates generally to a lithographic apparatus and a device manufacturing method.
2. Description of the Related Art
A lithographic apparatus is a machine that applies a desired pattern onto a target portion of a substrate. Lithographic apparatus can be used, for example, in the manufacture of integrated circuits (ICs). In that circumstance, a patterning device, such as a mask, may be used to generate a circuit pattern corresponding to an individual layer of the IC, and this pattern can be imaged onto a target portion (e.g. comprising part of, one or several dies) on a substrate (e.g. a silicon wafer) that has a layer of radiation-sensitive material (resist). In general, a single substrate will contain a network of adjacent target portions that are successively exposed. Known lithographic apparatus include so-called steppers, in which each target portion is irradiated by exposing an entire pattern onto the target portion in one go, and so-called scanners, in which each target portion is irradiated by scanning the pattern through the projection beam in a given direction (the "scanning"-direction) while synchronously scanning the substrate parallel or anti-parallel to this direction.
In a lithographic process, dust on or defects in the mask that are imaged onto the substrate can cause defects in the manufactured device and so masks are manufactured and stored with great care to avoid damage. Pellicles are conventionally used to prevent dust settling on the mask. A pellicle is a thin transparent sheet mounted on a frame so that it is spaced a few mm from the mask. Any dust particles settle on the pellicle rather than the mask and will be out of focus when the mask is imaged on the substrate so that they are not printed in the resist. For EUV, no material suitable for forming a pellicle is known and masks are based on multi-layer reflectors which are hard to repair so another approach to protecting the mask from dust and damage is required.

Holographic mask for lithographic apparatus and device manufacturing method


A stepper motor is initialized so that the exciting signal is applied to coils with the step shifted by half of one electric cycle from the rebounding step being synchronized with the timing when the stopper piece is brought into contact with a fixed stopper. The rebounding step, in which the rotor of the stepper motor reverses its rotating direction, can be easily detected. If the rebounding step can be detected, the position for initializing can be easily defined in the angle shifting manner as described above.

1. Field of the Invention
The present invention relates to an apparatus and method for initializing a stepper motor, and more particularly to an apparatus and method for initializing a stepper motor for synchronizing a timing when a stopper piece linked with a rotor of the stepper motor is brought into contact with a fixed stopper with a reference step in an exciting signal for driving the stepper motor.
2. Description of the Related Art
In an in-vehiclemeter such as a speedmeter for indicating a vehicle speed, a tachometer for indicating an engine speed, etc., in recent years, a stepper motor has been used in order to satisfy the demand of response and indicating accuracy. However, in order to make an accurate indication using the stepper motor, initial synchronization must be previously acquired between the timing when a stopper piece interlocked with the rotation of the stepper motor is brought into contact with a fixed stopper and a reference step in an exciting signal for driving the stepper motor.
Generally, the above initial synchronization has been acquired in a step of assembling the in-vehicle meter. Traditionally, with a stopper piece (or pointer) linked with the rotor being pressed so that the stopper piece is in contact with the fixed stopper, the above reference step has been synchronized with the rotating pattern of the rotor at this time. Otherwise, the initializing has been carried out taking the amount of backlash into consideration.
However, the above traditional method presents a problem in that an index which is a guideline for initializing is not clear, the initializing is not stable under the influence of the material of the pointer, gear and other components of a motor and a play of the gear, and a long time is taken for the initializing.
An object of this invention is to provide an apparatus and method for initializing a stepper motor which can clarify an index of initializing by a digit to facilitate the initializing and shorten the time taken for the initializing.
In accordance with a first aspect of this invention, there is provided an apparatus for initializing a stepper motor comprising:
means for supplying an exciting signal to a coil for rotating a rotor of the stepper motor so as to shift a stopper piece linked with the rotor in a first rotating direction toward a zero point defined by a fixed stopper, the exciting signal having a single electric cycle composed of a plurality of exciting steps;
means for inputting a rebounding step number which is the exciting step when the rotor reverses its rotating direction from the first rotating direction from a second direction opposite thereto;
means for computing a shift step number shifted by the number of exciting steps which corresponds to a half of the single electric cycle from the rebounding step number; and
means for initializing the stepper motor so as to apply the exciting signal to the coil with the shift step number being synchronized with a timing when the stopper piece is brought into contact with the fixed stopper.
In this configuration, the index which is a guide line for initializing is clarified so that the initializing can be performed easily and surely. Therefore, in the process of motor assembling, the time for initializing can be greatly shortened, thus realizing the initializing with great accuracy.
Preferably, the means for initializing the stepper motor comprises means for storing data in a storage means connected to a motor driver for driving the stepper motor.
In this configuration, the time for initializing can be further shortened.
Preferably, the means for initializing the stepper motor comprises means for displaying the shift step number.
In this configuration, because the shift step number is displayed, it can be used to recognize the quality of the product during a motor assembling process. For example, it can be used to inspect whether or not the initialization has been completed appropriately.
Preferably, the apparatus for initializing a stepper motor comprises:
a plurality of stepper motors; and
means for aligning shift step numbers computed so as to correspond to the stepper motors on the corresponding data holding positions allotted to the storage means.
In this configuration, the shift step numbers corresponding to the stepper motors are aligned so as to the corresponding data storing positions allotted in the storage means. Therefore, the data can be simultaneously stored so that the time taken for initializing when the plurality of stepper motors are used, particularly the time taken for data storing can be shortened.
Preferably, the rotor is composed of five pairs of magnetic poles magnetized alternately and uniformly with an N-pole and an S-pole; and
the exciting signal is composed of 32 exciting steps which are created on the basis of a sine wave and uniformly allotted.
In this configuration, the rotor control can be made smoothly.
In accordance with the second aspect of this invention, there is provided a method for initializing a stepper motor comprising:
a first step of supplying an exciting signal to a coil for rotating a rotor of the stepper motor so as to shift a stopper piece linked with the rotor in a first rotating direction toward a zero point defined by a fixed stopper, the exciting signal having a single electric cycle composed of a plurality of exciting steps;
a second step of inputting a rebounding step number which is the exciting step when the rotor reverses its rotating direction from the first rotating direction from a second direction opposite thereto;
a third step of computing a shift step number shifted by the number of exciting steps which corresponds to a half of the single electric cycle from the rebounding step number; and
a fourth step of initializing the stepper motor so as to apply the exciting signal to the coil with the shift step number being synchronized with a timing when the stopper piece is brought into contact with the fixed stopper.
In this method, the index which is a guide line for initializing is clarified so that the initializing can be performed easily and surely. Therefore, in the process of motor assembling, the time for initializing can be greatly shortened, thus realizing the initializing with great accuracy.
In the above method, preferably, the fourth step comprises:
storing data in a storage means connected to a motor driver for driving the stepper motor.
In this method, the time for initializing can be further shortened.
Preferably, the above method further comprises a fifth step of displaying the shift step number.
In this method, since the shift step number is displayed, it can be used to recognize the quality of the product during a motor assembling process. For example, it can be used to inspect whether or not the initialization has been completed appropriately.
The above and other objects and features of the invention will be more apparent from the following description taken in conjunction with the accompanying drawings.

