An information processing apparatus capable of providing a first user interface (UI) environment and a second UI environment includes a determination unit configured to determine a UI environment that displays a message screen, and a control unit configured to, in a case where a message screen is required to be displayed to a user when a processing request is made to a peripheral device via an application, control a request for displaying the message screen, wherein a message screen adapted for the UI environment determined by the determination unit is displayed according to the request controlled by the control unit after the processing request is input via the application.

Field of the Invention
The present invention relates to a technique for display control of messages during printing.
Description of the Related Art
There has been known a technique of displaying, to users, a guide appropriate for printing at the start thereof.
For example, Japanese Patent Application Laid-Open No. 2008-305142 discusses a language monitor included in a printer driver. The language monitor analyzes content of print data at the start of printing, and when determining the necessity of displaying a guide to a user, displays a guide message via a status monitor. The guide message includes, for example, a message for guiding a direction to set an envelope onto a printer during printing on the envelope.
The current operating systems (OSs) include an OS capable of providing two user interface (UI) environments different in operability. Under such an OS capable of providing a plurality of UI environments, users, when utilizing a peripheral device such as a printer, can use a desired application (application program) that runs on any one of the environments. As a result of such a usage, according to the technique discussed in Japanese Patent Application Laid-Open No. 2008-305142, there is a possibility that a guide message that is to be displayed during printing is provided to a UI environment the user does not intend to use. Thus, user operability may deteriorate.
In addition, some users who are skilled in operation may not require guide messages. Therefore, it is desirable that flexible display control, for example, setting for non-display of guide messages, can be performed. In such a case, under an OS capable of providing a plurality of UI environments, it is necessary to implement a method of managing settings such that similar display control can be performed in any UI environment.

Information processing apparatus and method including display control of messages during printing


The invention provides highly fluorescent materials comprising a compound of formula (I):

Field of the Invention
The present invention generally relates to photo-stable highly luminescent chromophores which are useful in various applications, including in wavelength conversion films. Wavelength conversion films have the potential to significantly enhance the solar harvesting efficiency of photovoltaic or solar cell devices. In particular, the chromophores described herein are useful for wavelength conversion of visible and near infrared radiation.
Description of the Related Art
In recent years, with the need for new optical light collection systems, fluorescence-based solar collectors, fluorescence-activated displays, and single-molecule spectroscopy, various approaches for preparing luminescent chromophores have been explored. However, many technical issues have yet to be overcome.
In the form of monomers, oligomers or polymers, 2H-benzo[d][1,2,3]triazole derivatives have recently become of high interest due to their usefulness in designing electrochromic and optoelectronic devices. Typical derivatives of 2H-benzo[d][1,2,3]triazole from the literature are composed of electron-donating substituents at the N-2, C-4 and C-7 positions, as shown below in Structure A, where typical electron-donors described in the literature comprise alkyl 1-hydroxyphenyl and 1-alkoxyphenyl groups, and typical electron donor groups at N-2 described in the literature comprise alkyl, 2-hydroxyphenyl, and 2-alkoxyphenyl. These derivatives exhibit strong absorption and fluorescence bands in UV and/or short visible wavelength region.

Chromophores based on 2-alkylbenzotriazole scaffold have also become of significant interest in recent years. The majority of these types of compounds comprise 2-alkyl-4,7-dithienylbenzotriazole units, similar to Structure B, shown below, with various substituents, usually in the form of polymers and copolymers.

Chromophores based on benzothiadiazole, shown by Structure C, are the most common, especially with thienyl groups as electron donors, which are convenient building blocks for fluorescent polymers.
While much of the work on organic luminescent dyes has focused on the two ring core structure described above, there has been very little work reported on luminescent dyes with three ring cores. Some initial studies of compounds with the following three ring core structures have been reported:

where X is N, S, or Se, and D1 and D2 are hydrogen, furan, or thiophen, and are described in the following publications: Japanese patent applications JP19810054380 and JP19810107409, Organic Letters 2011, 13(17), 4612, Journal of Materials Chemistry 2012, 22, 4687, Organic Letters 2011, 13(9), 2338, Spectrochimica Acta Part A 2007, 66, 849, Spectrochimica Part A 2004, 60, 2005, Journal of Chemical Information and Modeling 2011, 51, 2904, Chem. Commun. 2012, 48, 1236, Organic Letters 2012, 14(2), 532, Journal of Organic Chemistry 1986, 51, 979, Tetrahedron Letters 1984, 25(20), 2073, Polymer 2012, 53, 1465, Journal of the American Chemical Society 2012, 134, 2599.
One of the useful properties of fluorescence (or photo-luminescent) dyes is that they have the ability to absorb light photons of a particular wavelength, and re-emit the photons at a different wavelength. This phenomenon also makes them useful in the photovoltaic industry. The utilization of solar energy offers a promising alternative energy source to the traditional fossil fuels, and therefore, the development of devices that can convert solar energy into electricity, such as photovoltaic devices (also known as solar cells), has drawn significant attention in recent years. Several different types of mature photovoltaic devices have been developed, including a Silicon based device, a III-V and II-VI PN junction device, a Copper-Indium-Gallium-Selenium (CIGS) thin film device, an organic sensitizer device, an organic thin film device, and a Cadmium Sulfide/Cadmium Telluride (CdS/CdTe) thin film device, to name a few. However, the photoelectric conversion efficiency of many of these devices still has room for improvement and development of techniques to improve this efficiency has been an ongoing challenge for many researchers.
One technique developed to improve the efficiency of photovoltaic devices is to utilize a wavelength conversion film. Many of the photovoltaic devices are unable to effectively utilize the entire spectrum of light as the materials on the device absorb certain wavelengths of light (typically the shorter UV wavelengths) instead of allowing the light to pass through to the photoconductive material layer where it is converted into electricity. Application of a wavelength conversion film absorbs the shorter wavelength photons and re-emits them at more favorable longer wavelengths, which can then be absorbed by the photoconductive layer in the device, and converted into electricity.
While there have been numerous disclosures of wavelength conversion inorganic mediums used in photovoltaic devices and solar cells, there has been very little work reported on the use of photo-luminescent organic mediums for efficiency improvements in photovoltaic devices. The use of luminescent down-shifting materials to improve the efficiency of photovoltaic devices and solar cells has been disclosed in several publications, including U.S. Pat. No. 7,791,157, and U.S. Patent Application Publication Nos. 2009/0151785, 2010/0294339, and 2010/0012183. All of these publications include example embodiments of luminescent down-shifting mediums applied to a photovoltaic device or solar cell in which the medium is composed of an inorganic material. The use of an organic medium, as opposed to an inorganic medium, is attractive in that organic materials are typically cheaper and easier to use, making them a better economical choice. However, most of the currently available organic luminescent dyes are typically not photo-stable for long periods of time, and therefore unusable in photovoltaic applications which require consistent performance for 20+ years.

Highly fluorescent and photo-stable chromophores for wavelength conversion

Abstract: The chromophores are particularly useful for absorption and emission of photons in the visible and near infrared wavelength range. The photo-stable highly luminescent chromophores are useful in various applications, including in wavelength conversion films. Wavelength conversion films have the potential to significantly enhance the solar harvesting efficiency of photovoltaic or solar cell devices.


A rotor for an electric machine excited by magnetic poles formed by one or more embedded permanent magnets includes a magnetic body and the one or more embedded permanent magnets associated with the magnetic body defining first magnetic poles and second magnetic poles of alternating magnetic polarity along a rotor direction. For at least one of the one or more embedded permanent magnets a rotor segment is arranged between the one or more embedded permanent magnets and a first surface of the magnetic body. At least one retainer element connects the rotor segment to a portion of the magnetic body.

