A method and system for recognizing machine generated character glyphs in a graphic image that uses a deterministic finite automaton (DFA) to separately recognize the individual pixelcolumns of character glyphs and then combines these separate pixelcolumns together to form correctly recognized whole glyphs. This method and system can enable data to be automatically exchanged between applications where no alternative method of data interchange exists. The DFA minimizes its space requirements by storing the current input dimension of its state transition table as a sorted list of possible values that could be matched at the current state. This sorted list can then be binary searched for the current input pixel RGB value.

Intelligent recognition of bitmapped binary images of text for the purpose of estimating their corresponding character values is often referred to as optical character recognition ("OCR"). Most OCR systems in use today utilize stochastic processes to recognize the text in the graphic images. Because stochastic processes are fundamentally based on chance or probability, these systems are not always as reliable as may be desired. Moreover, the processing time of such stochastic processes can be quite high in some instances and thus not particularly practical.
One attempt to overcome some of the above-noted deficiencies is described in U.S. Pat. No. 5,321,773. The image recognition technique disclosed in the '773 patent is a grammar-based image modeling and recognition system that automatically produces an image decoder based on a finite state network. Although the system described in the '773 patent is substantially faster than the traditional stochastic processes, it is based on stochastic methods (like the traditional approaches) and thus inherently involves chance or probability. Another noteworthy disadvantage of the recognition system in the '773 patent is that it requires extremely detailed font metrics information for the characters to be recognized, including character sidebearings and baseline depths which typically cannot readily obtained. Yet another disadvantage of the image recognition system disclosed in the '773 is that it cannot recognize text when pairs of characters (which may be denoted by black pixels on a white background) have black pixels that overlap.
Since the first patent issued two other related technologies directly dealing with machine generated character glyphs were discovered:
The first is a commercial product named Kleptomania from a company named Structu Rise. According to the Pavel Senatorov CEO, at Structu Rise from its inception their product Kleptomania is not based on Deterministic Finite Automaton (DFA) technology, and its steps are not based on the consecutive parts of a character.
After testing Kleptomania it was clear that the version of Kleptomania downloaded 2007 Apr. 30 had substantially lower accuracy than that of the working prototype of the preferred embodiment of this invention. It was also apparent that the technology of Kleptomania was unable to process character glyphs that had been subject to ClearType® font edge smoothing with any accuracy at all. From this primary research it was determined that Kleptomania is fundamentally different technology with substantially different capabilities.
The second is a paper entitled: Fast Optical Character Recognition through Glyph Hashing for Document Conversion, by Kumar Chellapilla, Patrice Simard, and Radoslav Nickolov all from Microsoft Research. Eighth International Conference on Document Analysis and Recognition (ICDAR '05) pp. 829-834
This technology is also quite different than the technology of the present invention. The only similarity is that the method of this paper also directly deals with machine generated character glyphs. This method is entirely incapable of recognizing character glyphs from graphic images, and is not based on DFA technology.
Every other system that has been encountered for recognizing character glyphs was fundamentally based on a stochastic process, and incapable of recognizing character glyphs at typical 96 dots per inch (DPI), computer display screen resolutions. Market leader OmniPage® 15 was tested and utterly failed to recognize any characters on the test sample submitted to their presales technical support.
In view of the above-noted deficiencies, it would be desirable to provide an image recognition system that is capable of recognizing machine generated text in graphic images with (at least in most cases) complete accuracy. It would further be desirable to provide an image recognition system that is substantially faster than traditional OCR technology, but is also able to recognize text having characters with overlapping black (i.e., foreground) pixels. It would also be desirable to provide an image recognition system that is capable of recognizing machine generated text in graphic images using font metrics information that is readily obtainable.

Method and system for recognizing machine generated character glyphs in graphic images


A method converts an at least partially automated driving maneuver in a vehicle. The method consists of determining, on the basis of surrounding data relating to a surroundings of the vehicle, a planned at least partially automated driving maneuver. The method also consists of generating a kinesthetically and/or haptic signal in relation to the planned driving maneuver for a driver of the vehicle. The method further consists of converting the planned driving maneuver if a predetermined affirmative control action is carried out and/or when a predetermined rejected control action is lacking.