Apparatus and method for initializing stepper motor


A device for wetting toilet tissue comprising a small, enclosed reservoir fitted with air vents, a finger actuated valve lever, an inlet and outlet orifice and a water flow controlling valve. The device attaches to a bracket that is secured at the other end to the upper toilet bowl flange by one of the toilet seat mounting screws and nuts, positioning the device under the water closet tank and protruding slightly forward. The water is supplied via a small plastic flexible tubing connected to a tubular "T" that is installed between the water closet overflow pipe and the orifice nozzle that is part of the water closet filling ballcock valve. Water flows into the small capacity reservoir whenever the toilet is flushed. To minimize having cold water replacing the ambient-air warmed water in the reservoir, a float actuating lever closes the input orifice when the reservoir is full. A venting orifice allows the release of air being displaced by the inflowing water. This vent is also connected by a parallel flexible tubing that leads back to the toilet water closet tank.

1. Field of the Invention
This invention relates to a personal hygiene apparatus and more particularly to an assembly that may be attached to or made a part of a conventional bathroom water closet for cleansing the posterior or anal and genital or vaginal areas of users of the water closet.
2. Description of the Prior Art
Bidets have for many years been in use throughout the world, but primarily in Europe, for cleansing and irrigating a person's anal and/or genital areas by flushing them with a spray of water. Bidets are typically unitary structures having a single purpose and are normally provided in bathrooms along with conventional toilets.
The principal reason for bidets not becoming more commonplace in homes is the expense associated with the installation of a separate bidet in a bathroom. The bidet is generally very expensive and often there is inadequate space in a bathroom for installation of a separate bidet.
The prior art includes a limited number of devices for attachment to a conventional toilet bowl or toilet seat for cleaning and irrigating the anal and/or genital areas of a user. Examples of such prior art bidet attachments are shown and described in U.S. Pat. No. 5,142,711 to Parikh, U.S. Pat. No. 5,101,520 to Lockhart, U.S. Pat. No. 5,090,067 to Cogdill, U.S. Pat. No. 3,045,248 to Gentry, and U.S. Pat. No. 3,195,148 to Merkel, Jr.; each of which discloses an attachment or assembly for mounting either on the upper surface of a toilet bowl or the under surface of a toilet seat for cleansing and irrigating the anal and/or genital areas.
Most of the prior art devices have been extremely complex, unsightly, difficult to install and have failed to meet appropriate sanitary standards, thus they have not been readily accepted. Furthermore, since most of the prior art devices take the water directly from the pressure refill pipe which usually dispense cold water. To provide warm or heated water, U.S. Pat. No. 5,090,067 to Cogdill provides a separate tank with an immersion heater located therein.


A multilayer capacitor includes a multilayer body with sides each about 0.3 mm or smaller when viewed from a stacking direction of the multilayer body, and first and second outer electrodes disposed on a surface of the multilayer body. An outermost one of the conductive layers is bent to be convex in the stacking direction and includes penetrating portions extending in the stacking direction. In a cross section perpendicular or substantially perpendicular to a lengthwise direction of the multilayer body, assuming the bent conductive layer is equally divided into four regions named region A, region B, region C, and region D arranged in the order named in a widthwise direction of the multilayer body, a sum of minimum diameters of the penetrating portions is larger in the region A than in the region B and larger in the region D than in the region C.

1. Field of the Invention
The present invention relates to a multilayer capacitor and a method for producing the multilayer capacitor. In particular, the present invention relates to an ultra-small multilayer capacitor and a method for producing the ultra-small multilayer capacitor.
2. Description of the Related Art
In general, a multilayer capacitor is constituted by a multilayer body made up of conductive layers and dielectric layers arranged in an alternating manner; and outer electrodes disposed on the outside surface of the multilayer body. With electronic devices becoming smaller and thinner, there is a need for a small-sized multilayer capacitor with large electrostatic capacitance. General ways to increase the capacitance of the multilayer capacitor is to increase the area of overlap between adjacent conductive layers and increase the number of conductive layers.
In the case where the multilayer capacitor is reduced in size and the capacitance thereof is increased in the general ways described above, the distance from the conductive layers to the surface of the multilayer body becomes small. In general, the outer electrodes are likely to become thinner at the corners of the multilayer body. Because of these, conductive layers near the corners of the multilayer body become susceptible to moisture coming in through the outer electrodes, and the insulation resistance of the multilayer capacitor decreases. That is, the moisture resistance of the multilayer capacitor decreases.
Japanese Unexamined Patent Application Publication No. 2010-103566 discloses a highly moisture-resistant small multilayer capacitor. The multilayer capacitor disclosed in this document has a high moisture resistance because the concentration of magnesium is high in a dielectric disposed between conductive layers and the side surfaces of the multilayer body.
Increasing the number of conductive layers leads to an increase in internal stress, which results from the difference in thermal shrinkage between dielectric layers and conductive layers when the multilayer capacitor is fired. This makes the multilayer capacitor prone to layer separation.

This patent is subject to a terminal disclaimer.

Multilayer capacitor and method for producing the same


The present invention relates to a battery pack charging control device that wakes up a micro control unit (MCU) in operation in a sleep mode, while a battery pack is in a constant voltage charged state, the battery pack charging control device including an analog front end (AFE) for changing before the MCU operates in the sleep mode, an over-voltage protection level value to a higher value than a current value, generating an over-voltage trip signal and delivering the over-voltage trip signal to the MCU in operation in the sleep mode to control to wake up the MCU in operation in the sleep mode, when an increased voltage value of the battery pack due to connection of an external charger is equal to or greater than the changed over-voltage protection level value.