The invention relates to a rotor for an electric machine exited by magnetic poles formed by one or more embedded permanent magnets and to an electric machine exited by such a rotor comprising poles formed by one or more embedded permanent magnets.
Electric machines with permanent magnet (PM) rotors are known in the art. Such PM machines are employed as motors, as generators and as motor-generators. Various ways are known to integrate the permanent magnets in the rotor. PM machines comprising embedded permanent magnets are known to provide, among other things, higher saliency ratios, higher reluctance torque, increased protection against magnet demagnetization and, in case of internal rotor machines, the elimination of an external retaining sleeve around the rotor.
There are generally three types of PM machines rotor topologies known in the art: surface magnet, inset magnet and embedded (buried, interior) magnet rotor topology. In the surface magnet topology, the permanent magnets lie on the rotor lamination surface toward the air gap between rotor and stator in a spoke-like manner orthogonal to the air gap. Air fills the space between the permanent magnets. In the inset magnet topology the permanent magnets also face the air gap between rotor and stator in a similar fashion as for the surface magnet, but iron fills the gap between the magnets. In the third topology, the magnets are not placed in contact with the air gap, as in the previous cases, but they are inserted inside the rotor iron in different configurations. The conventional embedded PM machines utilize narrow bridges to secure the mechanical rotor structure. These bridges can be placed at the air gap or in between the magnets allowing the rotor to rotate at medium or high speeds but still there is usually some flux leakage left.
Slits and air spaces within the rotor lamination are utilized to substantially reduce the flux leakage that occurs in the iron bridges resulting in an improved machine performance.
U.S. Pat. No. 6,888,270 discloses a structurally robust rotor of an electric machine with embedded permanent magnets wherein magnetically non-conductive barrier elements are positioned between the ends of embedded permanent magnets, wherein the rotor is made from powder material.
It is desirable to provide an embedded permanent magnet (PM) rotor with improved performance and possibility to reduce weight compared to typical embedded permanent magnet rotors resulting in an improved machine performance while maintaining the advantages of embedded permanent magnets.
It is also desirable to provide an embedded permanent magnet (PM) electric machine with improved performance compared to a conventional PM electric machine with embedded permanent magnets given the same amount of utilized embedded permanent magnets while maintaining the advantages of embedded permanent magnets.
According to an aspect of the invention, a rotor is proposed for an electric machine excited by magnetic poles formed by one or more embedded permanent magnets, comprising a magnetic body and the one or more embedded permanent magnets associated with the magnetic body defining first magnetic poles and second magnetic poles of alternating magnetic polarity along a rotor direction, wherein for at least one of the one or more embedded permanent magnets a rotor segment is arranged between the one or more embedded permanent magnets and a first surface of the magnetic body. At least one retainer element connects the rotor segment to a portion of the magnetic body.
The rotor segment can be placed in a circumferential direction on a rotor shell for a radial flux machine or on a front face of the rotor for an axial flux machine or a longitudinal extension for a linear machine. Favourably, the retainer elements lock the embedded permanent magnets and the rotor segment directly or indirectly in the magnetic body. The retainer elements may be formed e.g. like wedges which, when seen from a cross section in case of a radial flux machine or from a side view in case of an axial flux machine, protrude in one or more recesses in the magnetic body, or having one or more recesses in which the magnetic body protrudes. For instance, when the retainer element abuts and locks a rotor segment but not the embedded permanent magnet itself, because of being arranged between the rotor segment and the main part of the magnetic body, the embedded permanent magnet will be indirectly locked when the rotor segment is directly locked to the magnetic body by the retainer element. The retainer elements can be advantageously arranged at one or more edges of the embedded permanent magnets. The retainer elements may include magnetically non-conductive areas. In the case of internal rotor design of a radial flux machine such retainer elements have expediently also high mechanical strength for bearing the load caused by centripetal forces. Favourably, the use of magnetically non conducting material can provide a reduction or even elimination of flux leakage.
The invention is applicable to any electric machine topology (e.g. inner and external rotor machines, radial flux machines with internal or external rotors, axial flux machines with internal or external rotors, linear machines, etc), to any kind of embedded rotor topology (e.g. with single embedded permanent magnets or multiple layered embedded permanent magnets, aligned or V-shaped embedded permanent magnet arrangements) and to any shape of permanent magnets (rectangular, breadloaf, etc). The rotor can be manufactured by laminated iron sheets axially stacked along a rotation axis of the rotor (typical for a radial flux machine) or wound around a rotation axis, i.e. stacked in radial direction (typical for an axial flux machine), iron powder material or other ferromagnetic material.
According to a favourable embodiment, a magnetically non-conductive area may be assigned to at least one of the one or more embedded permanent magnets.
Favourably, the retainer element may include the magnetically non-conductive area. In particular, the retainer element constitutes the magnetically non-conductive area. As a result, the shape of the magnetically non-conductive area can be determined by the shape of the retainer element. The retainer element can easily be adapted to required stiffness of the magnetic body of the rotor. For instance, the stiffness can be the same as the stiffness of the magnetic body or can be higher, as required for a desired layout of the rotor, usually considering the forces acting on the components during operation of the electric machine. As the result of the substitution of the rotor material, e.g. iron lamination, with another, magnetically non-conductive material the magnetic rotor loss might also be reduced.
In an advantageous embodiment, the at least one retainer element may lock the rotor segment and/or the one or more embedded permanent magnets by at least one of (i) form locking (ii) frictional locking and/or (iii) the retainer element may be integrally joined with the rotor segment. Favourably, the at least one retainer element can stabilize the position of the rotor segment. A stable arrangement of the embedded permanent magnets and the rotor segment can be achieved.
Additionally or alternatively, the retainer element may engage one or more recesses in the embedded permanent magnet and/or the rotor segment.
According to a favourable embodiment, particularly for a radial flux machine, the rotor segment and/or at least one of the embedded permanent magnets may be fixed in a radial position by the at least one retainer element. The retainer element can be arranged generally inside the magnetic body or, alternatively, at least partially outside the magnetic body.
Favourably, in a radial flux machine the one or more embedded permanent magnets may be arranged alternately in a circumferential direction at the magnetic body and defining first magnetic poles and second magnetic poles of alternating magnetic polarity in the circumferential direction and/or that the rotor segment may be arranged in a substantially radial direction between the one or more embedded permanent magnets and the first surface of the magnetic body. The at least one retainer element can easily be adapted to an actual rotor design of an electric machine. Advantageously, a stable arrangement of embedded permanent magnets and rotor segments on the rotor can be established even at high rotational speeds of the rotor as well as at high forces generated by high electric currents in the stator coils. Favourably, the first surface of the magnetic body is provided for facing a stator. In case of an internal rotor the first surface is the outer surface of the rotor. In case of an external rotor, the first surface is the inner surface of the rotor. Particularly, the first surface is the shell surface at the outside of the rotor (in case of the rotor is provided for being surrounded by the stator) or the shell surface at the inside of the rotor (in case the rotor is provided for surrounding the stator).
Generally, for all types of electrical machines and rotors, the at least one retainer element can be arranged on both the external sides of each embedded permanent magnet and/or each magnet pole. The purpose of the retainer element is to lock the rotor segment and the permanent magnet and keep them fixed in a position as well as, when comprising magnetically non-conductive areas, to reduce or eliminate flux leakage. In the case of external rotor design of a radial flux machine, where a stator is surrounded by the rotor, the rotor segments and embedded permanent magnets are arranged at the inside of the rotor, provided for facing the stator. As centrifugal forces are directed to the outside of the rotor, the centrifugal forces act on the embedded permanent magnets and/or rotor segments in a way to stabilize their radial positions. As a result, the purpose of the retainer element in such an external rotor arrangement is mainly to reduce or eliminate flux leakage.
According to a favourable embodiment, particularly for a rotor for a radial flux machine, one or more embedded permanent magnets may be stacked in radial direction of the magnetic body with a radial distance to each other. This is particularly of advantage for rotor for a radial flux machine with multilayered embedded permanent magnets. In one arrangement with multilayered embedded permanent magnets, an embedded permanent magnet is sandwiched between two rotor segments in radial direction wherein two or more embedded permanent magnets can be provided each sandwiched between rotor segments. Retainer elements can be arranged at the sides of the embedded permanent magnets and/or the rotor segments, each locking the embedded permanent magnet and/or the rotor segments in its/their position in the magnetic body. A retainer element can be arranged between two embedded permanent magnets, and/or at each of the opposite outer ends of the embedded permanent magnets, depending on the desired design of the rotor. In another arrangement, retainer elements can be arranged only at the outer edges of the embedded permanent magnets in the circumferential direction.
According to a favourable embodiment, particularly for a rotor for an axial flux machine, the rotor segment and/or at least one of the embedded permanent magnets may be fixed in an axial position by the at least one retainer element. This is advantageous for a rotor for an axial flux machine. The rotor segment is securely fastened independent on an inclination of the electric machine.
According to a favourable embodiment, particularly for a rotor for an axial flux machine, the one or more embedded permanent magnets may be arranged alternately in at least one front face of the magnetic body and defining first magnetic poles and second magnetic poles of alternating magnetic polarity on the front face of the magnetic body. The rotor segments may be arranged in a substantially axial direction between the one or more embedded permanent magnets and the first surface of the magnetic body. The rotor segment is securely fastened in the axial direction independent of the orientation of the electric machine during use. A proper shape of the retainer element together with high mechanical strength could secure the embedded permanent magnet position also in the radial direction, even at a high rotational speed of the rotor.
In another advantageous embodiment, the at least one retainer element may have an outer edge arranged flush with the first surface of the magnetic body. The surface of the rotor can easily be trimmed during manufacturing.
In an alternative embodiment, the retainer element can be arranged non-flush with said first surface. In such an arrangement the retainer element sticks out from the magnetic body towards the air gap. This solution can also improve the cooling in the air gap as the protruding parts can act like vanes of a fan.
Further, as a result of the outer edge of the retainer element arranged flush with the first surface of the magnetic body, magnetic losses caused by magnetic flux quenched in a portion of the magnetic body between the magnetically non-conductive area and the first surface of the magnetic body can be reduced, particularly if ceramic or other non-electrically conductive material is utilized instead of carbon fibre. Due to the overlap region the embedded permanent magnet is retained directly or indirectly in its radial position by the rotor segment in case of a rotor for a radial flux machine (even at high rotational speeds). The retainer element not only retains the embedded permanent magnet (and the rotor segment) in its position in the magnetic body but can also stabilize the embedded permanent magnet in order to avoid vibrations during rotation of the rotor as well as against forces acting on the embedded permanent magnet generated by electrical currents flowing in the stator windings. Favourably, it is possible to reduce deterioration of the rotor characteristics. For instance, in case tolerances are too high among the three different types of elements concerned, i.e. the embedded permanent magnets, the retainer elements and the lamination, unwanted gaps that might occur during manufacture of the rotor can be filled with epoxy added to the rotor body.
Expediently, the retainer element(s) can be arranged at an outer edge of one or more of the embedded permanent magnets. Thus, the rotor segment may substantially cover an edge of the embedded permanent magnet. A reduction of the magnetic body's effective magnetic area and/or volume due to the introduction of the retainer elements should account for the tolerances of the different elements (components) in the design of the rotor.
It is of advantage if the embedded permanent magnet in the magnetic body can be provided with such a retainer element at each end of its extension in the circumferential direction of the rotor. The arrangement of the retainer element with respect to the embedded permanent magnet allows trimming the first surface of the magnetic body by removing material from the shell surface in order to provide a flush relationship of the retainer element with the first surface. Preferably, the first surface is provided for facing a stator. Expediently, each embedded permanent magnet arranged in the magnetic body of the rotor is provided with at least one rotor segment. It is expedient if all embedded permanent magnets in the rotor are provided with at least one retainer element, particularly on both free ends, e.g. both circumferential ends, of each embedded permanent magnet. The shape of the retainer element can be optimized in relation to desired magnetic parameters and mechanical strength of the rotor and may be adapted to the number, size and shape of the embedded permanent magnets, the radial position of the embedded permanent magnets and other design parameters determining the characteristics of the rotor.
An internally arranged retainer element can be provided if the at least one retainer element is arranged between two adjacent embedded permanent magnets. At the outer edges, it is possible to arrange further retainer elements or even to arrange air pockets. In the latter case, the weight of the rotor can be further reduced.
In an expedient embodiment, the at least one retainer element can be arranged in an axial slot in the magnetic body. Generally, retainer elements in the rotor can be made with identical cross sections. However, depending on the rotor design, retainer elements of different cross sections may also be used. However, retainer elements arranged at opposing ends of a magnet pole are usually of mirror-symmetric shape.
According to a favourable embodiment, the at least one retainer element may comprise at least one of carbon fibre, carbon fibre composites, glass fibre, glass fibre composites, polymer fibre, such as e.g. aramid fibre, polymer fibre composite, ceramics, plastics with mechanical strength similar or superior to the lamination. Particularly, the material may be a magnetically non-conductive material. The retainer element can be manufactured separately from the magnetic body or the embedded permanent magnet. As a result, the retainer element can be shaped according to the actual shape and/or arrangement of the embedded permanent magnet in the magnetic body of the rotor. Carbon fibre composite for instance is robust and has a low specific weight. Expediently, the retainer element made of carbon fibre composite can be configured to have reduced electrical conductivity, e.g. by depositing a material such as a varnish-polymer resin on the surface the retainer element.
According to another favourable embodiment, the at least one retainer element may abut a section of all outer contour of one or more embedded permanent magnets and/or may engage a recess in the embedded permanent magnet and/or in the magnetic body and/or in the rotor segment. Additionally or alternatively, the embedded permanent magnet and/or the magnetic body and/or the rotor segment may engage a recess in the retainer element. By such an interdigital or toothed arrangement of the retainer element in relation to the embedded permanent magnet and/or the magnetic body and/or the rotor segment, each said component can be directly or indirectly secured reliably in its radial position even at very high rotational speeds or high currents in the stator windings.
According to another favourable embodiment, the magnetic body can be made of stacked laminates. In this embodiment, openings for the embedded permanent magnets and retainer elements can easily be manufactured by punching from sheet material. This manufacturing step is particularly useful for big volume series production of such rotors. An expedient manufacturing process includes the steps of (i) punching the rotor lamination so that the magnetic body and the rotor segment are at the beginning attached by small iron bridges; (ii) placing the embedded permanent magnets and retainer elements in respective slots of the magnetic body, (iii) removing the iron bridges, e.g. by grinding.
According to another favourable embodiment, the magnetic body can be made of iron powder. Openings for the embedded permanent magnet can be provided in the sinter form. The magnetic body can be manufactured by sintering the iron powder. It is expedient if at least one retainer element can be made from powder and co-sintered with the magnetic body. In such a case, the magnetic body and the retainer element can be manufactured in one step. As a result, manufacturing tolerances between openings for the retainer element and the retainer elements can be reduced. In an expedient embodiment, the rotor segment and the retainer elements associated with the rotor segment can be co-sintered and arranged in the rotor magnetic body, which can consist of or comprise stacked laminates or be sintered from iron powder material.
According to another favourable embodiment, the retainer element can be supported by one or more bandages retaining the rotor segment at its position at the magnetic body. This is advantageous in cases when not very high load is exerted to the rotor and in cases the retainer element is designed to be comparably small.
Another aspect of the invention relates to an electric machine with a stator and being excited by a rotor with magnetic poles formed by one or more embedded permanent magnets, according to any one of the features described above.
Favourably, the rotor of the electric machine can provide anyone of the advantages described above.
The electric machine may have the rotor being configured for a radial flux machine, an axial flux machine or a linear machine.
Additionally or alternatively the rotor for a radial flux machine may be configured as an external rotor surrounding the stator or the rotor may be configured as an internal rotor surrounded by the stator, or the rotor for an axial flux machine or for a linear machine may be configured as external rotors with a stator arranged between two external rotors or being configured as an internal rotor enclosed by two stators.
The retainer element can be easily arranged and shaped to its desired application in the electric machine. Such a design for an internal or external rotor refers to radial flux machines. The machine can also be designed as axial flux or linear machine. In case of multiple layers of embedded permanent magnets there can be two layers of embedded permanent magnets above and another in a layer below.
The electric machine is advantageous for various applications where low losses and high torque densities are required, expediently as a generator in a vehicle or as motor for driving a drive train in a vehicle.