The invention relates to a method and a corresponding device for supporting a driver when driving a vehicle using an at least partially automated driving function.
Vehicles comprise an increased number of driving functions with which specific parts of the tasks of a driver as well as individual driving maneuvers (such as for example a parking maneuver) are at least performed in a partially automated manner by means of the vehicle. The degree of automation of the driving functions may differ. In general, at present it is necessary for the driver of the vehicle to monitor the area surrounding the vehicle or the related traffic situation or at least the notifications provided by the vehicle.
When a partially automated driving function is in operation, handling recommendations for a driver of the vehicle may be generated by the vehicle, for example on the basis of current data relating to the surrounding area, and said handling recommendations may then be implemented by the driver. Alternatively or in addition thereto, driving maneuvers may be planned and performed by means of a driving function in an automated or partially automated manner. Moreover, it is necessary for the driver of the vehicle to sufficiently trust in the (part-) automated driving function in order to achieve a safe and comfortable partially automated drive.
In multiple conceivable applications, automated or partially automated driving maneuvers may not be understood or may not be understood to a sufficient extent by the driver of the vehicle. The driver may also be surprised by intended specific maneuvers of the vehicle function or these intended maneuvers may not be desirable from the point of view of the driver, for example taking into consideration other road users.
Moreover, multiple conceivable alternative driving maneuvers that may be performed by a partially automated driving function may only be perceived as different from one another by the driver after a specific time after the start of the driving maneuver owing to (at least at first) their similar effect (such as for example a change of lane and making a turn). Situations are conceivable in which the driver may only understand specific intentions of the vehicle function if a driving maneuver is relatively well-advanced or may no longer be reversed.
Moreover, there is also the question after a participation (desired by the driver) in the case of specific decisions of an automated driving procedure of whether to switch off the automated driving procedure or whether to induce the corresponding driving function to switch off.
Owing to the fact that maneuver recommendations and/or maneuver decisions typically occur at short notice, it is important that information relating to this is conveyed to the driver of a vehicle having a (part-) automated driving function in a rapid and reliable manner. The current document addresses the technical object of providing a method and a corresponding device for a rapid and reliable cooperation between a (part-) automated driving function of a vehicle and a driver of the vehicle.
In accordance with one aspect, a method for implementing an at least partially automated driving maneuver in a vehicle is disclosed. The method may be performed by means of a device of the vehicle comprising a control unit. The method comprises determining, on the basis of data relating to the surrounding area of the vehicle, a planned at least partially automated driving maneuver. The planned driving maneuver may comprise a significant influence on the lateral control of the vehicle (also in the sense of a specific change of the lateral control). The step of determining the planned driving maneuver may comprise determining a plurality of different possible driving maneuvers, and also selecting the planned driving maneuver from the plurality of possible driving maneuvers.
Moreover, the method comprises generating a kinesthetic and/or haptic signal to a driver of the vehicle in relation to the planned driving maneuver. The kinesthetic and/or haptic signal is generated chronologically prior to the (at least partially automated) implementation of the planned driving maneuver in order to transmit to the driver of the vehicle, in particular in real time, that "the vehicle" or a corresponding driving function intends to implement the (specific) planned driving maneuver immediately or in the immediate future.
It is particularly preferred to transmit to the driver at least the type of the planned driving maneuver, by way of example a change of lane or making a turn (by way of example in relation to the current or next possibility for changing lanes or possibility for making a turn), a parking maneuver, a shunting maneuver, a turning maneuver, an overtaking maneuver, an evasive maneuver, etc. It is particularly preferred that the type of the planned driving maneuver that is determined may also be transmitted to the driver of the vehicle by means of the same signal or by means of a separate kinesthetic and/or haptic signal.
Moreover, the method comprises the step of implementing the planned driving maneuver if the driver performs a predetermined accepting operating action and/or if a predetermined rejecting operating action is not performed by the driver (within a predetermined time window in relation to generating the kinesthetic and/or haptic signal). The predetermined accepting operating action and the predetermined rejecting operating action are preferably different from one another. The accepting operating action indicates that the driver of the vehicle is in agreement with the planned driving maneuver being implemented. The rejecting operating action indicates that the driver rejects the implementation of the planned driving maneuver.
A rejection of a maneuver may also comprise (chronologically) postponing a driving maneuver.
The driver may introduce a desired influence into the implementation of specific maneuvers of the driving function in relation to the at least partially automated driving procedure without causing the driving function to be switched off or without rejecting the driving strategy of the driving function.
The method renders possible a rapid, reliable and intuitive cooperation between an at least partially automated driving function and a driver of the vehicle. In particular, a communication between the driver and vehicle is fundamentally improved with regard to specific driving maneuvers that may be performed in an at least partially automated manner. The quality of the driving function and/or the comfort for the driver of the vehicle may thus be increased.
It is preferred that the driving maneuver comprises a significant part of the lateral control of the vehicle.
The step of generating the kinesthetic and/or haptic signal may include actuating an actuator of the vehicle in order to cause a lateral and/or vertical dynamic effect on the vehicle, in particular a short-term rolling movement and/or a pitching movement and/or a lifting or lowering movement of the passenger compartment of the vehicle and/or at least a part, in particular a segment, of the driving seat. The lateral and/or vertical dynamic effect is preferably performed in the direction that is (preferably essentially only) dependent upon the direction of the planned driving maneuver (and where appropriate corresponds to this direction).
It is particularly preferred that the direction of the generated kinesthetic and/or haptic signal that may be perceived by the driver of the vehicle essentially corresponds to the direction of the planned maneuver. In particular, it may be the direction in which a lateral control of the vehicle (or change of the lateral control) that is related to the maneuver is planned.
The method may also comprise allocating the direction of the planned maneuver to the perceptible direction of a haptic and/or kinesthetic signal. A kinesthetic and/or haptic signal may be generated that comprises at least in its perceivable effect on the driver of the vehicle a high degree of conformity or the highest possible degree of conformity with the direction that characterizes the maneuver.
A vertical dynamic effect is for example to be understood as a short-term soft roll and/or pitch and/or yaw and/or lift or lowering that is transmitted to the driver by means of the driving seat, in particular via the seating surface and backrest surface or surfaces that are in contact with the driving seat. The vertical dynamic effect may be caused using the actuators of the chassis of the vehicle that are used to stabilize or provide suspension for the vehicle in a vertical dynamic manner, and/or with the actuators that comprise a corresponding influence on the (individual) vehicle seat.
The kinesthetic signal itself may not (or must not) comprise a displacement or a significant displacement of the passenger compartment or the entire vehicle seat in the relevant (lateral) direction. Such a displacement would usually not be possible to realize using the actuator system that is typically provided in vehicles or may be misunderstood with regards to a possible interpretation by the driver.
A "rolling movement" may in particular be understood as a particularly short and slight rotation of the passenger compartment of the vehicle or the driving seat of the vehicle toward the left (anti-clockwise) in relation to an axis that is oriented forward and extends in the direction of travel of the vehicle, in particular parallel to the X-axis of the vehicle. Such a rolling movement may be caused by means of a short-term, relatively rapid lowering movement on the side of the vehicle in which the driving seat is located, by way of example only by a few centimeters, in particular combined with a slight lifting of the opposite-lying side. The rolling movement may be achieved by means of a combination of actuating one, two, three or four vertical dynamic actuators of the vehicle. The rolling movement may in turn be compensated after a specific time interval by means of slowly lifting the lowered side of the vehicle.
A rolling movement may be caused (actuated) so as to generate a vertical dynamic signal in such a manner that the driver only perceives the turn to the left and/or the lowering movement of his seat owing to an increase in the acceleration or only perceives the turn to the left or the lowering movement at least as the direction of the kinesthetic signal. A compensating lift or associated turn to the right may not be perceived or may not be perceived as significant owing to being performed essentially more slowly.
The relationships between perceptible kinesthetic or haptic signals with the direction of the maneuver and also the action of the driver may be understood by the driver—at the latest after a short learning period—by means of the operating actions that may be evaluated in the method.
Consequently, the kinesthetic and/or haptic signal may comprise information regarding the planned driving maneuver and said information may be rapidly perceived and interpreted in a precise and intuitive manner by the driver of the vehicle.
The type of the planned maneuver, in particular in the context of the current driving situation may be apparent for the driver. By way of example, an effect, which may be perceived as a slight short roll via the driving seat, in the left-hand direction or right-hand direction in the driving context of driving on a motorway may be interpreted as a change of lane in the left-hand or right-hand direction and may not possibly be confused with a planned parking maneuver on the left-hand or right-hand side of the road.
The kinesthetic and/or haptic signal may be generated in such a manner that the signal may be perceived more intensely on a driving seat of the vehicle than on another seat of the vehicle. In particular, the (at least subjective) perception or ability to perceive the kinesthetic and/or haptic signal may essentially be limited to the driving seat of the vehicle. Consequently, adverse effects on other occupants of the vehicle may be avoided with the result that the comfort of the at least partially automated driving function is further increased.
The step of generating the kinesthetic and/or haptic signal may comprise actuating an actuator on a driving seat of the vehicle. The at least one actuator of the driving seat may be actuated in particular in such a manner that the direction of the planned driving maneuver is indicated by means of a movement of the driving seat. Alternatively or in addition thereto, the step of generating the kinesthetic and/or haptic signal may comprise generating a deformation at least of a part of the driving seat of the vehicle.
In particular, actuators may be actuated and said actuators cause a mechanical effect on the passenger compartment of the vehicle. The mechanical effect may be a force, a thrust, a change in the mechanical resistance, a change in the angle and/or an accelerating effect. It is particularly preferred that a short-term, abrupt effect is generated, wherein said effect does not have a permanent effect or an effect that relates to the current journey. This may be limited to less than 0.5, 1, 3 or 5 seconds.
The use of one or multiple actuators of the vehicle renders it possible to purposefully communicate the at least partially automated driving function to the driver of the vehicle (without adversely impacting other occupants of the vehicle).
The method may comprise the step of determining an alternative at least partially automated driving maneuver. The alternative driving maneuver may be implemented by means of the device of the vehicle if the predetermined accepting operating action is not performed and/or if the predetermined rejecting operating action is performed (in other words if it is indicated by the driver that the planned driving maneuver is not to be implemented). The at least partially automated driving function may thus be provided in a robust manner.
The method may comprise the step of determining a degree of automation of the planned driving maneuver and/or the step of determining, on the basis of data relating to the surrounding area, a driving situation for which the planned driving maneuver was determined. In particular, a measurement may be determined for the degree of automation, in particular in the form of measurements that are in principle or qualitatively different. In the case of the measurement for the degree of automation, known measurements or category values may apply, in particular measurements or category values that are defined according to the German association of the automobile industry. By way of example the classes or category values for the degree of automation may be: A1—supported driving; A2—partially automated driving; A3—highly-automated driving; A4—automated driving; A0—unknown degree of automation or low confidence in the statements relating to the degree of automation.
In dependence upon the degree of automation and/or in dependence upon the driving situation, it may be determined whether it is necessary that the predetermined accepting operating action is performed and/or that the predetermined rejecting operating action is not performed in order to implement the planned driving maneuver. Consequently, the expected feedback of the driver to the kinesthetic and/or haptic signal may be tailored to a current situation with the result that the robustness of the partially automated driving function is further increased.
Alternatively or in addition thereto, the kinesthetic and/or haptic signal may be tailored to the degree of automation that is determined. The driver of the vehicle may thus be informed in an efficient manner regarding the support that is required by the driver whilst implementing the planned driving maneuver, with the result that the driver may decide in a precise manner whether he wants the planned driving maneuver to be implemented or not. The implementation of the planned driving maneuver may be prevented as required.
A first kinesthetic and/or haptic signal and a second kinesthetic and/or haptic signal may be of such a type that the driver of the vehicle may be able to differentiate between the two. The first kinesthetic and/or haptic signal may be used for the purpose of transmitting to the driver that it is necessary to perform the predetermined accepting operating action in order for the planned driving maneuver to be implemented. This signal may be used for example for the purpose of announcing relatively complex planned driving maneuvers (that require for example a relatively high degree of attention of the driver). Alternatively or in addition thereto, the second kinesthetic and/or haptic signal may be used for the purpose of transmitting to the driver that refraining from performing the predetermined rejecting operating action is sufficient for the planned driving maneuver to be implemented. This signal for example may be used for the purpose of announcing relatively few complex planned driving maneuvers (that require for example a relatively low degree of attention of the driver). The quality of the driving function and/or the comfort may thus be further increased.
In accordance with a further aspect, a device for a vehicle is disclosed. The device comprises at least one control unit that is configured so as to determine a planned at least partially automated driving maneuver on the basis of predetermined criteria.
Moreover, the device is configured so as to generate a kinesthetic and/or haptic signal in relation to the planned driving maneuver for a driver of the vehicle. Furthermore, the device is configured so as to implement the planned driving maneuver if a predetermined accepting operating action is performed and/or if a predetermined rejecting operating action is not performed. Moreover, the device may comprise further control units and/or means that are configured so as to perform the method. It is preferred that the device may also comprise: a sensor system that is configured so as to implement the method, and/or interfaces to further electronic units that may be installed in the vehicle, fastened or conjointly carried with the driver and/or with the vehicle. The device may also comprise means for exchanging data with a unit that is configured so as to perform the method outside the vehicle.
In accordance with a further aspect, a vehicle (in particular a motor-driven road vehicle for example a passenger car, a truck or a motor bike) is disclosed and said vehicle comprises the device that is disclosed in this document.
In accordance with a further aspect, a computer program in particular a computer program product is disclosed. The computer program may be loaded where appropriate directly into the internal storage device of a digital device (in particular an electronic device of a driver assist system in a vehicle having a computing unit). Furthermore, the computer program may comprise software code sections and the steps of the method may be performed using said code sections in accordance with any one of the disclosed method claims if the computer product runs on the digital device.
The vehicle is in particular a motor vehicle. Numerous advantages that are discussed in this document and further advantages that may be easily reproduced by the person skilled in the art result from said motor vehicle. Alternatively, the method may also be applied to aircraft or vessels.