A micro control unit (MCU) of a prior battery management system (BMS) does not recognize a small amount of a charging current supplied during operation in a sleep mode. In detail, after a battery pack reaches a constant voltage (CV) charging period, when a charger is connected thereto and a charging current is provided in a state where the MCU operates in a sleep mode, a small amount of the charging current is supplied, since the battery pack is in a full charged state. At this point, a limitation frequently occurs that the MCU of the BMS does not wake from the sleep mode, even if the charger is connected.
On the other hand, as a method for addressing the limitation that the MAC of the BMS does not wake up from the sleep mode, a method for configuring a separate circuit capable of recognizing whether a charger is connected, a method for modifying a circuit of a charger in order to generate and deliver a wake up signal for forcibly waking up the MCU of the BMS, and a method for making shorter a wake up period of a real time clock of the MCU of the BMS, etc., have been used. However, the method for configuring a separate circuit or the method for modifying the circuit of the charger becomes a reason for increasing a product manufacturing cost, and the method for making shorter the wake up period of the real time clock becomes a reason for increasing a consumption current of the battery pack and shortens the life of the product.
Accordingly, it is required to develop a technique capable of recognizing a connection of a charger and waking up an MCU without a circuit modification, when the charger is connected to a battery pack in a state where the battery pack of a BMS is fully charged and the MCU operates in a sleep mode.

Battery pack charge control device and method


A multi-band antenna includes a grounding element having an edge and a grounding point, a first radiating arm being substantially of L shape and located above the grounding element, a second radiating arm working at a first frequency band and being substantially of L shape above the first radiating arm, a third radiating arm working at a second frequency band and being substantially of rectangular metal patch parallel to the edge of the grounding element, and a feeding line including an inner conductor connected to the first radiating arm and an outer conductor connected to the grounding point of the grounding element. The feeding line, the first radiating arm, the grounding element commonly compose a slot operating at a third frequency band.

1. Field of the Invention
The present invention relates generally to a triple-band antenna, and more particularly to a low-profile triple-band antenna used in an electronic device.
2. Description of the Prior Art
In recent years, for adapting for development of wireless net, antennas are required to own low profile, multi frequency bands for being easily assembled in electronic devices. U.S. Pat. No. 7,501,987 issued to Chih-Ming Wang et al. on Mar. 10, 2009, discloses a triple-band antenna which comprising a first radiating element, a second radiating element and a feeding line. The first radiating element comprises a first metal patch working at a higher frequency band, a second metal patch and a third metal patch commonly working at a lower frequency band. The second radiating element comprises a fourth metal patch, fifth metal patch and a sixth metal patch commonly working at a middle frequency band. However, the triple-band antenna is of complex structure, big volume and not adapt for present electronic device.
Hence, in this art, a low-profile antenna used for multi bands so as to overcome the above-mentioned disadvantages of the prior art should be provided.


A method of brazing a plurality of copper strands to a buss bar includes: a) cleaning the buss bar and the copper strands; b) positioning a filler shim on the surface of the buss bar; c) placing a copper strand on the filler shim, the filler shim and the strand having substantially equal lengths; d) stacking additional copper strands on the buss bar, with a filler shim between each adjacent pair of strands; and e) heating the filler shims utilizing an induction brazing coil to a temperature sufficient to cause melting of the shims and to thereby form a brazed lap joint between the copper strands and the buss bar.

Current techniques for brazing the lap joints of copper wires or strands to a copper buss bars involve either electric brazing using brazing "tongs"or torches. Torch brazing is a labor intensive process, and can lead to damage to the insulation surrounding the copper strands due to the close proximity of the heat source to the buss bar. Thus, it would be desirable to provide a more efficient method to braze the lap joints of copper strands to copper buss bars without damaging the insulation surrounding the strands.

Method of induction brazing transformer strands to base plate


To accurately detect a trouble of a magnetic brake (2) by eliminating any effect of a temperature of a location at which an elevator is installed, a temperature sensor (3) is arranged to measure a temperature of the magnetic brake (2). When an armature (2c) has been attracted responsive to a brake release command, the temperature of the magnetic brake is measured as a first temperature, and before the armature returns responsive to a brake actuation command, the temperature of the magnetic brake is measured as a second temperature. The first and second temperatures are compared with each other. When a result of the comparison between the first and second temperatures is determined to be greater than a predetermined value, the magnetic brake (2) is determined to have been locked and hence, to have developed a trouble.