Rotor of an electric machine with embedded permanent magnets and electric machine


A display mode can be selected by identifying a plurality of display modes supported by a media client, wherein the plurality of display modes comprise safe modes; sequentially selecting a display mode from the plurality of display modes, wherein the plurality of display modes are ordered according to one or more of resolution, timing, and popularity; generating an output signal based on the selected display mode, wherein the generated output signal is provided to a display device; and selectively repeating the sequential selection of a display mode and generating an output signal based on the selected display mode until an input is received from a user indicating that the selected display mode is compatible with the display device. Further, the media client can be configured to utilize the selected display mode. Additionally, the plurality of display modes can be identified based on extended display identification data from the display device.

The present disclosure relates to media processing devices, and to systems and methods for performing configuration and error recovery in media processing devices.
Media processing devices can be configured to perform playback of one or more types of media, including audio, images, video, and mixed media. The playback can be performed through one or more embedded outputs, such as speakers and a display, included in the media processing device or through one or more external presentation devices coupled to the media processing device. For example, a media processing device, such as a digital video recorder, can be coupled to a television to present playback of a media stream including video and audio information, such as a movie or a television program. Alternatively, the digital video recorder can be configured to separately provide video information to a television and audio information to an audio receiver that is coupled to one or more speakers.
A wide variety of presentation devices that can be coupled to a media processing device are presently available. Further, presentation device capabilities can vary based on numerous factors, including cost, manufacturer, and intended use. For example, televisions can be configured to support one or more analog video standards, such as NTSC or PAL/SECAM. A television also can be configured to support one or more digital video standards, such as High Definition Television (HDTV) and Enhanced Definition Television (EDTV). Further, a video transmission standard can include more than one resolution. For example, HDTV supports numerous resolutions, including 480p, 720p, and 1080i, where 480p denotes a progressive scan of 480 vertical scanning lines and 1080i denotes an interlaced scan of 1,080 vertical scanning lines. Audio information also can be output in a variety of formats, such as stereo, Dolby Digital, and Dolby Digital EX.
In order to ensure that a media processing device can be used with a variety of separate presentation devices, the media processing device can be configured to structure an output, such as a media stream, in accordance with a plurality of formats. Thus, output information can be provided to a coupled device in a compatible format. The media processing device also can include one or more selection settings, such as through a user interface, to allow a user to specify the desired output format. As such, if the media processing device and the coupled presentation device share multiple common formats, the desired format can be selected. Further, if the presentation device to which the media processing device is coupled changes, such as when a monitor is upgraded, the media processing device can be reconfigured to provide output in an appropriate format to the new presentation device.


A disk drive having a spindle hub, a disk clamp, coupled to the spindle hub, the disk clamp having an aperture, and a balance plug inserted through the aperture of the disk clamp is described herein. The balance plug has a thermally deformable portion that is deformed to retain the balance plug between the spindle hub and the disk clamp.

Hard disk drives (HDD) are frequently used to record and reproduce data from a recording media in electronic devices, such as computers. Recording media used in an HDD can include a disk having one or more recording surfaces. The HDD usually also includes a head that reads and writes data on one of the recording surfaces disk. The head is moved over a desired location or track of the disk by an actuator.
A spindle motor in the HDD usually rotates the disk during operation. During the operation of the HDD, the head is moved by the actuator over the disk and the head floats a predetermined height above the recording surface of the disk while the disk is rotated, and the head detects and/or modifies the recording surface of the disk to retrieve, record, and/or reproduce data from and/or onto the disk.
When HDD is not being operated, or when the disk is not rotating, the actuator moves the head to a position such that the head is not over the disk or the recording surfaces. In this non-operational configuration, the head is "parked off" of the recording surface of the disk.