Vehicle-guiding actions that comprise at least one procedure of laterally controlling the vehicle preferably in combination with a procedure of longitudinally controlling the vehicle may be viewed as maneuvers or driving maneuvers. A maneuver preferably comprises a lateral controlling procedure or such a combination of a lateral controlling procedure and a longitudinal controlling procedure that leads to a specific (predefined) result: for example a change of lanes or diverting to another lane (according to the road markings), for example to a first or a second neighboring lane in relation to the current traffic lane, parking in a parking space or parking spot, in particular in a specific or in the next free parking space or in the next free parking spot, a turning maneuver within the road, making a turn into a turning possibility, evading an obstacle or road user, and/or a merging procedure in order to cause a specific or next possible gap between at least two vehicles that are traveling.
In particular, a steering procedure by means of steering the front wheels and/or rear wheels of the vehicle may be understood as a lateral controlling procedure of the vehicle. Moreover, the lateral controlling procedure of the vehicle within the scope of the method alternatively or in addition thereto comprises distributing braking force and/or driving force to two or multiple wheels of the vehicle, which results in an at least in part lateral and/or turning movement of the vehicle (with respect to the previous direction of travel).
It is preferred that the method relates to a maneuver comprising a procedure of laterally controlling the vehicle. Planned maneuvers may also be transmitted to the driver of the vehicle using the generated kinesthetic and/or haptic signal (only) with reference to their procedure of laterally controlling the vehicle or the included lateral controlling portion of the maneuver. Consequently, where appropriate only a portion of the lateral controlling procedure of the planned driving maneuver may be transmitted to the driver by means of the kinesthetic and/or haptic signal.
It is preferred that the maneuver may also be characterized by a specific combination of the lateral controlling procedure and longitudinal controlling procedure of the vehicle. Such a combination may be for example a ratio, a time parameter or sequences of phases of the lateral acceleration and longitudinal acceleration. It is particularly preferred that in the method, information regarding the combination of controlling the vehicle using the lateral controlling procedure and longitudinal controlling procedure is also transmitted by means of at least one kinesthetic and/or haptic signal that is generated.
A significant effect on the lateral controlling procedure of the vehicle may in particular mean that a desired variable of the vehicle lateral controlling procedure is changed or a new desired variable is selected. A desired variable may be a desired variable of a lateral control regulation of the vehicle. In particular, the change of the desired variable typically relates to such a change, in particular to switching the desired variable that is used to perform the specific maneuver or a maneuver of a specific class or type. For example, the effect on the lateral control of the vehicle may be switching between the at least partially automated lane guidance within the traffic lane to a procedure of laterally controlling the vehicle into another lane. Moreover, a displacement of a desired variable of the procedure of laterally control the vehicle may also occur in which another lateral displacement (a lateral offset) within a lane or a gap with respect to a road user that is traveling to the side is selected within the scope of the maneuver.
A significant effect on the procedure of longitudinally controlling the vehicle may in particular mean that a desired variable of the vehicle velocity or the acceleration (for example an increase in speed or a braking procedure in the case of an overtaking procedure and/or a merging procedure or a spatial arrangement with respect to another road user) is changed. A desired variable may be a desired variable of a procedure of longitudinally regulating the vehicle.
The planned maneuver may be a maneuver that comprises a specific type, a specific result and/or specific quantitative values. By way of example, a planned maneuver may be a displacement of a route plan of the vehicle to another lane.
In particular, the step of determining a planned maneuver may be performed with reference to multiple predetermined conditions. These predetermined conditions may be determined on the basis of the data relating to the surrounding area in dependence upon the data of the vehicle sensor system and/or a map of the surrounding area, for example in dependence upon the data that is determined by means of evaluating the objects and the movement of said objects in the area surrounding the vehicle.
It is preferred that the step of determining a planned maneuver also comprises the step of determining that:
a maneuver of a specific type is necessary and/or expedient; and/or
an expediently suitable or an optimized point in time for performing the maneuver is present; and/or
a maneuver to another driving route and/or driving strategy and/or to the selected driving style is suitable; and/or
vehicle systems are currently capable of performing the maneuver without significant disadvantages; and/or
the maneuver is possible and/or necessary and/or may be performed in a comfortable manner in relation to the current traffic situation or for the traffic situation that is predicted in the immediate future.
This may be determined on the basis of data of relating to the surrounding area in dependence upon the data of the vehicle sensor system and/or a map of the surrounding area, for example in dependence upon an evaluation of the objects and their movement in the surrounding area of the vehicle.
A planned maneuver may also be a maneuver that has already been started and that is already performed using means of the vehicle. Such a variant of the method may relate for example to maneuvers that:
are critical maneuvers or maneuvers that are planned at short notice, for example an emergency maneuver or an evasive maneuver; and/or
maneuvers in which the planning of said maneuvers is changed during their implementation; and/or
maneuvers having at least two different phases, wherein a second or a further phase, for example a more critical or a more relevant phase is to be communicated to the driver.
A target parameter of a maneuver may comprise quantitative and/or qualitative information regarding the maneuver. A target variable of a maneuver (for example a lane change maneuver or an evasive maneuver) may be by way of example information regarding whether a maneuver, for example a lane change maneuver, relates to a first adjacent lane or to a second (further away, next-but-one) adjacent lane relative to a current lane. A target variable of a maneuver (for example a parking maneuver) may by way of example also comprise information regarding whether a parking maneuver is planned into a next or into a next-but-one parking space. A target variable of a maneuver (for example a turning maneuver) may comprise for example information regarding whether a turn is planned into the current or into one of the next turning possibilities.
Preferred embodiments of the method are disclosed below and the individual features of said embodiments may be combined with one another in an arbitrary manner (for example as variants of the features, alternatively or in addition to the hitherto claimed features). Moreover, the applicant reserves the right to claim these features also in each case individually where appropriate within the scope of a subsequent application.
The method may comprise the step of determining the direction and/or the type or the sort of a specific planned maneuver.
The method may optionally comprise the step of determining at least one point in time in relation to performing the maneuver. The at least one point in time may relate to: a starting point in time, a point in time at which it is no longer possible to safely reverse or cancel the maneuver, a point in time between two different phases of a multi-phase maneuver, and/or an end of a maneuver.
The method may comprise the step of determining control signals for one or multiple actuators of the vehicle, particularly preferably for one or multiple vertical and/or lateral dynamic actuators of the chassis of the vehicle and/or the vehicle seat. It is particularly preferred that the control signals relate to a combination of multiple actuators and/or a specific sequence or time delay between at least two actuations of at least one actuator.
The method may comprise actuating one or multiple actuators of the chassis and/or the vehicle seat in such a manner that at least the type and/or direction of the maneuver may be perceived by the driver of the vehicle via his haptic and/or kinesthetic sensory channel, in particular via the seating surface and/or backrest surface of the driver (thigh, buttocks, side parts, back, neck, head) by means of the driving seat.
It may be transmitted to the driver via at least one perceivable component of the haptic and/or kinesthetic signal that is oriented significantly to the side that the planned maneuver in relation to the corresponding direction is relative to the vehicle.
The method may optionally, alternatively or in addition thereto comprise: in the event of the planned maneuver also comprising a significant change in the longitudinal control of the vehicle, for example an accelerating phase for an overtaking maneuver or merging procedure, an adjustment of a seat segment may also be performed, preferably of the seat backrest of the vehicle, in dependence upon the acceleration vector in a chronological relation to the accelerating procedure. The adjustment of the seat segment (at least chronologically or spatially) may be combined with a further haptic and/or kinesthetic signal.
Moreover, at least one piece of time information in relation to the maneuver may also be transmitted, for example a start time of the maneuver and/or a transition from a first phase of a maneuver to a second phase of the maneuver and/or a termination of the maneuver. The point in time and/or the time interval of the adjustment of the seat segment may also be in direct relation to the maneuver, in particular to the accelerating procedure.
The method may comprise the step of ascertaining at least one operating action of the driver and said operating action in particular follows the driver perceiving the haptic and/or kinesthetic signal. It is preferred that the operating action comprises at least one operating gesture, in particular the operating action may comprise a gesture operation or a (3D)-touchscreen operation. It is particularly preferred that the operating gesture comprises directional information, in particular at least one fundamental directional reference or a directional component toward the right-hand side or the left-hand side relative to the direction of travel or orientation of the vehicle.
In the event of the vehicle being in a partially automated mode, and an operating action is determined that is allocated to an accepting operating action and/or if the direction of the operating action is allocated to the direction of the planned maneuver, the planned maneuver may then be performed.
In the event of the vehicle being in a partially automated mode, and an operating action is determined that is allocated to a rejecting operating action, then the maneuver is typically not performed, or a further action is performed in the event that it is determined that owing to the maneuver not being performed, a further action of the driver or of the vehicle is required.
In the event of the vehicle being in a highly-automated (up to the automated) mode, and an operating action is not determined or an operating action of the at least one specific operating action that is allocated to a rejecting operating action for a maneuver or a rejecting operating action for the specific maneuver is not determined, then the planned maneuver may be implemented.
The method may also comprise a step of evaluating the operating action in which the decision is made as to whether the specific maneuver, a maneuver of the specific type or an implementation of each maneuver is currently being rejected or is being rejected in relation to a specific period of time.
In a further example, a specific parking possibility for example may be determined as a free parking spot automatically or in dependence upon the query of the driver or a navigation system. This may be for example a parking space that is located for example in the direction 35° to the right-hand side relative to the vehicle. A driving function of the vehicle determines at least one planned partially automated parking maneuver of the vehicle into this parking space on the basis of the data relating to the area surrounding the vehicle.
The direction to which the parking maneuver (in this case the position of the parking space) relates is allocated to a direction of a kinesthetic and/or haptic signal that may be generated using the actuators that are present in the vehicle. By way of example, this may be a direction of 4, 8 or 16 spatial directions. The direction is allocated to the direction that comprises a highest possible degree of agreement with the direction of the maneuver that is determined.
A kinesthetic and/or haptic signal is generated that may be perceived as oriented or pointing in the allocated direction. By way of example, in the above-mentioned case a kinesthetic and/or haptic signal may be generated in a technically simple manner and the perceptible effect thereof is displayed in the forward right-hand side direction for the driver of the vehicle.
It is also preferred that the type of the maneuver is determined (in this example the "parking procedure" or parking along the right-hand side of the road). Along with the procedure of determining the type of the maneuver, the type of the maneuver itself is also transmitted to the driver of the vehicle using a kinesthetic and/or haptic signal that is generated at short notice.
The driver may comprehend the planned maneuver in a simple manner by looking into the surrounding area of the vehicle in the direction of the perceptible effect of the directed kinesthetic and/or haptic signal and may identify by means of a directional reference the related indicated parking space that the maneuver is aimed at, and/or may identify the intention to park the vehicle in this parking space in an at least partially automated manner.
Moreover, the parking maneuver may be performed with reference to the evaluation of the operating action of the driver that is subsequently ascertained or a search for another alternative parking space may subsequently be performed.
It is particularly preferred that the kinesthetic and/or haptic signal that is disclosed in this document may be generated using the chassis actuators, in particular using vertical dynamic actuators of the vehicle and/or using the actuators of the vehicle seat.
Kinesthetic signals may in particular comprise signals that for the most part are perceived via the vestibular system of the driver. The changes of the orientation of the human body within the space, said changes being caused by means of the kinesthetic signals that are generated and/or the accelerations acting upon the human body may be perceived by the driver by means of the vestibular sensory channel of the driver. In particular, in the case of a kinesthetic signal, this is a short-notice accelerating function that acts on the large part of the body and/or at least on the head of the driver.
It is preferred that kinesthetic signals may be generated that generate specific patterns from effects in specific directions and/or accordingly specific time functions, in particular sequences on the kinesthetic sensory channel.
A kinesthetic and/or haptic signal that is/are generated may be transferred in the method in particular directly or indirectly via the seating surface or backrest surface of the driver (thigh, buttocks, side parts, back, neck, head) by means of the driving seat.
A kinesthetic signal may also comprise a portion of the effect as a turn, in particular a so-called yaw, in relation to the coordinate system of the vehicle. A slight turning effect (for example a particularly short-notice yaw acceleration) about a vertical axis may be transmitted to the driver of the vehicle. Such a yaw may be generated for example using the actuators of the driving seat for example by means of actuating a combination of seat segments of the seat. A yawing kinesthetic signal may be allocated for example to a turning maneuver.
The physical effects that correspond to the kinesthetic and/or haptic signals may also be an additive effect in addition to the effects that otherwise may be generated using vehicle actuators. Other effects may be for example regular accelerations that are used to compensate disturbance variables for example to stabilize a roll of the vehicle or to compensate for inclines in the road, unevenness in the road. A kinesthetic and/or haptic signal may also be generated in such a manner that a (control-technical) desired variable of a stabilizing system is temporarily changed.
Stimuli that for the most part are perceived via the skin of the driver or via outer layers of tissue are understood to be haptic. The human capability in identifying a difference between the physical effects on different, in particular adjacent, body parts is crucial. It is possible by means of the haptic sensory channel of the driver to differentiate by means of the haptic signals that are generated between both spatial as well as temporal changes of the physical effect on different body parts.
It is preferred that haptic signals may be generated that generate specific pressure patterns or pressure changing patterns and/or targeted waves on the body of the driver, in particular on various skin parts of the driver.
It is particularly preferred that kinesthetic signals may be combined with haptic signals. It is particularly preferred that patterns may be formed that generate one or multiple effects on the kinesthetic sensory channel of the driver in specific directions and/or according to specific time functions, in particular sequences of effects and one or multiple pressure patterns or pressure changing patterns and/or targeted waves may be generated on the haptic sensory channel of the driver. Consequently, a large number of (intuitive) easily distinguishable kinesthetic-haptic messages may be generated that relate to different meanings, in particular in relation to a driving task, in particular to a specific maneuver.
It is to be noted that the methods, devices and systems disclosed in this document may be used both alone as well as in combination with other methods, devices and systems that are disclosed in this document. Furthermore, any aspect of the methods, devices and systems that are disclosed in this document may be combined with one another in diverse manners. In particular, the features of the claims may be combined with one another in diverse manners.
Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of one or more preferred embodiments when considered in conjunction with the accompanying drawings.