This invention relates to a magnetic brake system capable of detecting a trouble of a magnetic brake controlled by an electric current fed through a coil, and also to an elevator trouble detection system using the above magnetic brake system as an elevator drive motor.
As a brake for an elevator, a magnetic brake is generally used. This magnetic brake is constructed such that feeding of an electric current through a coil attracts an armature to separate a lining from a disc for permitting running of a car and cut-off of the electric current causes the armature to return to bring the lining into contact with the disc for applying braking force.
A magnetic brake of such a construction may be locked for various reasons so that the above-mentioned attraction of an armature may be troubled. As occurrence of such a trouble leads to a loss of normal braking force, a serious accident may take place. It is, therefore, required to detect a trouble of a magnetic brake without failure.
As disclosed in JP-A-11222371, for example, it has conventionally been proposed to measure the temperature of the lining by a temperature sensor and, when the measurement value is higher than a criterion, to determine that the gap between the lining and the disc is not normal and abnormal frictional heat is being produced, and to transmit trouble information to a supervision center by which an elevator is supervised at a remote location.
In the above-mentioned conventional art, the determination of a trouble in the magnetic brake is performed based on a comparison between the temperature measured by the temperature sensor and the criterion. However, the air temperature of a location at which an elevator is installed varies depending upon the geographical location or the season, so that measurement values obtained by the temperature sensor also deviate due to variations in air temperature. For accurate detection of a trouble, it is, therefore, necessary to adjust the criterion depending upon the geographical location or the season. However, irksome labor is required for resetting the criterion. Further, a magnetic brake is structurally arranged adjacent an elevator drive motor. Heat produced by the motor is hence transferred to the magnetic brake, leading to a rise in the temperature of the magnetic brake. Depending upon the installation site of an elevator, however, the operation rate of the elevator varies and the quantity of heat produced by its motor also differs. It is, therefore, also necessary to take into consideration the heat to be transferred from the motor upon setting the above-described criterion.
With the foregoing circumstances of the conventional art in view, the present invention has as primary objects thereof the provision of a magnetic brake system capable of detecting a trouble with accuracy and an elevator trouble detection system making use of the magnetic brake system.
To achieve these objects, the present invention, in a first aspect thereof, provides a magnetic brake system for performing braking action by cancellation of energization of a coil, said magnetic brake system comprising a magnetic brake provided with a disc connected to a shaft of a motor and also with an armature responsive to energization of the coil for being attracted to separate the disc from a lining, wherein the magnetic brake system comprises: a temperature detection means for detecting a temperature of the magnetic brake; a temperature comparison means for comparing a first temperature, which is detected by the temperature detection means when the coil is energized to release the magnetic brake, specifically, shortly after the coil is energized to release the magnetic brake, with a second temperature which is detected by the temperature detection means shortly when the energization of the coil is cancelled, specifically, shortly before the energization of the coil is cancelled to actuate the magnetic brake; and a control means for determining on a basis of a result of the comparison by the temperature comparison means whether or not the magnetic brake has developed any trouble.
The present invention, in a second aspect thereof, provides a magnetic brake system for performing braking action by, said magnetic brake system comprising a magnetic brake provided with a disc connected to a shaft of a motor and also with an armature responsive to energization of the coil for being attracted to separate the disc from a lining, wherein the magnetic brake system comprises: a temperature detection means for detecting a temperature of the magnetic brake; a temperature comparison means for comparing a first temperature, which is detected by the temperature detection means shortly before the energization of the coil is cancelled to actuate the magnetic brake, with a second temperature which is detected by the temperature detection means after a predetermined time is elapsed in continuous actuation of the magnetic brake over the predetermined time since the actuation of the magnetic brake; and a control means for determining on a basis of results of the comparison by the temperature comparison means whether or not the magnetic brake has developed any trouble.
The present invention, in a third aspect thereof, provides a magnetic brake system for performing braking action by cancellation of energization of a coil, said magnetic brake system comprising a magnetic brake provided with a disc connected to a shaft of a motor and also with an armature responsive to energization of the coil for being attracted to separate the disc from a lining, wherein the magnetic brake system comprises: a first temperature detection means for detecting a temperature of the magnetic brake; a second temperature detection means for detecting an air temperature of an environment in which the magnetic brake is installed; a temperature comparison means for comparing a first temperature, which is detected by the first temperature detection means, with a second temperature detected by the second temperature detection means; and a control means for determining on a basis of a result of the comparison by the temperature comparison means whether or not the magnetic brake has developed any trouble.
The present invention, in a fourth aspect thereof, provides a magnetic brake system as described above in connection with the first or third aspect, wherein, when a temperature difference between the first temperature and the second temperature as determined by the temperature comparison means is greater than a predetermined value, the control means determines that the magnetic brake has developed a trouble.
The present invention, in a fifth aspect thereof, provides a magnetic brake system as described above in connection with any one of the first to fourth aspects, further comprising an informing means for informing that the magnetic brake has developed the trouble, wherein, when the magnetic brake is determined to have developed the trouble, the control means informs accordingly by the informing means.
The present invention, in a sixth aspect thereof, provides an elevator trouble detection system for detecting a trouble of a magnetic brake for a drive motor of an elevator, said magnetic brake being provided with an armature attractable by energization of a coil in response to a brake release command to separate a lining from a disc for permitting running of a car and returnable by cancellation of the energization in response to a brake actuation command to bring the lining into contact with the disc for applying braking force, wherein the elevator trouble detection system comprises: a temperature detection means for detecting a temperature of the magnetic brake; a temperature comparison means for comparing a first temperature, which is detected by the temperature detection means when the armature has been attracted responsive to the brake release command, with a second temperature which is detected before the armature returns responsive to the brake actuation command; and a control means for determining on a basis of a result of the comparison by the temperature comparison means whether or not the magnetic brake has developed any trouble.