Disk drive with balance plug having thermally deformable portion


An engine tuned for use with a hybrid engine or CVT has a relatively narrow torque curve that is roughly centered at the engine's rated speed, with less than 50% of the maximum torque provided throughout 80% of the range of engine speeds. The relatively narrow torque peak permits a variety of optimizations that improve fuel economy and reduce emissions.

Worldwide interest in reducing pollution and improving fuel economy has driven a variety of government regulations demanding ever-improving performance from truck and automobile engines. Automotive companies have achieved past goals for emissions and fuel economy using various technologies such as air-to-air aftercooling, high compression piston ratios, lowering engine mechanical friction, lowering engine pumping losses, advanced exhaust gas recirculation ("EGR") and other such aftertreatment systems, among others. Also, combustion efficiency has been increased by use of high injection pressure fuel systems, fine-tuning of injector nozzle configuration, piston bowl, air motion ("swirl"), and the amount of volume above the rim of the piston producing a "squish." The use of various aftertreatment systems, which remove emissions from engine exhaust before releasing from the vehicle, like Diesel Oxidation Catalyst ("DOC"), has further reduced exhaust pollutants.
A more radical strategy for reducing emissions and improving fuel economy was to replace internal combustion engines with electric motors. Electric motors have a tremendous advantage over combustion engines, especially in city driving, because they can conveniently recapture kinetic energy of the vehicle by connecting the brakes to an electric generator.
In past years, a trickle of electric cars powered by batteries were produced. But because the batteries were heavy and expensive, the cars didn't drive far enough between recharges to satisfy consumers. Even government incentives failed to produce a substantial number of sales of electric vehicles.
A promising solution to the battery problem in electric vehicles is the "hybrid vehicle." Hybrid vehicles employ a hybrid power train, including both a combustion engine and an electric motor. Consequently, gasoline, diesel fuel, or other such fuels can still be used as an efficient means of storing the energy needed to give the vehicle satisfactory operating range, while still realizing many of the advantages of an electric motor, including recapture of braking energy.
Hybrid vehicles fall generally into one of two general categories: series and parallel hybrids, as shown in FIGS. 1A and 1B. FIG. 1A shows a block diagram for a typical series hybrid, indicated generally at 120. The engine 122 is coupled to a generator 124, and an aftertreatment system 139. The generator 124 supplies power to a motor/generator 128, which, in turn, drives the wheels 130 (possibly through a differential 129). An energy storage system 126, comprising one or more batteries, receives power from the motor/generator 128 during braking, and also directly from the generator 124 as may be required by operating conditions. Power stored in the energy storage system 126 can supplement power from the generator 124 during acceleration.
FIG. 1B shows a block diagram for a typical parallel hybrid, indicated generally at 140. In a parallel hybrid, the engine 122 is connected directly to a continuously variable transmission ("CVT") 125. The CVT 125 comprises a plurality of electric motor/generators, which both add power to the engine power and facilitate operation of the CVT 125. As with the motor/generator 128 in the series hybrid, these motor/generators also recapture braking energy, and return it to the energy storage system 126.
Parallel hybrids have proved to generally more fuel efficient, because they provide for a continuous mechanical connection between the engine and the wheels. (Some energy is always lost when it is converted from mechanical to electrical, or vise versa.)
An important feature of both types of hybrids is that the wheel speed is decoupled from engine RPM. Consequently, the average operating conditions for the combustion engine in a hybrid are quite different from those for a standard vehicle. This contrasts from most conventional vehicles, in which the wheel speed is coupled to the engine speed through a very limited number of gear ratios. Therefore, the overall fuel efficiency and emissions performance of hybrids can be further improved with corresponding optimization of the combustion engine that exploits that decoupling.
It will also be appreciated that CVTs can be used on a standard (i.e. non-hybrid) vehicle, as well. Consequently, the engines on such vehicles could likewise be improved using similar optimizations. FIG. 1C is a block diagram of a typical standard diesel engine with a CVT, which components correspondingly numbered as in FIGS. 1A and 1B.
Engine performance curves show engine performance characteristics as a function of the engine's revolutions per minute ("RPM"). The performance curves most frequently analyzed include the output power, torque curve, and brake specific fuel consumption curve. These curves show performance at full throttle, "high idle," (when the operator's foot is pressing the accelerator completely to the floor).
The brake specific fuel consumption curve shows fuel consumption per RPM. Brake specific fuel consumption is typically indicated in units of grams of fuel consumed per BHP per hour (g/(BHP·h)). In general, engine fuel consumption depends greatly on the combustion efficiency and mechanical efficiency. Hybrid vehicles are characterized by excellent fuel consumption because of their ability to recapture braking energy.
The torque curve shows torque as a function of RPM. In general, the less torque changes with RPM, the easier the engine is to handle. The highest torque requires the highest air flow, and thus, in turbocharged engines the intake manifold pressure ("boost") needs to be at the highest levels. (It will be appreciated that almost all modern heavy duty truck and bus engines are turbocharged.) Producing a very high boost at lower RPM, where the maximum torque ("torque peak") occurs in a traditional torque curve is limited by the turbocharger's ability to produce that boost while still having some margin from the "surge" line. At the same time, turbomachinery must have enough capacity for the higher airflow required at higher engine speeds (known as sufficient "swallowing" capacity.) Such demands provide various trade-offs in turbomachinery design which have a significant limiting effect on the engine's maximum power and thermal efficiency.
FIG. 2 shows a highly typical torque curve, indicated at 200. The torque curve 200 produces relatively high power at the engine's rated speed 220, but maximum torque occurs at a somewhat lower speed, shown at 230. The difference between the torque at these two points is called the "torque rise," shown at 210. Typically, the ratio between the RPM at 230 and 220 is around 1.3 to 1.4. This torque curve provides good performance over a range of engine speeds, which is important for vehicles having a limited supply of gear ratios.
The relatively wide plateau of this torque curve permits smooth operation throughout a range of vehicle speeds (and through a range of operating conditions, including changes in incline, wind speed, etc.), both permitting the vehicle to accelerate smoothly up through the transmission's gears, and to cruise within a comfortable range of conditions without requiring frequent gear shifting.
In order to accelerate smoothly, the plateau of the torque curve must be broad enough to cover the transmission's "step," that is, the ratio between the gear ratios of adjacent gears. In a typical bus or medium truck (e.g. dump trucks, garbage trucks, etc.) the transmission has 8 to 13 gears, and a step of about 35% to 38%. (Passenger cars typically have 4 to 6 gears, with correspondingly higher step, while tractor trucks typically have substantially more gears, with correspondingly lower step.) Thus, when the truck up-shifts, the engine RPMs must be reduced by about 35% while the truck's speed remains constant as the new gear is engaged. The engine must be able to supply sufficient power at the reduced RPM to accelerate the truck, and continue to supply sufficient power until sufficient RPMs are achieved to permit the step down for the next gear shift.
Similarly, the width of the plateau permits the vehicle to make adjustments in cruising speed required by traffic or other road conditions without having to change gears frequently.
FIG. 3 shows a somewhat less common (but not uncommon) torque curve, characterized by the lack of a torque rise. Such a torque curve might be used because of a torque limitation in the transmission system, or for vehicles in which smooth operation throughout a very wide range of RPM is useful (such as dump trucks, cement mixers, etc.).
Likewise, other torque curves are used for other applications, according to the anticipated operating conditions for the vehicle. For example, agricultural tractors typically have torque curves that peak at low RPM. This high torque rise permits them to generate good pulling power from a stop.
The present set of emissions standards for HD diesel engines, as well as HD natural gas engines and a variety of other diesel-derived engines, measures performance at a variety of operating conditions that are defined by the engine's torque curve. One set of these test conditions, known as the "Euro Ill Test Cycle," is illustrated in FIG. 4. The engine is operated at steady state at each of the 13 indicated points corresponding to various load levels at three engine speeds, plus idle. As shown in FIG. 4, at each of the three engine speeds, "A," "B," and "C," the engine is operated at load levels that require the maximum torque output at that speed, and at 75%, 50%, and 25% of that maximum torque. FIG. 5 shows how the engine speeds "A," "B," and "C" are defined. As shown in FIG. 5, the maximum power torque output at any speed is determined. The highest engine speed that produces exactly 70% of that maximum is the so-called "100% speed," and the lowest engine speed that produces exactly 50% of that power torque is the so-called "0% speed." Note that, despite their names, these speeds do not correspond to the highest or lowest speeds at which the engine can run, nor to the speeds at which the engine produces 100% or 0% of its maximum power torque. Intermediate speeds are distributed linearly between these two speeds according to engine RPM. Thus, the "A" speed, or 25% speed, is equal to the 0% speed plus 25% of the difference between the 0% speed and the 100% speed. The "B" speed is the 50% speed, and the "C" speed is the 75% speed.
FIG. 6 illustrates another aspect of emissions standards today, called the "Not to Exceed" ("NTE") zone. The engine's emissions at every operating condition within the NTE zone must be within the specified limits, and is subject to random testing. The NTE zone is bounded on the left by the so-called 15% speed (as defined by the Euro III Test Cycle, described hereinabove), and on the bottom by the greater of 30% of the maximum torque output at any speed and 30% maximum power, as shown in FIG. 6.
FIG. 7 illustrates yet another aspect of emissions standards, called the HD Transient Test Cycle. In this test cycle the engine is run for one second each at 1200 separate conditions selected to immulate typical road conditions. The points illustrated in FIG. 7 are a representative sample of the conditions that might be used in the Transient Test Cycle.
As these test cycles illustrate, prior art engines must meet emissions standards at a wide variety of operating conditions, which requires a substantial amount of design compromise throughout. Thus, in order to meet continuing demand for improved fuel economy and reduced emissions, what is needed is an engine that is tuned specifically for use with a hybrid electric engine. A conventional engine is also need that is tuned for use with a CVT that provides improved fuel efficiency and reduced emissions. The present invention is directed towards these needs, among others.