Method and device for at least partially automated driving

Bayerische Motoren Werke Aktiengesellschaft


The present invention provides a TFE resin molding material which has electric characteristics, particularly low dielectric dissipation factor, in a microwave area, can also lower extrusion pressure as the material is of low molecular weight and can provide a molded article excellent in surface smoothness. The material is especially useful as a coating material for a coaxial cable for equipment in which microwave is used, including satellite transmitting equipment and a cell phone base station. A tetrafluoroethylene resin molding material excellent in high frequency electric characteristics, which provides a molded article having a dielectric constant of at most 2.2 and a dielectric dissipation factor of at most 1.60×10−4 under 12 GHz, and a standard specific gravity of at least 2.192 and less than 2.3 is provided. As the tetrafluoroethylene resin, a tetrafluoroethylene homopolymer or a copolymer of 99.9 to 99.9999% by mole of tetrafluoroethylene and 0.0001 to 0.1% by mole of a specific fluoromonomer is used.

The progress of communication means using electric waves has been amazing. For the electric waves, a high frequency area tends to be used more and more, as the amount of information transmitted increases. For example, a UHF (ultra high frequency) of up to a frequency of 300 MHz is used for wireless LAN (local access network) and cell phones. However for high frequency wireless LAN, satellite communication and cell phone base stations, which will be the center of future development, microwaves of 3 to 30 GHz are used.
In the case of using these high frequency waves, electric characteristics such as stable low dielectric constant (εr) and a low dielectric dissipation factor (tan δ), facilitated process moldability, and also heat resistance which can resist plating and soldering are desired for the material of parts used for the telecommunications equipment such as electric parts including a connector, casing and coaxial cable. Therefore conventionally, fluorine resin excellent in electric characteristics are used.
Examples of the fluorine resin used in telecommunications equipment are, in addition to polytetrafluoroethylene (PTFE) which cannot be melt-processed, a tetrafluoroethylene (TFE) hexafluoropropylene (HFP) copolymer (FEP: containing at least 6.9% by mole of HFP) and a TFE-perfluoro(alkyl vinyl ether) (PAVE) copolymer (PFA: containing at least 1.5% by mole of PAVE), which can be melt-processed.
As a result of going through research to improve high frequency electric characteristics in a microwave area, especially lowering the dielectric dissipation factor, and also to improve molding processability, the present inventors discovered that by using a TFE homopolymer (hereinafter "PTFE") or a copolymer obtained by copolymerizing TFE and a slight amount of a fluorine monomer (hereinafter "modified PTFE") which is greater in standard specific gravity, in other words by lowering the molecular weight of the PTFE or the modified PTFE, the dielectric dissipation factor can be lowered and furthermore that the PTFE or the modified PTFE has acceptable molding processability.

Tetrafluoroethylene based resin molding material excellent in high frequency electric characteristics


A system and method for providing a reloadable prepaid card account maintained by a foreign financial institution is provided. The foreign financial institution is provided with a domestic payment network authorization code, such as the bank identification number approved by the American Banking Association. The BIN along with a prepaid account number is loaded onto a prepaid card corresponding to the prepaid account. A prepaid cardholder may present the prepaid card to a merchant system for completion of a transaction request. The merchant system may be accessed domestically and may recognize the BIN as belonging to the foreign financial institution authorized to transact business on the merchant's domestic payment network. The merchant may seek satisfaction of the transaction request by submitting the transaction request to an acquirer which may forward the transaction request to the foreign financial institution for processing. The foreign financial institution may provide funds to the merchant system to satisfy the transaction request, and the provided funds may be converted to the currency of the country in which the merchant system is accessed by the prepaid cardholder.