The present invention, in a seventh aspect thereof, provides an elevator trouble detection system for detecting a trouble of a similar magnetic brake as described above in the preamble of the sixth aspect, wherein the elevator trouble detection system comprises: a temperature detection means for detecting a temperature of the magnetic brake; a temperature comparison means for comparing a first temperature, which is detected by the temperature detection means before the armature returns responsive to the brake actuation command, with a second temperature which is detected by the temperature detection means after a predetermined time is elapsed when braking force is continuously applied for the predetermined time since the return of the armature in response to the brake actuation command; and a control means for determining on a basis of a result of the comparison by the temperature comparison means whether or not the magnetic brake has developed any trouble.
The present invention, in an eighth aspect thereof, provides an elevator trouble detection system for detecting a trouble of a similar magnetic brake as described above in the preamble of the sixth aspect, wherein the elevator trouble detection system comprises: a first temperature detection means for detecting a temperature of the magnetic brake; a second temperature detection means for detecting an air temperature of a location at which the elevator is installed; a temperature comparison means for comparing a first temperature, which is detected by the first temperature detection means, with a second temperature detected by the second temperature detection means; and a control means for determining on a basis of a result of the comparison by the temperature comparison means whether or not the magnetic brake has developed any trouble.
The present invention, in a ninth aspect thereof, provides an elevator trouble detection system for detecting a trouble of a similar magnetic brake as described above in the preamble of the sixth aspect, wherein the elevator trouble detection system comprises: a temperature detection means attached to one of components of the magnetic brake for detecting temperatures of the magnetic brake at predetermined intervals during a period of at least one day; a memory means for storing temperatures detected by the temperature detection means; and a control means for determining that, when a temperature rise from a lowest temperature as detected by the temperature detection means has exceeded a predetermined value, the magnetic brake has developed a trouble.
The present invention, in a tenth aspect thereof, provides an elevator trouble detection system as described above in connection with the ninth aspect, wherein the control means calculates an average daily temperature rise from a difference between a highest temperature and a lowest temperature stored in the memory means during a predetermined period of time, and sets the average daily temperature rise as the predetermined value.
The present invention, in an eleventh aspect thereof, provides an elevator trouble detection system for detecting a trouble of a similar magnetic brake as described above in the preamble of the sixth aspect, wherein the elevator trouble detection system comprises: a temperature detection means for measuring a temperature of the magnetic brake; a temperature comparison means for forcedly operating the elevator continuously for a predetermined time and comparing a first temperature, which is measured by the temperature detection means before initiation of the operation, with a second temperature which is measured by the temperature detection means after the operation; and a control means for determining on a basis of a result of the comparison by the temperature comparison means whether or not the magnetic brake has developed any trouble.
The present invention, in a twelfth aspect thereof, provides an elevator trouble detection system as described above in connection with the sixth, eighth or eleventh aspect, wherein, when a temperature difference between the first and second temperatures as determined by the comparison means is greater than a predetermined value, the control means determines that the magnetic brake has developed a trouble.
The present invention, in a thirteenth aspect thereof, provides an elevator trouble detection system as described above in connection with any one of the sixth to twelfth aspects, further comprising a communication means for making a communication to a supervision center, wherein, when the magnetic brake is determined to have developed a trouble, the control means transmits trouble information to the supervision center via the communication means.
In the first aspect, the temperature detection means arranged, for example, on the magnetic brake measures a first temperature shortly after the coil is energized to attract the armature, and also a second temperature when the energization of the coil is cancelled, in other words, shortly before an armature returns. The temperature comparison means compares the first temperature with the second temperature, and on the basis of a result of this comparison, determines whether or not the magnetic brake has developed any trouble. Described specifically, the temperature comparison means performs a comparison between the temperatures of the magnetic brake at two timings before and after the magnetic brake is actuated and the lining is not in contact with the disc when the magnetic brake is in order. If the magnetic brake is locked, the temperature of the magnetic brake becomes higher due to frictional heat, thereby permitting easy detection of the trouble.
As the air temperature of the location at which the magnetic brake is installed equally affects the measurement of the first temperature and the measurement of the second temperature, any effect of the air temperature itself on the determination can be ignored. Accordingly, a trouble of the magnetic brake can be detected with high accuracy. As a magnetic brake is often used as a brake for a power system in general, the air temperature may be considered to affect the determination of existence or non-existence of a trouble. Any effect of the air temperature itself on the determination can, however, be ignored because the air temperature of the location at which the elevator is installed equally affects the measurement of the first temperature and that of the second temperature.
In the second aspect, the temperature detection means arranged, for example, on the magnetic brake measures a first temperature shortly before energization of the coil is cancelled to actuate the magnetic brake and also a second temperature after a predetermined time is elapsed in continuous actuation of the magnetic brake for the predetermined time since the actuation of the magnetic brake. The temperature comparison means compares the first temperature with the second temperature, and on the basis of a result of the comparison, determines whether or not the magnetic brake has developed any trouble. If the magnetic brake is locked, a temperature arisen due to frictional heat becomes lower after an elapse of the predetermined time, thereby permitting accurate detection of the trouble.
In the third aspect, the air temperature is detected by the second temperature detection means, whereas the temperature of the magnetic brake is detected by the first temperature detection means. The temperature comparison means compares these temperatures with each other, and on the basis of a result of the comparison, the control means determines whether or not the magnetic brake has developed any trouble. As the control means makes the determination on the basis of a result of arithmetic on the measurement value of the first temperature detection means and the measurement value of the second temperature detection means, it is possible to cope with variations in the air temperature and to detect a trouble of the magnetic brake with high accuracy.