Engine tuned for hybrid electric and continuously variable transmission applications


A method of communicating between a handheld computer and other local area computing devices having wireless communication capability includes providing a handheld computer and identifying a plurality of other local area computing devices having wireless communication capability. The method further includes creating an identifier for one or more of the plurality of other local area computing devices and listing each identifier on a display. The list is sorted in order of at least one of distance and direction from the handheld computer.

Handheld computing devices such as personal digital assistants or handheld computers generally provide some combination of personal information management, database functions, word processing and spreadsheets, as well as communications network connectivity, internet connectivity, voice memo recording, and telephony functions. Further, handheld computing devices may include local area wireless technology permitting communication with other computing devices within a local area.
Handheld computing devices that include local area wireless capabilities may communicate with other computing devices using protocols or standards such as but not limited to Bluetooth wireless technology, IEEE 802.11 architecture, or other relevant technologies or standards. Local area wireless communications are typically between devices located proximate one another, such as within twenty meters. The communication signals sent between the computing devices are typically radio frequency (RF) signals but may also include infrared or ultrasonic signals.
While handheld computing devices that include local area wireless communication capability may communicate with each other, they may also communicate with computing devices connected to land lines, such as a wired local area network access point, or other hardwired computing devices. Further, the wireless handheld computing devices may share information with other types of wireless electronic devices such as cellular phones or laptop computers.
Local area wireless communication capability permits computing devices to communicate and share information such as files with one another without the use of a wired or cellular network. Sharing information may involve one or both of transmitting and receiving information. A local area wireless connection may be used to interface with a wired computer network or to browse the internet utilizing a nearby computing device that is connected to the internet. Further, documents, business cards, computer files, and even voice communications may be communicated between multiple computing devices that are linked together in a wireless local area network. Further still, local wireless connectivity permits the synchronization of various computing devices such as handheld computers, cellular phones, and laptops without the use of wired connections or more complicated wireless computing protocols such as those used by cellular phones.
In order for handheld computing devices to communicate with one another and other computing devices via local area wireless technologies, the various devices and their users of ten desire to be able to accept or decline messages that are received, and preferably target outgoing messages to particular receiving devices, rather than indiscriminately broadcasting communications to all proximate wireless computing devices.
One way for computing devices to more selectively communicate with one another is for the user to select the device or devices to which a communication should be made prior to sending the communication. The device may then send the communication such that it is received only by the chosen computing devices rather than all computing devices within range of the transmitted signal. The number of computing devices within range of a computing device with a wireless transmitter may be large given the rapidly increasing use of local area wireless technologies and the long range of RF signals as compared to the infrared signals used by earlier devices.
Permitting the user to choose the local computing devices with which information should be shared presents difficulties if the number of possible receiving devices is large. A typical method of presenting the possible choices to the user would be to list the devices on a display associated with the user's handheld computer. The user may then scroll through the list or use a stylus to tap on the desired devices to which the user wishes to transmit information. However, as the number of possible devices grow large, the action required by the user becomes more cumbersome, as it may be necessary to scroll through a long list of local area devices, and choose one or more of them. Further, it may not be immediately apparent to the user which nearby computing device corresponds to the indicator shown on the user's computer device, making the selection more difficult.
Therefore, there is a need for a handheld computing device with local area wireless technology that permits the user to more easily choose other computing devices in the local area with which the user wishes to communicate. Further, there is a need for a more logical approach to selecting a group of one or more devices to which a wireless communication should be sent without individually selecting each device from a list.
The teachings herein extend to those embodiments that fall within the scope of the appended claims, regardless of whether they accomplish one or more of the above-mentioned needs.

Data prioritization and distribution limitation system and method


A jet engine includes a fan arranged upstream of a core engine having a low pressure compressor, a high pressure compressor, a combustion chamber, a high pressure turbine, and a low pressure turbine. The high pressure turbine is drive-connected to the high pressure compressor. The low pressure turbine is drive-connected through a transmission to the low pressure compressor and to the fan, which are respectively driven in opposite rotation directions. A compressor disk of the low pressure compressor is positioned downstream directly after the fan so that a hub end section of the fan and the compressor disk together form a counter-rotating compressor stage.

The essential basic components of a typical jet engine are a core engine embodied as a gas turbine engine, and a fan module arranged upstream of the core engine. A total intake airflow that flows through the fan module is divided into a core engine airflow that is provided into the core engine, and a bypass airflow that bypasses or flows outwardly past the core engine. Such bypass jet engines are also designated as two circuit jet engines.
As generally schematically indicated in FIG. 4, the core engine includes at least one compressor, at least one combustion chamber, and at least one turbine. Typically, the core engine includes two compressors arranged flow-upstream from a combustion chamber, as well as two turbines positioned flow-downstream from the combustion chamber. More particularly, the two compressors include a low pressure compressor and a high pressure compressor, and the two turbines include a high pressure turbine and a low pressure turbine. The rotors of the high pressure compressor and the high pressure turbine are connected by a first shaft, while the rotors of the low pressure compressor and the low pressure turbine are connected by a second shaft. The two shafts are arranged concentrically or coaxially, i.e. with one shaft nested inside the other shaft. Other conventional engines are known, which additionally include an intermediate pressure compressor and an intermediate pressure turbine, of which the respective rotors are connected by a further shaft.
It is generally known in practice, in such conventional two circuit jet engines, that the fan is driven to rotate in a direction opposite or contrary to the rotation direction of the low pressure compressor. In that regard, the low pressure compressor is driven directly by the low pressure turbine via the second shaft, while the fan is driven by the low pressure turbine through an interposed transmission. Still further, a so-called bearing star or spider is arranged between the fan and the low pressure compressor in order to support and rotatably bear the fan. As a result, in the conventional arrangement, the fan is positioned at a considerable spacing distance flow-upstream from the low pressure compressor. The low pressure compressor itself typically comprises several compressor stages.
The above described general construction concept for a conventional two circuit jet engine is characterized by a relatively long structural configuration. This is at least partially due to the significant spacing distance between the fan and the low pressure compressor, whereby the low pressure compressor is further embodied with multiple stages. These features leading to a large structural length of the jet engine further bring about a high total weight of the engine and impair or reduce the operating efficiency thereof.

Jet engine with compact arrangement of fan


An electric motor controller for a steering device that can apply an appropriate steering force to a steering wheel according to running conditions. An electric power steering controller of the present invention includes a steering shaft reaction force torque sensor for detecting a reaction force torque of a steering system, a superimposed reaction force torque calculating unit for multiplying a steering angle detected by the steering angle sensor by a gain to calculate a superimposed reaction force torque in the return direction of the steering wheel, and a control unit for controlling the gain so that the superimposed reaction force torque is reduced when a reaction force torque of the steering system is increased and the superimposed reaction force torque is increased when a reaction force torque of the steering system is decreased.