In recent years, economic globalization has led to an increased number of international business travelers. To conduct business, these business travelers typically must remain in a country of a different origin and/or monetary base than from where the business traveler originated. In some cases, it may be necessary for the business traveler to remain in the foreign country for an extended period of time in order to complete his intended business.
To subsist in the foreign country for any extended period of time, the business traveler often must be able to pay for living or business expenses. In that regard, an employer may provide the business traveler with various different means for paying for the expenses. For example, the business traveler may be given cash which can be issued in the currency of the traveler's country of origin (e.g. local currency) or in the currency of the country of the traveler's intended destination (e.g. foreign currency). However, carrying cash has several disadvantages. For example, the cash typically must be converted to the currency of the country of intended travel using international currency conversion rates. Further, the traveler typically must keep track of expenses incurred during his business trip for reimbursement and accounting purposes. Further still, cash is often irreplaceable if lost or stolen, leaving the business traveler without sufficient funds to sustain his trip.
In spite of the disadvantages of carrying cash, some business travelers may still prefer to carry a negotiable paper currency such as traveler's checks. In general, paper traveler's checks are issued in the currency of the country in which the traveler's checks are intended to be used. In addition, the traveler's checks typically are given a unique serial number for tracking the checks in the event the checks are lost or stolen. Further, the traveler's checks often must be countersigned by the holder before it may be negotiated.
Traveler's checks may be desirable as compared to conventional cash because of the signature authorization required and because of the ability to be re-compensated the face value of the traveler's checks if the checks are lost or stolen. The traveler may recoup his losses by reporting to the traveler's check issuing institution the serial numbers of the lost or stolen checks. Unfortunately, since the traveler's check issuing institution must verify that the checks were not used, or were subject to unauthorized use, such reimbursement is typically not immediate. Thus, the traveler is often placed at a financial disadvantage until such time as the verification is made and the traveler is reimbursed the amount of the lost checks.
Another method for providing the business traveler with the needed funds includes issuing the traveler a transaction card enabling the business traveler to electronically interface with a financial institution. For this purpose, a variety of cards exist. For example, a traditional credit card is a card which typically contains a magnetic stripe encoded with an account number which may be read at special terminals at a merchant's location. The merchant terminal may read the account information and may transmit the account information and the amount of the intended transaction to the credit card issuing institution. The credit card issuing institution may check credit available for the account against the requested transaction to determine if the requested transaction is within the transaction account credit limit (e.g., available credit). Where the requested transaction does not exceed the available credit, the issuing institution may extend the credit needed to complete the desired transaction.
Although the credit cards may be readily replaced if lost or stolen, using the credit card to complete a transaction has one clear drawback. In particular, the user of the credit card is often charged interest on the credit extended, which means that the traveler may end up paying more than the original amount needed to complete the desired transaction.
Another type of transaction card which may be used by a business traveler is a debit card. Typically, a debit card is not used to extend credit, but rather to debit or withdraw cash from an account for immediate payment to a merchant. The debit card typically corresponds to a checking account (or savings account) established by the holder of the debit card. The checking account is usually established at a financial institution located in the country of intended use. The checking account and the financial institution are usually only recognized in the country in which the financial institution is located. Thus, the debit card is typically not useful for completing transactions in countries other than where the checking account is located. This is especially important since the financial institution to which the checking account is linked may not be recognized in the country where the transaction is to be completed.
Still another type of transaction card which may be used by a business traveler to access funds is the automated teller machine (ATM) card. Similar to a debit card, the ATM card is typically linked to a checking (or savings) account maintained at a particular financial institution. The ATM card may allow the ATM cardholder to remotely access funds stored in the checking or savings account by presenting the card to an ATM which is connected to an ATM interchange to which the financial institution subscribes. Like a debit card, the financial institution must be recognized by the ATM network. Thus, ATM cards are typically not useful to a foreign business traveler who attempts to retrieve funds in a country other than where the checking or savings account is established. This is true since the financial institution is often not recognized in the country where the transaction is to be completed.
Still another method for providing the business traveler with funds includes providing the business traveler with a "prepaid" transaction card which is linked to a prepaid account. The prepaid account may be established at a financial institution located in the country in which the card is to be used. The prepaid method requires the prepaid cardholder to deposit into the prepaid account a predetermined amount of funds. Subsequent to delivery of the goods or services, the amount of the transaction for goods and services is charged against the amount available in the prepaid account. However, similar to the debit cards, the prepaid card is typically geographically limited in that the card may not be used in a country which does not recognize the financial institution where the prepaid account is established. Consequently, since it is often imperative that the business traveler be provided access to sufficient funds for payment of these expenses, a system and method is needed which will allow the business traveler to access the needed funds, whether or not the traveler's attempt to access the funds in his/her country of origin or the foreign country in which he is traveling.

System and method for a prepaid card issued by a foreign financial institution

American Express Travel Related Services Company, Inc.


A method includes providing a three-dimensional representation of a doubly curved surface as a smooth function or triangulated mesh. The three-dimensional surface is cut into one or more panels representing each panel by a triangulated mesh. A two-dimensional approximation of the set of panels is created by representing the two-dimensional pattern as a triangulated mesh that is topologically equivalent to the three-dimensional meshes representing the panels.

The present disclosure relates to a method for creating a curved covering from flat material, particularly mounted graphics for windows.
Mounted graphics include designs printed on substrates that can be mounted on surfaces. Mounted graphics include window graphics, which can be attached to windows, e.g., building windows, car windows, etc.
In certain applications, a window graphic displays a pattern when viewed from one side of the window, but is perceived as transparent from another side of the window. Creating a window graphic that displays an image, but also transmits light, can be accomplished by printing the image on one side of a substrate material and physically perforating the substrate material. When the perforated window graphic is attached to a window of a structure, a person inside the structure can see through the holes in the perforated substrate to the outside, thereby perceiving the window graphic as transparent.
On the other hand, a person outside the structure may see the image printed on the outside surface of the substrate of the window graphic (i.e., the material remaining after perforation), without perceiving light through the holes.
The window graphic may be physically affixed to the window surface via an adhesive. The window graphic is attached to the window surface by coating the substrate with an adhesive, and fixing the substrate to the window surface. The window graphic may also be covered with a laminate.
When the conventional window graphic is mounted on a tilted or curved mounting surface, the image and perforation pattern appears distorted from different viewpoints.
In practice, current products use a single substrate; a single perforation pattern; an additional lamination layer. In addition, conventional window graphics generally must be installed by a professional; on vertical surfaces to ensure that light transmission is not impeded; and on surfaces without wiper blades or defrost wires.

Method for creating a curved covering from flat material


Provided herein are, inter alia, compositions and methods for the treatment of cancer. The compositions include, for example, an antibody variable domain or antibody construct, inter alia, useful for targeting and killing cancer cells. Due to their ability to differentially bind cancer cells versus non-cancer cells, the compositions provided herein may be used, for example, for therapeutic and diagnostic purposes.

New cancer immunotherapies are rapidly entering the clinic due to their promising potency. Monoclonal antibodies and antibody-based immunotherapeutics are particularly attractive platforms due to their high specificity and proven antitumor effects. Immunotherapeutics currently under development have been designed against a range of targets; however these tumor-associated targets are often expressed by both cancer and healthy cells. Consequently, these immunotherapeutic agents inevitably deplete healthy cells in the process of eliminating tumors. Thus, there is a need in the art for immunotherapeutics that can distinguish and selectively kill cancer cells while leaving healthy cells unharmed. Provided herein are, inter alia, antibody constructs and methods of using the same addressing these and other problems in the art.

Antibody variable domains and antibody constructs

BOARD OF REGENTS, THE UNIVERSITY OF TEXAS SYSTEM


A method of delivering targeted application generated information to multiple users can include generating data items to be output to classes of at least one user and associating the data items with data categories. The data categories can be associated with at least one of the classes of users. The data items can be distributed to classes of users that are associated with the data categories of the data items.

1. Technical Field
The invention relates to the field of information technology, and more particularly, to providing information to multiple recipients in a targeted manner.
2. Description of the Related Art
Many different types of applications generate information that can be shared among multiple participants. For example, the output of presentation software such as Lotus Freelance® available from Lotus Development Corporation of Cambridge, Mass., can be viewed not only on the presenter's computer, but also on a display that can be viewed by a larger audience, such as a large projection display of the sort typically used with portable computers. Other applications including electronic meeting software such as Lotus Sametime®, also available from Lotus Development Corporation, can present data that can be simultaneously viewed by the owner of the meeting as well as the meeting participants in a distributed computing environment.
Although conventional applications can be configured to present data to multiple participants, such applications provide the same data to each participant. That is, such applications provide the same data to each participant without regard for the type of data being provided or the class of user to whom the data is being provided. Thus, if a need arises to select only a subset of the total data output based on who is to receive the data, conventional applications cannot perform such actions. For example, during a business presentation, a presenter may rely upon "speaker notes" when presenting audio and/or visual material to an audience. With conventional presentation software, the audience sees the same screen content as the presenter. Thus, the presenter must prepare hard copy notes to prevent the audience from viewing the speaker notes. Similarly, in the case of conventional meeting software, although the owner or initiator of a meeting can choose who may and may not participate in a given meeting, each user can view everything that the meeting owner elects to share.
The problem further can be exacerbated when the information to be presented is not generated until after multiple participants have already begun participating in a session. Conventional applications not only rely on the meeting owner to determine which items may or may not be shared with other participants, but typically require such determinations be made prior to a meeting or other presentation session, or prior to generating the data to be shared. In situations where data is generated and shared dynamically during an online meeting, however, one may not be able to determine whether the resulting data is public or private until the data is generated and the results can be evaluated. This can be especially true in cases where the actual content of the data determines whether the information is of a public or private nature. Presently, conventional applications do not allow for dynamic determinations of whether data is public or private, nor do conventional applications evaluate data based upon the content of the data.