In the fourth aspect, the control means determines that the magnetic brake has developed a trouble, when as a result of the comparison by the temperature comparison means, the temperature difference between the first temperature and the second temperature is found to be greater than the predetermined value. As this trouble of the magnetic brake usually takes place as a result of occurrence of locking between the lining and the disc, the magnetic brake is determined to be locked when the temperature difference is greater than the predetermined value.
In the fifth aspect, when the magnetic brake is determined by the control means to have developed a trouble, the informing means informs accordingly. The occurrence of the trouble in the magnetic brake can, therefore, be promptly brought to the supervisor""s attention, thereby permitting a prompt countermeasure to the trouble of the magnetic brake.
In the sixth aspect, a first temperature is measured when the armature has been attracted responsive to a brake release command, and a second temperature is measured before the armature returns responsive to a brake actuation command. Then, the first temperature and the second temperatures are compared with each other by the temperature comparison means, and on the basis of a result of the comparison, it is determined by the control means whether or not the magnetic brake has developed any trouble. This determination is performed as in the twelfth aspect. When a value obtained as a result of the comparison is not greater than a predetermined value, in other words, when no locking exists between the lining and the disc and no temperature rise has taken place, the magnetic brake is determined to be in order. If the value obtained as the result of the comparison is greater than the predetermined value, on the other hand, the magnetic brake is determined to be locked. As appreciated from the foregoing, the detection of locking is effected by a comparison between the first temperature and the second temperature. As the air temperature of the location at which the elevator is installed equally affects the measurement of the first temperature and that of the second temperature, any effect of the air temperature itself on the determination can be ignored. Accordingly, a trouble of the magnetic brake can be detected with high accuracy.
In the seventh aspect, a first temperature is measured before the armature returns responsive to the brake actuation command, and further, a second temperature is measured after a predetermined time is elapsed when braking force is continuously applied for the predetermined time since the return of the armature in response to the brake actuation command. The temperature comparison means compares the first temperature with the second temperature, and on the basis of a result of the comparison, the control means determines whether or not the magnetic brake has developed any trouble. If the magnetic brake is locked, a temperature arisen due to frictional heat becomes lower after an elapse of a predetermined time, thereby permitting accurate detection of the trouble.
In the eighth aspect, the second temperature detection means measures the air temperature of the location at which the elevator is installed, while the first temperature detection means measures the temperature of the magnetic brake while the car is running. The measurement value of the second temperature detection means and that of the first temperature detection means are then compared with each other by the temperature comparison means, and on the basis of a result of the comparison by the temperature comparison means, the control means determined whether or not the magnetic brake has developed a trouble. This determination is performed as in the twelfth aspect. When a value obtained as a result of the comparison is not greater than a predetermined value, it is determined that the magnetic brake is in order without locking between the lining and the disc. When the value obtained as the result of the comparison is greater than the predetermined value, on the other hand, the magnetic brake is determined to be locked. Because the detection of locking is effected on the basis of a result of arithmetic on a measurement value of a temperature sensor and a measurement value of an air temperature sensor as described above, it is possible to cope with variations in air temperature. Accordingly, a trouble of the magnetic brake can be detected with high accuracy.
In the ninth aspect, temperatures of the magnetic brake are measured by the temperature detection means at predetermined intervals during a period of at least one day. The thus-detected temperatures of the magnetic brake are stored in the memory means. When a temperature rise from the lowest temperature among the temperatures of the magnetic brake so stored has exceeded the predetermined value, the control means determines that operation of the magnetic brake is in a troubled state. A temperature rise of the magnetic brake in a normal state is attributed to the external air temperature and also to the transfer of heat from the elevator drive motor. Since temperature rises from the lowest temperature in a day due to the external air temperature and the transfer of heat from the motor are considered to be substantially constant, these temperatures do not exceed a predetermined criterion. If the magnetic brake is brought into a locked state, however, abnormal frictional heat is produced. A temperature rise from the lowest temperature of the magnetic brake, therefore, exceeds the predetermined criterion. It is, therefore, possible to accurately detect a trouble of the magnetic brake without being affected by the geographical location and season at and in which the external air temperature varies, or by the elevator operation rate that varies depending upon the installation site.
In the tenth aspect, an average daily temperature rise during a predetermined period of time is calculated from the difference between a highest temperature and a lowest temperature of the magnetic brake upon operation of the elevator, and this average daily temperature raise is set as the predetermined criterion. This makes it possible to automatically obtain, during operation of the elevator, a criterion which is in conformity with its specific installation site.
In the eleventh aspect, a first temperature is measured before the elevator is forcedly operated continuously, and a second temperature is measured after the operation of the elevator. The first temperature and the second temperature are compared with each other, and the determination is performed as in the sixth or eighth aspect. As understood from the foregoing, the detection of locking is performed by the comparison between the first temperature and the second temperature. As the measurements of the first and second temperatures are conducted before and after the initiation of the forced continuous operation, respectively, a trouble of the magnetic brake can be accurately detected without being affected by the elevator operation rate which differs depending upon the installation site.
In the twelfth aspect, the determination is performed as in the fourth aspect.
In the thirteenth aspect, the control means transmits trouble information to the supervision center via the communication means when the magnetic brake is determined to have developed a trouble. The occurrence of the trouble in the magnetic brake can be promptly found on the side of a control sensor (the supervision center) of the elevator, thereby permitting a prompt countermeasure to the trouble of the magnetic brake.