1. Field of the Invention
The present invention relates to a controller of an electric power steering device for assisting steering operation of a vehicle operator by an electric motor connected to a steering system and, more specifically, relates to improvement of steering control performance while a vehicle is running on a road surface with a low friction coefficient by correcting a reaction force torque based on a reaction force of a steering system in an electric power steering device that gives a reaction force torque according to a steering angle of the steering system.
2. Description of the Related Art
Conventionally, there is known an electric power steering device in which an electric motor is connected to a steering system for converting a steering angle applied to a steering wheel by a vehicle operator into a steering angle of road wheels so that steering force of a vehicle operator may be reduced by adding a driving force of this electric motor to the steering system. FIG. 24 illustrates a typical example of such an electric power steering device.
The electric power steering device shown in FIG. 24 is provided with a pinion 4 that is coupled to a steering shaft 2, which is integrally bound to a steering wheel 1, via a connecting shaft 3 having universal joints 3a and 3b, a manual steering force generating mechanism 9 consisting of a rack and pinion mechanism composed of a rack shaft 8 which can mesh with the pinion 4 to move reciprocatingly in the vehicle width direction and both ends of which are coupled to knuckle arms 7, 7 (in FIG. 24, only one of two is shown) of right and left front wheels 6, 6 via tie rods 5, 5, an electric motor 10 that is arranged coaxially with and connected to the rack shaft 8 to provide an assisting steering force for reducing a steering force generated by this manual steering force generating mechanism 9, a steering force detecting means 11 for acting on the pinion 4 and detecting a manual steering force of a vehicle operator, a steering angle detecting means 12 for detecting a rotating angle of the steering wheel 1 and controlling means 13 for controlling an output of the electric motor 10 based on a detection value TP of the steering force detecting means 11 and a detection value xcex8 of the steering angle detecting means 12.
As illustrated in FIG. 25, the controlling means 13 is provided with an output target value generating means 14 for setting a target torque value that should be produced by the electric motor 10 and outputting the target torque value and electric motor driving means 15 for driving and controlling the electric motor 10 based on the target torque value outputted by this output target value generating means 14. The controlling means 13 thus controls an assisting steering force which the controlling means 13 causes the electric motor 10 to generate based on the output TP of the steering force detecting means 11.
Incidentally, in the above-mentioned electric power steering device of the conventional type, in case of steering on a road surface with a low friction coefficient such as a road with accumulated snow, there is a problem in that the assisting steering force tends to be excessive due to a small reaction force of the road surface, which causes a sense of incongruity to the vehicle operator.
Japanese Patent Application Laid-open No. Sho 64-74168 discloses a power steering device which is configured such that a rotational resistance can be given to a steering wheel under predetermined running conditions as a device so as to improve such an inconvenience, that is, the tendency for the vehicle operator to excessively cut the steering wheel 1 on a slippery road.
However, the resistance to the rotation of the steering wheel also resists the rotation of the steering wheel as it returns to its neutral position, and this could cause a substantial discomfort to the vehicle operator. However, since this technique controls the rotational resistance which is added to the steering system according to, for example, a road surface friction coefficient, the resistance is also added to the operation of returning the steering wheel to its neutral position.
Moreover, Japanese Patent Application Laid-open No. Hei 9-58506 discloses an electric power steering control device that controls an output of an electric motor for generating power, which is added to a manual steering system, based on a steering force value to be added to the manual steering system by a vehicle operator and a maximum permissible steering angle value of the manual steering system which is set based on a friction coefficient of a road surface.
However, since this technique controls an output torque of the electric motor to reduce an assisting force by the electric motor to increase a steering reaction force as the steering angle of the manual steering system approaches the limit steering angle (maximum permissible steering angle value), the vehicle operator experiences difficulty in getting a feeling of a slippery road surface and, further, tends to excessively cut the steering wheel on the slippery road surface. Moreover, although it is necessary to detect a friction coefficient of a road surface, left and right road wheels often have different friction coefficients of a road surface, for example, in a case where snow remains only on shoulders of the road. In addition, it is difficult to accurately detect a friction coefficient of a road surface because it changes every moment.
The present invention has been devised in view of solving the above problems, and it is an object of the present invention to provide an electric power steering controller which can apply a suitable amount of steering reaction force to a steering wheel according to running conditions.
An electric power steering controller for giving a superimposed reaction force torque in the return direction of a steering wheel, comprises: a reaction force torque detecting unit for detecting a reaction force torque a steering system; a superimposed reaction force torque calculating unit for calculating a superimposed reaction force torque in the return direction of a steering wheel; and a control unit for controlling the gain such that the superimposed reaction force torque is reduced when the reaction force torque is large and the superimposed reaction force torque is increased when the reaction force is small.
In the electric power steering controller according to this invention, further comprising a steering angle sensor for detecting a steering angle representing a rotating angle from a neutral position of a steering wheel, the reaction force torque detecting unit is a steering shaft reaction force torque sensor for detecting a reaction force torque of a steering system, the superimposed reaction force torque calculating unit multiplies a steering angle detected by the steering angle sensor by a gain to calculate a superimposed reaction force torque in the return direction of the steering wheel, and the control unit controls the gain such that the superimposed reaction force torque is reduced when a reaction force torque of the steering system is large and the superimposed reaction force torque is increased when a reaction force torque of the steering system is small.
In the electric power steering controller according to this invention, further comprising a steering angle sensor for detecting a steering angle representing a rotating angle from a neutral position of a steering wheel, the reaction force torque detecting unit is a road surface reaction force torque detecting unit for detecting a reaction force torque of a road surface on which a vehicle runs, the superimposed reaction force torque calculating unit multiplies a steering angle detected by the steering angle sensor by a gain to calculate a superimposed reaction force torque in the return direction of the steering wheel, and the control unit controls the gain such that the superimposed reaction force torque is reduced when the road surface reaction force torque is large and the superimposed reaction force torque is increased when the road surface reaction force torque is small.
In the electric power steering controller according to this invention, further comprising a road surface reaction force torque detecting unit for detecting a reaction force torque of a road surface on which a vehicle runs, the reaction force torque detecting unit is a steering shaft reaction force torque sensor for detecting a reaction force torque of a steering system, the superimposed reaction force torque calculating unit multiplies a road surface reaction force torque detected by the road surface reaction force torque detecting unit by a gain to calculate a superimposed reaction force torque in the return direction of a steering wheel, and the control unit controls the gain such that the superimposed reaction force torque is reduced when a reaction force torque of the steering system is large and the superimposed reaction force torque is increased when a reaction force torque of the steering system is small.
In the electric power steering controller according to this invention, the reaction force detecting unit is a road surface reaction force torque detecting unit for detecting a reaction force torque of a road surface on which a vehicle runs, the superimposed reaction force torque calculating unit multiplies a road surface reaction force torque detected by the road surface reaction force torque detecting unit by a gain to calculate a superimposed reaction force torque in the return direction of a steering wheel, and the control unit controls the gain such that the superimposed reaction force torque is reduced when the road surface reaction force torque is large and the superimposed reaction force torque is increased when the road surface reaction force torque is small.
In the electric power steering controller according to this invention, further comprising a quantity of state sensor for detecting a quantity of state of any one of a yaw rate, a lateral acceleration and a side slip angle of a vehicle, the reaction force torque detecting unit is a steering shaft reaction force torque sensor for detecting a reaction force torque of a steering system, the superimposed reaction force torque calculating unit multiplies a quantity of state of any one of a yaw rate, a lateral acceleration and a side slip angle of a vehicle detected by the quantity of state sensor by a gain to calculate a superimposed reaction force torque in the return direction of a steering wheel, and the control unit controls the gain such that the superimposed reaction force torque is reduced when a reaction force torque of the steering system is large and the superimposed reaction force torque is increased when a reaction force of the steering system is small.
The electric power steering controller according to the invention further comprises a quantity of state sensor for detecting a quantity of state of any one of a yaw rate, a lateral acceleration and a side slip angle of a vehicle, the reaction force torque detecting unit is a road surface reaction force torque detecting unit for detecting a reaction force torque of a road surface on which a vehicle runs, the superimposed reaction force torque calculating unit multiplies a quantity of state of any one of a yaw rate, a lateral acceleration and a side slip angle of a vehicle detected by the quantity of state sensor by a gain to calculate a superimposed reaction force torque in the return direction of a steering wheel, and the control unit controls the gain such that the superimposed reaction force torque is reduced when the road surface reaction force torque is large and the superimposed reaction force torque is increased when the road surface reaction force torque is small.
In the electric power steering controller according to this invention, further comprising: a steering angle sensor for detecting a steering angle representing a rotating angle from a neutral position of a steering wheel; a motor current detector for detecting a motor current to be supplied to an electric motor for power steering connected to a steering system; and a steering torque sensor for detecting a torque at the time when a vehicle operator operates a steering wheel, the reaction force torque detecting unit consists of a steering shaft reaction force torque calculating unit for estimating a reaction force torque of a steering system from a motor current detected by the motor current detector and a steering torque detected by the steering torque sensor, the superimposed reaction force torque calculating unit multiplies a steering angle detected by the steering angle sensor by a gain to calculate a superimposed reaction force torque in the return direction of a steering wheel, and the control unit controls the gain such that the superimposed reaction force torque is reduced when a reaction force torque of the steering system is large and the superimposed reaction force torque is increased when a reaction force torque of the steering system is small.
In the electric power steering controller according to this invention, a reaction force torque Ttran of the steering system is calculated by the following expression:
Ttran=Thdl+Tassistxe2x88x92Jxc2x7dw/dt
where Thdl is a steering torque, Tassist is an assist torque by a motor and Jxc2x7dw/dt is an inertia torque of the motor.
In the electric power steering controller according to this invention, the road surface reaction force torque is calculated by subtracting a friction torque of the steering system from a reaction force torque of the steering system.