Targeted information delivery to multiple users

International Business Machines Corporation


A device for switching an automatic transmission range includes an actuator, a detent mechanism driven by the actuator and engageable with concave portions, and a control unit. The control unit sets first and second positions of the detent mechanism as first and second target values for positions corresponding to first and second transmission ranges. The first position is detected when the detent mechanism is driven to a limit position, is driven by a first predetermined amount, moves toward a valley of a first concave portion without being driven by the actuator, and then stops naturally. The second position is detected when the detent mechanism is driven by a second predetermined amount to move away from the first target value, move toward a valley of a second concave portion without being driven by the actuator, and then stop naturally.

In the related art, there is disclosed a device for switching the range of an automatic transmission which is provided with an electrically driven and controlled actuator and a range switching shaft that is positioned at angles corresponding to a plurality of ranges by a detent mechanism, and which enables the actuator to rotate the range switching shaft such that the range switching shaft switches between the plurality of ranges.
In this type of the range switching device, variations in the manufacturing or assembling of configuration components induce variations in the rotational angle of the range switching shaft, and thus the positioning accuracy and the responsiveness of range switching control based on a detected value of the rotational angle become worse.
In Patent Document 1, a range position is set in such a way that a limit position (the wall of a concave portion) of the operation range of a detent plate fixed to the range switching shaft, is learned as a reference position, and a rotation angle from the reference position to the range position is given as a fixed value.

Device and method for switching range of automatic transmission


A dunnage bar construction comprises an elongated tubular bar of rectangular cross-section having an elongated slot in the inner wall thereof. A reinforcement for the tubular bar comprises an elongated channel extending lengthwise within the bar. The channel has a bottom wall spaced from the inner slotted wall and side flanges welded to the side walls of the tubular bar. The channel and the slotted inner wall define a pocket for a dunnage strip. The dunnage strip has a nose portion projecting through the slot. The reinforcement also includes an elongated brace of inverted, generally U-shape extending lengthwise within the space beneath the channel. The brace has a base in full surface-to-surface contact with and secured to the bottom wall of the channel. The brace has side flanges extending from the base into contact with the tubular bar at the intersections of the outer wall and side walls of the tubular bar.

Dunnage bars have many uses and may, for example, form part of a rack for transporting metal stampings such as automotive vehicle door panels, hoods and rear deck lids. The dunnage bar carries a dunnage strip, which is usually of a suitable plastic or elastomeric material, that engages the metal stampings and holds them in place.
Often a rack full of metal stampings is shipped in a rail car. When the train starts or stops suddenly, the dunnage bar may be subjected to severe impact. The dunnage bar, which in some instances, is 100 inches or more in length, needs to be strong enough to withstand the impact without twisting or bending.
The dunnage bar of the present invention is an elongated, tubular, rectangular member having an inner wall provided with an elongated slot to receive a dunnage strip. Reinforcement for the bar comprises a channel within the bar, forming with the slotted wall a pocket for the dunnage strip. The reinforcement also includes an elongated, generally U-shaped brace between the bottom wall of the channel and the outer wall of the bar. Preferably, the brace has a base secured to the bottom wall of the channel, and flanges which diverge from the base and contact the dunnage bar at the intersection of its side walls and outer wall.
One object of this invention is to provide a dunnage bar construction having the foregoing features and capabilities.
Another object is to provide a dunnage bar which is composed of a relatively few simple parts, is rugged and durable in use, and is capable of being inexpensively manufactured and assembled.


Provided herein are polypeptides and polynucleotides encoding such polypeptides which have ketoisovalerate decarboxylase activity. Also provided are recombinant host cells comprising such polypeptides and polynucleotides and methods of use thereof.

Butanol is an important industrial chemical, useful as a fuel additive, as a feedstock chemical in the plastics industry, and as a food grade extractant in the food and flavor industry. Each year 10 to 12 billion pounds of butanol are produced by petrochemical means and the need for this commodity chemical will likely increase in the future.
Methods for the chemical synthesis of the butanol isomer isobutanol are known, such as oxo synthesis, catalytic hydrogenation of carbon monoxide (Ullmann's Encyclopedia of Industrial Chemistry, 6th edition, 2003, Wiley-VCH Verlag GmbH and Co., Weinheim, Germany, Vol. 5, pp. 716-719) and Guerbet condensation of methanol with n-propanol (Carlini et al., J. Molec. Catal. A. Chem. 220:215-220, 2004). These processes use starting materials derived from petrochemicals. The production of isobutanol from plant-derived raw materials could minimize the use of fossil fuels and would represent an advance in the art.
U.S. Pat. No. 7,851,188 describes enzymatic pathways for the production of isobutanol in recombinant microorganisms. The penultimate step in one metabolic pathway described therein for the production of isobutanol is the conversion of α-ketoisovalerate to isobutyraldehyde. There remains a need in the art to identify additional enzymes that are suitable for use in isobutanol biosynthetic pathways.

Keto-isovalerate decarboxylase enzymes and methods of use thereof


A method of acquiring software profile information of a target software application includes receiving a programmed interrupt while executing an application in a computer system, servicing the interrupt such that call stack information is acquired and processing the call stack information to produce statistical information concerning function calls. The call stack information includes program counter and other information which is derived from the target application as well as operating system. Some or all of the call stack information may be recorded. The statistical information includes statistics concerning the number of samples wherein a series of functions calls are included in the call stack information and the number of samples wherein a set of function calls are at the top of the call stack information.

In general, software profiling is a technique for measuring or estimating what parts of a complex hardware and software system are consuming the most computing resources. The most common profiling tools aim to determine which segments of code within an application or service are consuming the most processor time and to find performance "bottlenecks" where optimization can be most beneficial to the running time. Profiling can also be applied to the consumption of other resources, such as processor caches, operating system APIs, memory, and I/O devices.
The two most common approaches used in processor-time profiling are sampling and "per-occurrence" measurement. Sampling involves choosing a subset of interesting events, determining the cause of those events, and reporting the frequency of those causes. For example processor-time sampling involves measuring, at regular time intervals, which code was running; such as noting, at regularly-spaced times, the value in the processor's instruction pointer register.
FIG. 1(a) depicts an example of sampling. FIG. 1(a) is a time profile of a notional computer program where functions within the computer program FA, FB, FC are being executed at various times according to needs of the program. In FIG. 1(a), regularly time-spaced sampling intervals (SP) are indicated where a profiler function would sample the system operation to determine its state at the time of sampling. Typically, such sampling would involve reading a program counter or instruction pointer to determine the subroutine being run representing each function. The frequency at which the program counter or instruction pointer was a particular value provides an estimate of how often the processor was executing that instruction or subroutine. Or the samples for all instructions within a function can be grouped together to produce a report of top time-consuming functions. Sampling at intervals other than time can provide an indication of consumers of other resources. For example, if it is possible to sample every "Nth" cache miss, then you could estimate the functions which produce the highest number of cache misses.
"Per-occurrence" measurement is done every time a particular event occurs. The main forms of this measurement are counting the number of times an event occurs, or querying the time at the beginning and end of a work interval and subtracting to find the amount of time taken to perform that work. The "instrumentation" to count the event or to measure the interval may be added to the code manually, or may be built-in to the code by a compilation tool. FIG. 1(b) is an example of "per-occurrence" measurement in a software time profile where instrumentation is used to determine system events. Each test point (TP) in FIG. 1(b) represents the beginning or end of an event, such as the beginning or end of a function within the software run profile.
The two techniques of sampling and per-occurrence profiling both have advantages and disadvantages. The per-occurrence measurement cannot be performed for code which does not contain any instrumentation. Also, duration timing measures nearly-exact running time, but the measurement itself can skew results by affecting the duration. For example, the work required to read the time on entry and exit to a function is much larger in proportion to the run-time of small functions than it is in proportion to the run-time of large functions. Per-occurrence measurement can also produce a very large amount of data if the occurrences happen very often. For example, logging the entry and exit of every function in an application shown in FIG. 1(b) will add up quickly.
On the other hand, sampling, as in FIG. 1(a) typically produces much less data. Rather than capturing every moment in time, time-based sampling is scaled back to sample at a relatively low frequency. In fact, the sampling frequency can be adjusted to suit the situation; sampling too often produces too much data, while sampling too infrequently leads to inaccuracy of measurement. For example, an ill-spaced sampling interval as in FIG. 1(a) would miss two of the three occurrences of function FB. That inaccuracy is the disadvantage of sampling; since samples only provide you with captures for a very small portion of the overall whole, the result is only an estimate rather than an exact measurement. Chance sampling within functions that occur very rarely can make those functions appear to take a higher proportion of time than they actually do appear. Sampling is also susceptible to errors related to events that occur at the sampling interval. For example, if a profiler is sampling the processor instruction pointer once every 100 milliseconds, and some other event is occurring once every 100 milliseconds, then the profiler could possibly miss every instance of that event, or it could possibly hit every instance of that event, making it appear as though the event-handling code was running 0% or 100% of the time, respectively, when in truth the event-handling code would be running at some intermediate level between the extremes.
An ideal system would gather all of the data available and then process the data without affecting the run of the application. However, data memory and processing time are normally limited, so a better approach would be to take a minimum amount of data to gain a maximum amount of insight as to how a system was behaving during run time. However, that minimum amount of data is difficult to predict and instrument. Thus, there is a need for a technique which can perform a variety of profiling functions in a time efficient manner, gathering a reasonable amount of data, and produce results without greatly affecting the run time performance of the system under test. The present invention addresses the aforementioned needs and solves them with additional advantages as expressed herein.