Magnetic brake system and elevator trouble detection system


A downhole tool slip mechanism including a cone, cage, and slip disposed on a mandrel. The cone and cage can be move in relation to one another, and the cone may be locked into place during run-in and retrieval downhole. The cage contains slip slots contains a spring retaining finger for a spring that resides between the retention finger and the slip. This spring serves to bias the slip inward during run-in and retrieval. The slip slots have load-bearing shoulders used to engage the slip during retrieval. The slips outer surface is completely covered in wickers so that the slip can sustain greater loads when set in place. Additionally, the slip has load-bearing shoulders with an increased thickness cross-section to sustain greater loads during retrieval while minimizing slip and cage failures.

Packers are used in oil and gas wells primarily to isolate different production zones. The packer is run downhole and set in place either hydraulically or mechanically, depending on the particular packer and the particular application. When the packer is in place, the annulus is blocked, and the production fluids are directed up the production tubing. On the packer, a slip mechanism provides a frictional hold between the packer and casing that helps keep the packer in place when subjected to high pressure and high thermal and applied forces.
Packers can be permanent or retrievable. Compared to a retrievable packer, a permanent packer is usually less expensive to manufacture and can be more resilient when set to high pressure and thermal and/or applied forces. Unfortunately, removing a permanent packer typically requires the packer to be milled out.
By contrast, a retrievable packer can be unset using a hydraulic or mechanical means, and the packer can then be pulled uphole with the production tubing or work string. Because the retrievable packer is designed to be removed, the retrievable packer is typically more complex and more expensive than a permanent packer. With this added complexity, the retrievable packer generally has more mechanical parts compared to a permanent packer, and this makes the retrievable packer more susceptible to mechanical failure upon or during retrieval. As expected, such mechanical failures can cause jams during retrieval, which can increase job times and expense.
Current slip mechanisms used in the art include T-style, hydro-style, and arrow-style slip mechanisms. When used on retrievable packers, these slip mechanisms have issues with both maximum load ratings and with retrieval problems after loading. Under higher loads, for example, the slip mechanisms can suffer mechanical failures, which results in difficulty retrieving the packer. Drilling operators seek to use slip mechanism in higher load applications and with fewer retrieval problems, but current slip mechanisms cannot meet these increasing requirements. Therefore, operators are limited by the maximum load ratings for current slip mechanisms.
FIGS. 1A-1B show a T-style slip mechanism 10 according to the prior art. The mechanism 10 includes T-style slips 20, a cone 30, and a cage 40—each of which dispose on a mandrel 14 of a retrievable packer 12 or the like. The T-style slips 20 have wickered ends 24 and T-shaped ends 28 interconnected by necks 22. Slip slots 42 in the cage 40 hold the T-shaped ends 28, while slots 32 in the cone 30 hold the wickered ends 24. In particular, the wickered ends 24 have shoulders or ledges 25 (FIG. 1B) that ride in grooves 35 in the cage's slots 32.
The T-style slips 20 set into the casing wall when the cone 30 is mechanically or hydraulically moved closer to the slip cage 40. For this reason, the slips' wickered ends 24 have ramped edges 27 that are pushed by the cone 30. Under load or during retrieval, the T-style slips 20 can suffer tensile failures, for example, near the shoulders 29 of the T-portion end 28 of the slip 20. Another type of failure common to the T-style slip mechanism 10 occurs when the forces at loading or retrieval (or a combination of the two) cause edges of the slip cage 40 and cage slot 42 to flair out.
Due to the failures that can occur, the T-style slip 20 can only have a certain width and amount of surface area that can set into the casing wall. For this reason, only the wickered end 24 of the slip 22 has wickers 26 to set into the case wall, while the T-shaped ends 28 have smooth surfaces. To increase their radial gripping area, the wickered end 24 could presumably be widened. Yet, any widening of the wickered end 24 would require the cone slip slots 32 to increase in size, and the neck 22 would be subjected to greater forces and have a higher likelihood of tensile failure.
To prevent flaring, wide portions 44 of the cage 40 may need to be present between each T-style slip 20 to main structural integrity of the mechanism 10. In the end, this limits the number of slips 20, the width of the slips 20, and the amount of wicker area 26 that can contact with the casing wall. To maintain the slip 20 in the retracted position during run-in and retrieval, the cone 30 and cage 40 stay in the un-set position during run-in or retrieval and keep the slip 20 from setting into the casing wall. Thus, the cage 40 must retain the T-portion end 28 of the slip 20, and the cone 30 must retain the wickered end 24 both during run-in and retrieval. The retention of the slip 20 in this way prevents the cone 30 from being locked into place in its retracted position during retrieval and puts the slips 20 held by the cone 30 and cage 40 under load.
FIGS. 2A-2B show a hydro-style slip mechanism 110 according to the prior art. The mechanism 110 includes hydro-style slips 120, a cone 130, and a cage 140—each of which dispose on a mandrel 14 of a retrievable packer 12 or the like. The hydro-style slips 120 fit around the mandrel 14 and have wickered faces 124a-b that fit through slip slots 142 in the cage 140. A spring 160 disposes in a central passage 122 along the length of the slip 120 and sits beneath a central band 144 in the slip slots 142. This spring, which is usually a leaf style spring, biases the slip 120 to a retracted condition when the cone 130 has been pulled out of the set position. As shown in the set position, however, the hydro-style slip 120 has wickers 126 on its outer face that can set into the surrounding casing wall (not shown).
To set the hydro-style slip 120 into the casing wall, the cone 130 is moved (typically by hydraulic activation) further beneath the slip cage 140 and also beneath the hydro-style slips 120. A ramped edge 137 on the cone 130 pushes against the ramped end 127 of the slip 120. Therefore, the cone 130 must slide beneath the slip cage 140 to push the slips 120 through the slip slots 142. This requires the thicknesses of the cone 130 and cage 140 to be appropriately configured, and this ultimately results in both the cone 130 and cage 140 being thinner due to space limitations.
For example, the cone 130 must be thick enough so that it does not collapse on the mandrel 14 under load, but it must be thin enough to slide under the slip cage 140. Likewise, the slip cage 140 must be thick enough to pluck the slips 122 during retrieval, but it must be thin enough to allow the cone 130 to slide underneath it. The thicknesses of the slips 120 too must be balanced with how much thickness and radial area is available from the cone 130 and cage 140. Based on the limited amount of cross-section available downhole, the thicknesses of the slips 120, cage 140, and cone 130 can ultimately limit how much load the hydro-style slip mechanism 120 and, hence, the packer 110 can handle.
Although the slip slots 142 are spaced equally around the cage 140, the hydro-style slips 122 are separated by portions 143 of the cage 140 between the slip slots 142 to maintain structural integrity. This can limit the amount of wicker face 124 that can contact with the casing wall.
There are typically three modes of failure common with hydro-style slip mechanisms 110. Loading forces can cause the slip 120 to ride on top of the cone 130 during loading, or the cone 130, due to its reduced thickness, can collapse on the mandrel 14. Additionally, the slips 120 can rip through the slip cage 140 due to its reduced thickness. These failures can occur when the slip mechanism 110 is set in place or during retrieval and typically occur more frequently with increasing loads. As expected, such failures can result in greater retrieval times and greater job expense.
FIGS. 3A-3B show an arrow-style slip mechanism 210 according to the prior art. This mechanism 210 includes arrow-style slips 220, a cone 230, and a cage 240—each of which dispose on the mandrel 14 of a retrievable packer 12 or the like. The arrow-style slips 220 fit around the mandrel 14 and have wickered ends 224 and fitted ends 228 interconnected by necks 222. The fitted ends 228 fit in comparably shaped slots 242 in the cage 240, while the necks 222 fit under a shoulder area 244 on the edge of the cage 240.
The arrow-style slip 220 sets into the casing wall when the cone 230 is mechanically or hydraulically moved closer to the slip cage 240. In particular, the wickered end 224 of the slip 220 includes a ramped edge 227 on its inner side. When the cone 230 is moved toward the cage 240, the cones ramped edge 237 engages the slip's ramped ends 227, pushing the slip's wickered end 224 into the casing wall. When the slip 220 sets, the wickers 226 on the slip's wickered end 224 set into the surrounding casing wall (not shown). Whether the slips 220 are set or not, the cage 240 remains connected to the fitted ends 228 of the arrow-style slip 222 by virtue of these slip slots 242.
Two failure modes are typically observed for this type of slip mechanism 210. First, the slips 220 experience tensile failures or bending in the thinned neck 222. Second, the slip cage 240 can flair out or even rip near the slots 242 and the distal edge or shoulder area 244. These failures can result in greater retrieval times and greater job expenses.
To overcome issues with flaring of the cage 240 and the like, the cage 240 requires portions 243 to be present between the arrow-style slips 220. These portions 243 help give then cage 240 structural integrity around the slip slots 242. Although the slips 220 are spaced equally around the mechanism 210, the need for these portions limits the area of slip wickers 226 that contact with the casing wall.
Moreover, the slip 220 uses the thinned neck 222 that fits under the shoulder area 244 of the cage 240 where a conical spring 260 biases the slip 220 to a retracted position. When the slip 220 is set and under load, the neck 222 of the slip 220 bears load of the tool, as the load is transferred through the back face of the slip 220, through the slip neck 222, and finally through the teeth 226 and into the casing. This loading through the neck 222 can weaken the slip 220 for retrieval.
During retrieval, the shoulder 225 between the neck 222 and fitted end 228 engages against the shoulder area 244 on the cage 240. The thickness of the thinned neck 222 of the slip 220 must be balanced with the width of the slip's wickered end 224. This is because additional width of the wickered end 224 may increase the load on the neck 222. The thickness of the neck 222 must also be configured so that the slip 220 will not tend to bend at the neck 222.
The subject matter of the present disclosure is directed to overcoming, or at least reducing the effects of, one or more of the problems set forth above.