A distributed artificial intelligence data acquisition and equipment control system forms a local area network (LAN) over the AC power lines of a vessel for communicating shipboard engineering casualty and damage control information. Each node in the LAN includes a power line carrier current (PLCC) transceiver, a slave processing unit for interfacing with local sensors or equipment and a master processing unit for controlling the formation, transmission and reception of offset-quadrature-phase-shift-keyed (OQPSK) LAN messages. Nodes in the LAN are strategically positioned at various locations throughout the ship and are configured to function either as a Terminal Unit or as a Data & Control Unit. Terminal Units are equipped with a touch screen display and an intelligent controller that provides a user-friendly interactive operator interface through a series of display screen prompts and includes a data base of ship casualty and damage control information stored in a local non-volatile random access memory. The data base, containing both archived and current data, is maintained and constantly updated by each terminal unit in response to information acquired both locally and from other nodes in the LAN. Each Terminal Unit is assigned specific damage control responsibilities for monitoring conditions, controlling equipment and for exchanging data and commands with other nodes. Data and Control units perform monitoring and control functions similar to Terminal Units, but have no touch screen and provide no user interface. The PLCC transceiver at each node includes an improved low noise transmitter that employs a direct digital modulation (DDM) technique utilizing ROM stored waveforms and an improved receiver that uses a passive linear-phase bandpass detection filter and a switchable phase-locked/Costas loop for highly reliable, rapid acquisition of PSK signals.

Rudimentary power line carrier-current communication (PLCC) systems have been in use for many years. By way of example, in the early 50's PLCC units were commercially available that plugged into household power lines. These units enabled a parent to monitor an infant crying in a remote bedroom via power line carrier (PLC) transmitting and receiving units. Similarly, PLC based units permitted music generated in one location in a house to be transmitted to other points in the house via the power lines. PLC technology has also been used to implement and control various household functions. For example, a central PLC control station has been used to remotely control household lights and home appliances.
However, due to lack of reliability, PLCC systems have typically not been utilized in applications where loss of life could result if the system failed to consistently perform properly. Contrasted to the present invention, prior art PLC based systems have significant disadvantages. For example, prior art PLC control systems are extremely slow (e.g., conventionally about 50 bits per second) and do not permit bidirectional transfer of information. Additionally, because of a lack of satisfactory high voltage protection circuitry, prior art systems are susceptible to disruption caused by high voltage surges on the power lines such as often are produced, for example, by lighting strikes. Also, prior art PLC systems are typically amplitude modulated, and have very high error rates due to various sources of ambient power line noise.
One prior art example of a PLC communication network, U.S. Pat. No. 5,034,882 to Eisenhard et al issued Jul. 23, 1991, is known to employ distributed intelligence among a plurality of preprogrammed cells. However, the Eisenhard system contemplates using a conventional prior art transceiver for digital data and, moreover, does not perform any processing on the transmitted data. As such, the Eisenhard system still retains the poor data reliability and inadequate noise immunity inherent in prior art PLCC systems. Another prior art example using PLC communication is provided in U.S. Pat. No. 4,234,926 to Wallace et al, issued Nov. 18, 1980. The Wallace system utilizes remote data acquisition units which monitor conditions of transportable containers and sends data regarding those conditions over existing on-site power wiring to a central monitoring computer. However, the Wallace system does not envision a distributed intelligence system enabling monitoring and control of equipment at remote sites and, moreover, provides only a single, separate signal transfer unit located in proximity to the central monitoring computer to assist in reducing noise-induced operating problems.
The following list of prior issued patents (which is by no means exhaustive) describe various aspects of power line communication systems:
______________________________________ Pat. No. Issued Inventor(s) ______________________________________ 4,311,964 Jan. 19, 1982 Boykin 4,328,590 May 4, 1982 Lee 4,885,564 Dec. 5, 1989 Vercellotti et al 4,885,563 Dec. 5, 1989 Johnson et al 4,815,106 Mar. 21, 1989 Propp et al 4,715,045 Dec. 22, 1987 Lewis et al 4,675,648 Jun. 23, 1987 Roth et al. 4,644,547 Feb. 17, 1987 Vercellotti et al 4,580,276 Apr. 1, 1986 Andruzzi, Jr. 4,567,557 Jan. 28, 1986 Burns ______________________________________
In accordance with a preferred embodiment of the present invention, the LAN consists of numerous communications nodes positioned at physically separate locations. Each node in the LAN consists of an intelligent Terminal Unit or a Data & Control Unit that utilizes the local AC power lines as the common bus over which it bidirectionally communicates with other communications units at other nodes. By using PLC communication techniques, there is no need to run dedicated cabling between LAN nodes. Moreover, PLC communication is more "survivable" during a conflagration or other destruction than dedicated cabling or fiber optic communication systems.
The PLC local area network distributed intelligence communications system disclosed herein, overcomes many of the disadvantages of the prior art identified above. In accordance with a preferred exemplary embodiment of the present invention, each Terminal Unit of the PLCC LAN is provided with an intelligent controller (hereinafter referred to as a "distributed artificial intelligence embedded controller" or DAIEC) that communicates with any other Terminal Unit or node in the network and provides an interactive operator interface through a touch-screen CRT display device. Moreover, the DAIEC in each Terminal unit includes a local non-volatile random access memory and maintains a data base of ship casualty and damage control information (referred to herein as the ship engineering casualty and damage control data matrix or SECDCDM). In addition, each communication node in the LAN utilizes an improved carrier-current transmitter and receiver circuitry that significantly increases the overall speed, noise immunity and reliability of PLC communications on the LAN. (For example, transmission rates greater than 55 Kbytes/sec and undetected error rates of less than 10.sup.-11).
An exemplary embodiment of the present invention is described herein as an "engineering casualty and damage control" management system and is intended for installation and use within, for example, a U.S. Navy ship or Coast Guard cutter. In general, engineering casualty control is concerned with the prevention, minimization and correction of the effects of operational and battle damage to the machinery, electrical systems and piping installations. Whereas, "Damage control" is concerned with such things as the preservation of stability and watertight integrity, the control of fires, and the control of nuclear, biological, and chemical contamination. An example of "battle damage" is the physical damage resulting from a bomb or a missile hitting the ship. Some examples of "operational damage" are damages resulting from fire, collision, grounding (i.e., running aground), weather or equipment explosion.
In a catastrophe, it is critical that an automated system operate reliably and quickly. For example, lives can be saved by quickly preventing occupied areas of the ship from filling with smoke or water. Further damage can be averted by knowing and managing the fire or flooding so that the ship may continue fighting. In addition, the archiving of shipboard data for later study and training can be of great importance in improving the management of future catastrophes.
The PLCC arrangement in accordance with the present invention provides a particularly advantageous technique for implementing a shipboard damage control management system. Power cables in all US fighting ships have fused main and alternate feeds. Additionally, if one line of a three phase power line shorts to the deck, the power and signals on the power line will not be lost. (As an example, after the massive combat fires in the USS STARK and HMS SHEFFIELD, each ship's power distribution system was still functional.) Additionally, such shipboard power cables are extremely large and strong. Thus, even in the midst of an anti-ship missile-caused fire, a ship power line cable is far more likely to remain intact than other cable. Fiber optic cables are extremely fragile when compared to power cables. Fiber optic cables are not readily repairable at sea whereas ship's company has experience in the quick repairing of power cables.
More of USS STARK's company died due to smoke inhalation than died as a direct result of the two missile hits. These people were trapped in a smoke infested area of the ship. They had no means to communicate with other parts of the ship, and no one knew where they were. If a PLC LAN terminal unit in accordance with the present invention had been available, they could have communicated over the power lines and been saved. In accordance with a preferred exemplary embodiment of the present invention, a data matrix stored at each terminal unit will contain updated data from sensors located throughout the ship and provide a means to identify any trapped members of a ship's company.
The initial shock of the missile hits in USS STARK caused a disruption of the ship's primary electrical power. The result was that STARK was unable to either defend herself or conduct effective damage control. There were two causes for the loss of power. First, shock sensitive circuit breakers opened on missile impact. Second the impacting missile broke a primary power line. Lack of information about the open breakers and the broken power line prevented the establishment of a power system reconfiguration plan. Since the shipboard breakers and switches were not able to be controlled remotely, primary power was never reestablished. Without electrical power in an all electric ship, effective efforts to fight the fire were not possible. Analysis conducted after the fire showed that with the proper information concerning the power distribution system, the power could have been restored.
Review of data from ship fires shows that smoke will propagate through a ship in about 4 minutes. The preferred embodiment of the present invention provides a method and means for obtaining the establishment of smoke-tight, fire-tight boundaries within 24 seconds from the start of the fire. (This is only 10 percent of the time it would take for a ship to be completely filled with smoke). As such, complete restoration of electric power must be accomplished in less than 5 seconds to assure that smoke-tight, fire-tight boundaries can be set within 24 seconds.
Another damage control asset to be considered is fire fighting water. In a fire on the USS STARK, the destruction of the main fire fighting water line rendered the ship unable to develop adequate fire main pressure. (A nearby tug prevented the loss of the USS STARK). In accordance with the preferred embodiment of the present invention, after accumulating and storing data from sensors throughout the fire fighting water subsystem, the fire water main layout can be manually or automatically reconfigured to accommodate the reduced capacity caused by a broken fire fighting water main.
Moreover, there are various pieces of ship equipment that must be available when a conflagration is imminent or when the ship is performing a particular operation. Conventionally, most major pieces of ship's equipment have safeguards built into them which prevent damage caused by overload. One example is the gas turbine that drives the electrical generators for the ship. Sensors and controls are provided to prevent turbine overload. If, for example, the turbine was operated for longer than ten seconds at an output capacity that is greater than 105 percent of its rated capacity, it would ordinarily be automatically shut down. Operation at 105% of capacity would not destroy the turbine. It would, however, reduce the life of the turbine perhaps 100 hours per hour that the turbine operates at 105%. As load increases above 105% the reduction in life of the turbine will be accelerated. At 115 percent of rated load the turbine may have its life reduced by 500 hours for each overload hour.
On a military vessel, a missile system is required for effective offensive actions and for the defense of the ship. Conventionally, as a part of the missile guidance system, the ship provides a microwave signal to the missile while in flight. This microwave energy is called the "Rear Reference" signal. Safety considerations require that the missile must be able to destroy itself if it malfunctions. This safety consideration is known as "Self Destruct". The procedure for Self Destruct is that whenever the Rear Reference signal is absent or removed, the missile warhead automatically detonates.
The following exemplary scenario illustrates the interrelationship between a few of the diverse ship systems that the inventors have recognized must be organized and controlled during a typical conflagration: assume the notional ship discussed above is operating on only one turbine of its three turbines and that particular turbine is running at 98 percent of capacity. The ship comes under attack by two inbound exocet missiles and has launched four missiles in its defense. The main mess compressor or some piece of ancillary equipment subsequently turns on. The compressor current causes the sole gas turbine to go to 105 percent of capacity. The turbine overload control shuts down the turbine. The ship is now without power. The rear reference signal stops because of loss of power to the microwave transmitter. Loss of the rear reference signal from the ship causes the missiles to self destruct. The powerless ship is now also defenseless. The exocet missiles hit the ship for two reasons: first, the ship had no coordinated way to remove overload protection from the turbine; second, the ship had no coordinated way to remove non-essential loads.
This type of removal of protection is called "battle shorting". For example, opening a radar transmitter's cabinet door will shut down the transmitter due to sensing switches in the doors. Battle shorting removes these safeguards. The designer of the transmitter understood that the safety of the entire ship must come before the safety of the person opening the door. Currently, however, there is no central control or monitoring of these features in a conventional Navy ship. Moreover, in the engineering plant of a conventional US Navy ship there is currently no battle shorting of major pieces of equipment. In a situation where the battle shorting of a major piece of equipment such as the ship turbine becomes necessary, there are certain procedures that should be followed. For example, if the turbine is going to be battle shorted, the percentage of overload should be monitored by someone of appropriate authority in the engineering chain of command. (Ultimately, it may be the responsibility of the commanding officer of the ship to decide if he should risk destroying the turbine rather than shutting it down). Moreover, the shutting off of other nonessential loads (e.g., the mess compressor) would also reduce the likelihood of a turbine overload. This technique is called "load shedding". Decisions regarding the timely load shedding of various pieces of equipment should also be made by one having the appropriate authority. Accordingly, a preferred exemplary embodiment of the present invention makes battle shorting and load shedding of major pieces of ship equipment feasible by providing centralized monitoring and control facilities at strategic locations throughout the ship.
In accordance with an exemplary preferred embodiment of the present invention, a list of non-essential equipments is arranged in a data base (i.e., the SECDCDM) stored in non-volatile memory in each Terminal Unit and is utilized to indicate equipment that can be removed from service. Likewise, a list of essential equipments that must remain in service, almost without regard for equipment life and ships company safety, is also stored in the data base at each terminal. One engaged in the art of military ship design would appreciate that these two lists will differ as the operational modes of the ship are changed. For example, during a storm, ship's command should be able to shut down the radar and battle short the anchor windlass rather than run aground.
The combination of the high reliability of PLC communication using the improved transceiver of the present invention along with the equipment monitoring, integrated battle shorting, load shedding and distributed intelligence data management methods disclosed herein in accordance with the preferred exemplary embodiment of the present invention, will significantly enhance the survivability of modern warships and commercial vessels.