Method and system for a call stack capture


This invention relates to endless tracks and systems used to propel track laying vehicles [i.e., vehicles which use endless tracks rather than tires to contact the terrain over which they are driven, e.g., tractors, tanks, bulldozers, etc.] and, more particularly, to an improved rubber track design and system allowing the endless track to be driven more efficiently at highway speeds. The track is made from a polymer adapted to travel over a drive sprocket, a plurality of guide wheels and a tensioning wheel, the track having a first exterior ground engaging surface and a second interior drive sprocket engaging surface, the track comprising: a carcass portion in which reinforcements are embedded into the polymer; a plurality of tread lugs disposed on the first engaging surface; a plurality of drive lugs disposed on the second engaging surface and a plurality of guide horns disposed on the second engaging surface.

1. Field of the Invention
This invention relates to endless tracks used to propel track-laying vehicles [i.e., vehicles which use endless tracks rather than tires to contact the terrain over which they are driven, e.g., tractors, tanks, bulldozers, etc.] and, more particularly, to an improved rubber track design allowing the endless track to be driven more efficiently at highway speeds.
2. General Discussion
Numerous types of vehicles are frequently used in terrain in which it is difficult for pneumatic tires to operate. Both military vehicles, such as tanks and amphibious vehicles, and civilian vehicles, such as tractors and recreational vehicles, are sometime utilized on terrains which are very soft, for example sand surfaces. Pneumatic tires are not capable of efficient operation on such soft surfaces, as they tend to burrow into the surface, rather than riding across the surface.
Endless track vehicles have been developed for use on terrains in which pneumatic-tired vehicles are impractical. See for example U.S. Pat. No. 3,361,488 (Ohm et al), U.S. Pat. No. 3,688,858 (Jespersen), U.S. Pat. No. 3,734,577 (Snellman) and U.S. Pat. No. 3,955,855 (Massieon et al). In many types of terrain these vehicles provide improved performance relative to the performance of pneumatic-tired vehicles; still, difficulties are encountered with existing endless track vehicles.
Originally, such tracks were made of a plurality of metal links or shoes pivotally attached to each other to form an endless track which are very heavy, cause serious damage to roads and other surfaces on which they run and result in an uncomfortable ride for the passengers. See for example U.S. Pat. No. 2,823,082 (Bauer) and U.S. Pat. No. 4,530,546 (Meisel, Jr.). Heavier vehicles still use metal tracks.
The above-referenced conventional tracks have the disadvantages of being noisy and vibration prone, not sufficiently durable and/or not usable on road surfaces. This is because of the conventional configurations and use of metal parts. Accordingly, substantial efforts have been made to construct quieter, smoother operating and more durable tracks for tracked vehicles.
A need has developed for a form of vehicle appropriate for both normal highway use and off-road use over snow-covered, very uneven, or muddy terrain. There is significant need for such a vehicle not only during armed conflicts but also following natural emergencies (snow and wind storms, floods, etc.), and such vehicles are at present particularly needed in developing countries. Unfortunately, almost all available automotive vehicles require infrastructure (paved highways, bridges, etc.) for practical operation, and the developing countries are decades away from having the necessary infrastructure for such conventional vehicles. Further, most load-carrying off-road vehicles presently in use have either very large wheels or very cumbersome tracks which are heavy, slow moving, and inappropriate for use on paved roads at normal highway speeds.
Rubber endless tracks have become popular due to an increase in construction in urban areas where vehicles having tracks must drive on the pavement and because there is a demand for low soil compaction farming. With the combination of rubber technology and a tremendous amount of trial and error, various types of rubber tracks are now available in the industry. They are used on excavators, dump carriers, boring machines, combines, tractors, and the like See for example U.S. Pat. No. 5,279,378 (Graiwey & al) and U.S. Pat. No. 6,267,458 (Hansen et al). Most of them operate on the job site only and are transported between sites by trucks or trailers. To eliminate the inconvenience of transporting the vehicle between job sites, a vehicle which can operate both on public roads at normal speeds and in off-road construction environments is required. However, such a vehicle will have to be constructed so as to provide little damage to the pavement, include less vibration and noise, and operate with less maintenance and lubrication. Furthermore, vibrations to be transmitted to occupants are mitigated and paved roads are not significantly damaged.
A number of hybrid tracks have been proposed where the links or shoes are made of metal which is provided with a rubber cover or insert. See for example U.S. Pat. No. 2,359,586 (Sayler), U.S. Pat. No. 2,369,130 (Benson), U.S. Pat. No. 2,409,502 (Leguillon et al), U.S. Pat. No. 3,148,921 (Batur et al), U.S. Pat. No. 4,109,971 (Black et al), U.S. Pat. No. 4,359,248 (Kortering) and U.S. Pat. No. 4,588,233 (DenBesten).
3. Description of the Related Art
[NOTE: As used herein, the term "rubber" relates to any elastic and primarily non-metallic materials such as rubber, elastomers, or combinations thereof used in the manufacture of endless tracks].
Most rubber tracks are formed around a basic carcass or belt. The carcass includes an endless belt-shaped rubber-like elastic member, a number of core bars (usually of metal) embedded therein and aligned in the longitudinal direction thereof and extending in traverse directions thereof, and steel cords (tension-resistant members) embedded in the endless elastic member to surround the core bars circumferentially outwardly. See for example U.S. Pat. No. 4,904,030 (Ono), U.S. Pat. No. 5,295,741 (Togashi et al), U.S. Pat. No. 5,511,869 (Edwards et al) and U.S. Pat. No. 6,241,327 (Gleasman).
Some have suggested the construction of endless rubber tracks using a plurality of interconnected polymeric modules. See for example U.S. Pat. No. 4,861,120 (Edwards et al) U.S. Pat. No. 5,005,922 (Edwards et al).
Terrain-contacting lugs are formed integral with the exterior surface of this basic belt element. Known rubber tracks include large lugs having a variety of well-known orientations, e.g., formed generally perpendicular to the track axis, or at an angle to the track axis, or in a chevron or modified-chevron design. These latter special tracks also include interior lugs or horns for maintaining the track in alignment as it travels over the circumferences of the rubber-tired wheels, such lugs being located either in the centre of the interior surface of the track (for designs appropriate for fitting between the tires of dual-wheels) or in two aligned rows near the outside edges of the track (for receiving a single tire there between). See for example U.S. Pat. No. 5,447,365 (Muramatsu & al) and U.S. Pat. No. 5,540,489 (Muramatsu & al).
The tracks are carried by a plurality of rotating elements (wheels, sprockets, etc . . . ) mounted on the track-laying vehicle, the tracks being maintained in circumferential contact with these rotating elements and being driven thereby (or, in the case of trailer-like non-driven vehicles, being supported for rotation thereon).
Problems encountered in actually reducing such an endless rubber track to practice include how to maintain adequate tension on such belt, how to drive such tracks and keeping the belt in lateral alignment with the wheels when the wheels are subject to large lateral loads. Other problems are maintaining the structural integrity and providing long life for the belt, mid-rollers, drive wheels, and idler wheels.
While smaller rubber tracked vehicles are commercially available, these do not carry adequate loads for military vehicles (including tanks), normal multi-passenger or produce transport, and their drive wheels can easily become mired in heavy mud or snow.
As stated in U.S. Pat. No. 5,295,741 (Togashi et al), when a vehicle equipped with rubber tracks moves on sandy terrain or quarries, the rubber tracks are likely to shift from advancing directions of the vehicle due to elongations and contractions of the rubber-like material in vertical and horizontal and other directions. As a result, the rubber tracks unavoidably get off the sprocket wheels or track rollers of the vehicle. Various attempts have been made in order to prevent the dislodgement of the rubber tracks from the vehicle, but they have not met with success.
Known rubber tracks, when mounted on the rotating wheels of vehicles, exert distinct resistive forces that must be overcome to move the vehicle, i.e., resistive forces in addition to those forces created by the load being carried and/or generated by the terrain. These further resistive forces relate to the additional tensions required to stretch the heavy lugs of the tracks around the wheels over which they are mounted and to the additional friction generated between the tracks and the terrain. While the latter frictional resistive forces are a valuable attribute under wet or snowy conditions, they add undesirably to energy costs when driving the vehicle over flat, hard surfaces.
The aforementioned patents are representative of a large body of patents which purport to solve one or more of the rubber track system implementation problems. Such body of patents constitutes documentary evidence that efforts to achieve this blend of track and wheel propulsion systems have been exerted for over half a century without realizing any practical measure of success. Solutions to the problems of actually implementing a heavy-duty vehicular rubber track drive system have proven elusive and scientific scaling techniques have not, to date, been successfully applied to light duty vehicles for purposes of developing a heavy-duty rubber track system. Thus, despite the long felt need for and the advantages thereof, a heavy-duty application vehicle utilizing such rubber track system is commercially unavailable today.
For this reason, most military tracked vehicles are still equipped with metallic tracks. In an effort to reduce the inconveniences related to such metallic track systems, some tracks are provided with rubber pads on the ground engaging side of the metallic track.
However, these metallic tracks still present significant inconveniences in relation to wheeled vehicle. Some of these problems can be summarized as follows:                Noise. The metallic track produces an excessively high level of noise. This fact can cause a significant strategic disadvantage when used in association with military vehicles since the enemy can detect the presence of the military vehicle many miles away.        Damage. With respect to civilian vehicles equipped with such tracks or military vehicles used in peace keeping missions, the metallic tracks can cause significant damage to the ground surface whether it be paved or not.        Weight. Metallic tracks are very heavy. For example the typical weight of a metallic track used on an M113 tank is 1200 pounds while the metallic track used on a Bradley tank is 2500 pounds. Such a weight is both an inconvenience with respect to the mobility of the vehicles and with respect to their consumption of fuel.        Short lifespan. Metallic tracks have a short lifespan. Even metallic tracks provided with rubber pads wear out extremely rapidly such that the pads need to be replaced every 500 to 1000 miles on a military tank.        Maintenance. Metallic tracks also require a lot of maintenance. The replacement of the rubber pads, the metallic links or shoes, etc. requires a continuous maintenance of the tracks.        Costs. Finally, the cost of manufacturing, maintenance and refurbishing are extremely high.
As seen above, efforts to develop a rubber alternative to metallic tracks have been relatively successful in relation to "light" vehicles. However, such rubber tracks, although an improvement in many respects over the known metallic tracks still have the following shortcomings in relation to heavy equipment such as tanks:                De-tracking. De-tracking is a phenomenon by which a track loses contact with the guiding system such that it will completely remove itself from the vehicle and thus cause it to stop. To limit this phenomenon, more or less rigid protuberances or guide horns are disposed along the interior portion of the track to form a rampart which fits between guide wheels. These wheels are generally grouped in pairs and the space between the wheels allows the guide horns to past freely between them. Another element which is important to reduce de-tracking is the use of an appropriate tension wheel.        Teeth Skipping. Tracks are powered by a motor mechanically connected to a sprocket which engages protuberances or drive lugs on the inside surface of the track. If these drive lugs are allowed to skip over the teeth of the sprocket, damages to and premature wear of the track will occur. The abrupt movements which result also cause significant discomfort to the passengers of the vehicle. In order to diminish such teeth skipping phenomenon, the drive lugs on the track must produce as small a friction as possible on the sprocket while allowing the sprocket to firmly engage the track. Again, tensioning of the track is a critical element.        Wear and tear. Tracks can also prematurely break down due to a number of other internal and external elements such as: breakage of reinforcing rods, tearing of the reinforcing fabric, cables and fibres and the abrasion, piercing, tearing and delamination of the rubber components.
The prior art solutions which are adapted for industrial and agricultural vehicles are inadequate when faced with the severity of the problems faced by military vehicles. Indeed, the high weight of military vehicles combined to the high speeds and strong accelerations (both lateral and longitudinal) create high stresses in the track which considerably amplify the aforesaid problems.