Retrievable slip mechanism for downhole tool


Systems and methods for altering the appearance and/or texture of a vehicle surface include installing a vest relative to a vehicle surface such that an exterior side of the vest, spaced from the vehicle surface, defines a fluid-tight space between the vehicle surface and the exterior side of the vest. Visual media can be provided into and from the fluid-tight space using one or more ports, the exterior side being at least partially transparent or translucent such that the visible media within the fluid-tight space are visible through the exterior side of the vest, thereby allowing the repeatable alteration of the appearance of the surface.

Conventionally, portions of the body of an automobile (e.g., pieces of metal framework, panels, and/or similar materials) are provided with a desired visual appearance (e.g., color, reflectiveness, a glossy/metallic sheen, etc.) through the application of paint to an exterior surface thereof. After application, the paint must be permitted to dry, which can be facilitated through the application of air and/or heat, or simply permitted to occur via the passage of time. Optionally, a protective, clear coating, such as a painted coating and/or an adhesive film, can be provided over the paint. When it is desired to change the color of a vehicle, the original paint must be removed (e.g., through solvents and/or physical/mechanical means), and the process must be repeated. Both the application of an original color to a vehicle, and the alteration of that original color, can be time-consuming and expensive processes. As such, after the initial purchase of a vehicle, individuals are inclined to repaint their vehicles only rarely. Many individuals refrain from repainting and/or customizing the exterior colors and/or other visual and/or tactile aspects of their vehicle entirely, and simply retain a single cosmetic appearance and/or texture throughout the life of the vehicle.
Due to the time required to paint an automobile and permit the paint to dry, the application of paint to cars and/or other vehicles can become a bottle-neck in the assembly process of vehicles, significantly increasing the overall manufacturing time required to produce a vehicle, while occupying machinery and/or space in a manner that can slow or limit the overall number of vehicles that can be manufactured simultaneously. For example, a typical process for manufacturing a painted vehicle includes manufacturing body portions of a vehicle at a press shop and/or body shop, producing what is termed a "body in whites," due to the materials (e.g., steel, aluminum, alloys, carbon composites, plastic, fiberglass, and/or other composite materials) that provide the body portions with a white and/or silver color. The body portions are subsequently transported to a paint shop, where they are dipped in a positively-charged protective dip intended to attract and/or absorb protective coats and sealants, then brushed. Subsequent to this step, the body portions are transported to a color shop, where manual or automated equipment can be used to paint each portion a selected color, typically using acrylic enamels or similar types of paint. Many large vehicle manufacturers consume an estimated 18,000 liters of paint per day or more through this process. The painted body portions must be dried, typically for multiple hours at high temperatures (e.g., approximately 140 degrees Fahrenheit), which slows the manufacturing process and associated throughput. It is estimated that approximately one third of the total capital investment in a facility for production of automobiles relates to painting vehicle body panels and other portions.
The application of multiple layers of pigmented paints to automobile body portions requires elaborate facilities, large spaces, and significant expense. For example, a sizeable area with sufficient floor space for one or multiple vehicles must be maintained, in a clean-room environment, to allow the spraying of paint and clear coat, and the baking and curing of these components. Additionally, disposal, drainage, evaporation, and/or runoff of many solvent-based paints and related solutions has become of increasing environmental concern and/or subject to one or more regulations.
Because the color of a vehicle can only be modified through time-consuming and costly procedures, consumers restrict purchases of vehicles to those having a preferred color, shifting the burden of this expense and inconvenience to manufacturers and dealers. Vehicle manufacturers and dealers must maintain a sizeable inventory of vehicles, of various models, each in multiple colors, increasing the cost of manufacture, as generally identical vehicles that differ only in cosmetic appearance must be constructed and stored for future purchase. This practice also creates a significant overhead expense in the form of large warehouses and dealership lots necessary to store a large number of vehicles, transportation costs required to move such vehicles, and the logistical difficulties inherent in moving and/or acquiring vehicles of a preferred color/appearance/texture at a given location not currently in stock at the request of a consumer.
A need exists for an efficient and cost-effective system and method for altering the color and/or visual appearance, and/or the tactile/texture/feel of a vehicle, or any other object or surface, thereby reducing lost time, reducing expense, increasing manufacturing productivity, and reducing or eliminating many of the difficulties inherent in maintaining and transporting inventories, while providing consumers with the ability to flexibly alter characteristics of their vehicle or any other surface, repeatedly.

Systems and methods for altering the color, appearance, or feel of a vehicle surface


A money handling apparatus having a housing and integrated safe for managing the receipt and storage of money for a plurality of money-activated gaming machines. In accordance with the invention, the gaming machines need not have money intake or discharge slots. Intake, discharge and handling of money is managed by the integrated safe, including note intake and money changing, bookings of stakes and winnings as well as the pay-out of winnings, cash monitoring and registration of the cash box contents. A communications channel links the integrated safe to each of the gaming machines. Thus, information regarding credit balances, winnings and losses can be conveyed between the machine and the integrated safe. A display on each machine displays that machine's current credit balance. Credit balances may be transferred between machines or refunded at the conclusion of game play.

Known gaming devices, such as slot machines, tend to accumulate large amounts of money (either coins or currency), which from time to time is stolen. For quite some time, makers of gaming devices have searched for effective, cost efficient means for guarding against theft.
One starting point in protecting a gaming machine is the stand or housing in which the machine is placed. Machine housings or stands for slot machines are known in a variety of forms. The German patent publications DE-OS 38 02 600 and DE-OS 39 02 084 both describe a fixture for the accommodation of several slot machines in one stand. Furthermore, the publication DE-PS 38 34 019 describes a safe for change which is integrated in a slot machine stand. Other publications describe the combination of slot machines for money and a safe for the money intake in a machine stand (DE-OS 39 02 097).
In all cases, however, the known combinations of slot machines and safes serve only to safekeep the money inserted into the slot machines. With this, a compromise solution was created which related to complicated, yet still inadequate safety measures against unauthorized withdrawals of money. With the above-mentioned known solutions, however, the only money deposited in the safe is the money which is not required in the coin stacking devices for the payment of winnings or for the repayment of stakes.
With separate slot machines, this money has hitherto been collected and kept in a cash box within the machine. The outcome of this was that depending on how full the cash box was, the loss from unauthorized access to the slot machine was frequently considerable. This problem was partially remediated by placing a safe, along with other safety devices in the interior of the slot machine, as a further step towards the cutting of losses.

Money handling apparatus and method for use with gaming machines