Distributed intelligence engineering casualty and damage control management system using an AC power line carrier-current lan


An adhesive system for securing optical elements to a housing or substrate in an aligned position that is maintained over widely varying environmental conditions. A fiber optic device is constructed such that applied adhesive is not disposed between a fiber optic element and the housing of the fiber optic device, but is disposed on longitudinal seams defined by the portion of the element proximal a side of the housing or substrate. In one embodiment, the adhesive has a filler, such as amorphous silica. A method of making includes aligning, applying adhesive, and curing adhesive.

1. Field of Invention
This invention pertains to an adhesive system for optical devices. More particularly, this invention pertains to fiber optical devices, such as those used for switching fiber optic cables, and securing optical components or elements in a housing such that misalignment of the components due to environmental changes is minimized.
2. Description of the Related Art
Fiber optic systems typically require fiber optic elements, such as switches and couplers, to perform the desired operations of the system. Because of this, it is common for a fiber optic system to include at least one fiber optic element. However, associated with the inclusion of fiber optic elements is the undesired characteristic of insertion loss. Insertion loss is the loss of signal power due to the insertion of a device into a transmission line. More particularly, an optical signal has greater signal power when it enters a fiber optic element than it does when it leaves the fiber optic element. Although, insertion loss is unavoidable when incorporating fiber optic elements into a fiber optic system, the displacement or misalignment of fiber optic elements, such as collimators and actuators, within the fiber optic element induces unnecessary insertion loss. The displacement or misalignment of fiber optic elements causes an optical signal to travel a path slightly altered from the designed signal path. The altered path prevents a receiving collimator from receiving a robust signal, and in extreme conditions, the receiving collimator receives no signal.
Fiber optic elements are typically secured within the housing of a fiber optic element by way of epoxy resin. Epoxy resin, commonly referred to as epoxy, is a flexible, usually thermosetting resin made by the copolymerization of an epoxide with another compound having two hydroxyl groups and is typically used for adhesives. Conventionally, a fiber optic element is secured within the housing of a fiber optic element by first inserting the element into a corresponding port that is defined by the housing. The port is sized slightly larger than the element and shares the same general shape of the element. After being inserted into the port, the element is aligned for designed operation. Epoxy is then applied around the outer surfaces of the element and the inner surfaces of the port such that a layer of epoxy is disposed between the element and the housing, thus securing the element within the housing. The epoxy is then cured by exposing the epoxy to the light from an ultraviolet wand. During the process of curing, the epoxy expands and contracts and displaces the corresponding fiber optic element from its designed position. The displaced element causes a corresponding optical signal to travel the previously discussed altered path. Additionally, epoxy expands and contracts in response to thermal variations. Therefore, exposure to thermal variation further displaces the fiber optic element.
Another limitation of conventional fiber optic elements is the difficulty they present regarding the application of epoxy. Once a fiber optic element is inserted into its corresponding port, the remaining space in which the epoxy is applied is very limited and difficult to access. This causes the application of the epoxy to be cumbersome and sometimes insufficient. Similarly, curing the epoxy that has been applied within the confined space offered by conventional elements is cumbersome and sometimes insufficient. Additionally, because conventional methods and devices confine the epoxy between an element and the housing of a fiber optic element, as the epoxy expands under thermal stimulation, it has potential to break the housing, the element, or both.
For example, U.S. Pat. No. 5,133,030, titled "Fiber Optic Switch," issued to Lee on Jul. 21, 1992, discloses the conventional method of adhering optical elements. Lee discloses using an adhesive to secure optical fibers F1, F2 within a ferrule M by filling the gap between the fibers F1, F2 and the ferrule M with adhesive.


A tire pressure indicator which includes a valve stem over-pressure indicator and a valve stem cap under-pressure indicator. The valve stem includes an air porting scheme that releases over-inflation air for escape through a whistling reed configuration. The valve stem cap includes a top translucent panel for coaction with a diaphragm spring contained therebelow. Normal tire pressure distends the diaphragm spring to an upward convex attitude in contact with the underside of the translucent panel to project a visual indicator.

1. Field of the Invention
The invention relates to automatic low pressure tire indicator assemblies and, more particularly, but not by way of limitation, it relates to an improved method and apparatus for sensing and indicating low tire pressure.
2. Description of the Prior Art
The prior art includes a great number of indicating devices that warn of pressure drop in pneumatic tires, and such tire aids have developed over a long number of years. A U.S. Pat. No. 4,819,686 teaches a valve cap adaptation which shows visually any appreciable tire pressure drop by using a deflectable diaphragm that moves in response to a reference air pressure toward a compartment having existing tire pressure, and the moving diaphragm provides a visual indication within a transparent housing portion of the valve cap. A U.S. Pat. No. 2,866,432 also teaches a movable diaphragm type of indicator which may be detachably secured to a valve stem for subsequent actuation manually to indicate by sound, sight or touch whether or not the pressure within the tire is equal to or above the required amount.
A U.S. Pat. No. 4,244,214 is of interest in that it describes a device that includes an axially appertured bolt that is movably mounted within a visual tire valve with respect to an indicating window. The bolt includes a series of different color bands which show a gradation in tire pressure. Also, U.S. Pat. No. 3,990,467 is of interest for its capability of indicating tire air pressure by color whenever the tire is under or over inflated. Finally, a U.S. Pat. No. 3,830,249 is cited for its ability to give audible indication of over pressure situations; that is, when the tire receives additional inflation pressure, it makes an audible sound while surplus air is being discharged down to a recommended pressure level.