Endless track for high speed multi-terrain vehicles


A one-piece roll guard (10) having two half segments (12, 14) connected by an integral hinge (16) for protecting a caster (100) wheel by clearing obstacles away from its rolling path. The two segments of the roll guard (10) are closed and secured together around the caster wheel with a locking tab (18a) and matching locking slot (18b) integrally formed in the two segments. The roll guard is formed with a weighted lower lip (26) to improve stability by lowering the center of gravity of the roll guard (10).

Modern day hospital operating room floors are cluttered with many kinds of hoses and electrical cords for such equipment as electrocardiographs, pulse oximeters, CO.sub.2 monitors, and other diagnostic equipment.
Heavy anesthesia machines, usually mounted on a large cart containing devices for delivering and monitoring the administration of anesthetic to a patient, are difficult to move about through the clutter of cords and tubing. In rare instances, cart wheels may catch on tubing, accidentally disconnecting patients from breathing systems. In other instances, people have been injured when the wheels of anesthesia carts were jammed or even snapped off by the clutter of cords, causing the anesthesia machines to fall on patients and doctors.
These same difficulties can arise with caster wheeled equipment in other environments, such as mobile computer tables, mobile test equipment such as in electrical engineering environments, and for mobile industrial equipment.
One solution to this problem appears in U.S. Pat. No. 5,170,528 to Navar et al. The Navar device is a complicated arrangement, having many parts, in which a wheel is embraced within a system of rollers surrounded by an obstacle-clearing shield. One problem with the Navar device arises from the fact that it is not easily disassembled. Whenever there is a need to install or remove the device from a cart wheel, either numerous locking pins and interlocks must be installed or removed, or the heavy anesthesia cart must be lifted onto or off of the device, thereby creating a possibility for an accident to occur. Another problem posed by the Navar device arises from the system of rollers, which may pick up dirt, hair, or other debris. Debris in the rollers creates the potential for jamming the rollers, thereby transforming the obstacle-clearing device of Navar into the very obstacle that the device was meant to clear.
An additional obstacle clearing device which has been utilized consists of a simple cylindrical tubular shield which is cut from a length of plastic pipe. However, because of the solid, non-jointed nature of this shield, the entire anesthesia cart must be lifted to place or remove the shield around a wheel. Installation and removal thus presents risk of back injury or tipping of the machine.

Protective roll guard for clearing obstacles from caster wheels


A method of determining one or more bulk rheological properties of a particle laden fluid comprising providing a system comprising a vessel, a pump coupled to the vessel, and a flow-through apparatus coupled to the pump and the vessel, wherein the flow-through apparatus comprises a flow chamber, a bob rotatably disposed within the chamber, wherein the bob comprises an outer geometry adapted for continuous laminar flow in an axial direction, and a gap between the chamber and the bob, pumping the particle laden fluid into the flow-through apparatus, shearing the particle laden fluid within the gap of the flow-through apparatus, and collecting data from the bob and observing the particle laden fluid to determine one or more bulk rheological properties of the particle laden fluid.

1. Technical Field
The present disclosure generally relates to the field of rheometry. More specifically, this disclosure relates to a flow-through apparatus for testing particle laden fluids and methods of making and using same.
2. Background
Various industries such as the oil industry may need to test particle laden fluids or systems to determine if they are suitable for their intended use. However, in particle laden fluids or suspensions, the particulate matter has a tendency to settle during an experiment and thus, an inaccurate measurement may result. Conventional rheometers do not take into account this settling effect in particle laden fluids nor do they maintain particle laden fluids in suspension. Accordingly, reliable testing of the effect of particle settling on the particle laden fluid has been problematic due to the fact that existing rheometers have been unable to measure to a desired accuracy the rheological properties such as viscosity in a fluid having a high concentration of solids or particles. Consequently, there is a need for improved methods and devices for suspension testing of particle laden fluids.

Flow-through apparatus for testing particle laden fluids and methods of making and using same


An array substrate and a display panel are disclosed. The array substrate includes at least one data line, at least one scanning line, and a pixel cell defined by the data line and the scanning line. The pixel cell includes an ITO thin film and at least one metallic layer below the ITO thin film. The ITO thin film electrically connects to the metallic layer via a through hole. The ITO thin film includes a slit arranged between the ITO thin film and the through hole, and the slit is arranged to avoid the disclination lines so as to improve the display performance.

1. Field of the Invention
The present disclosure relates to liquid crystal display technology, and more particularly to an array substrate and a display panel.
2. Discussion of the Related Art
Liquid crystal display panels include an array substrate, a color filtering substrate opposite to the array substrate, and a liquid crystal layer therebetween. The color filtering substrate includes an ITO thin film. The array substrate includes pixel cells for displaying images. The pixel cell includes the ITO layer for electrically connecting to corresponding metallic layer via a through hole.
The above ITO layers cooperatively generate an electric field. The through hole may result in a lateral electrical field around edges of the through hole. The lateral electrical field drives the liquid crystal at the lateral sides to overlap with the liquid crystal in the central portion to form disclination lines.
The disclination lines may reduce the transmission rate of the display panel so as to increase the cost. When the dimension of the disclination lines is huge, the Mura effect may occur.

Shenzhen China Star Optoelectronics Technology Co., Ltd