A system for dispensing, collecting, and processing wash fluid includes a first movable support frame including a first tank that stores clean wash fluid, a first pump that pressurizes the clean wash fluid and delivers the pressurized wash fluid to a dispenser, a second tank that stores used wash fluid, and at least one of a separator unit and a reverse osmosis unit that process used wash fluid delivered from the second tank. A second movable support frame includes a used washed fluid collection area and a second pump at one end that transfers the collected wash fluid back to the second tank of the first movable support frame through a conduit. The second movable support frame also includes an inclination adjustment mechanism that adjusts the inclination of the second movable support frame so that the collected fluid is supplied to the second pump. A method for dispensing, collecting, and processing wash fluid dispensing wash fluid from a first movable support frame, collecting used wash fluid in a collection area of a second movable support frame, adjusting an inclination of the second movable support frame, transferring the used wash fluid from the second movable support frame to the first movable support frame, and processing the used wash fluid into clean wash fluid.

1. Field of the Invention
This invention relates to systems and methods for dispensing, collecting, and processing wash fluid, in particular wash fluid used for washing engines, and more particularly, aircraft engines, and even more particularly, aircraft jet engines.
2. Description of Related Art
The interiors of aircraft engines are washed to remove the products of combustion, uncombusted fuel, lubricants, and other particulate matter that are introduced and accumulated in the engine during use. Public airports may include a drainage system that directs used wash fluid to a treatment or processing facility that processes the used wash fluid to remove contaminants so that the processed fluid meets certain environmental regulations before being released to a sewerage system. Public airports and military facilities including airbases, however, may be located in regions remote from accessible water treatment facilities and may lack drainage systems for collection and storage of used wash fluid. The used wash fluid must therefore be collected before contacting the ground to prevent pollution and contamination of the military facility and/or surrounding area. The used wash fluid must then be processed to a level suitable for disposal in a sewerage system.
U.S. Pat. Nos. 5,423,339, 5,560,782 and 5,669,982 to Latimer disclose a mobile apparatus including a truck and trailer unit having a high pressure pump for dispensing wash water, a water heater, and a submersible pump that collects used wash water from a flexible wash pad that collects the used wash water. The used wash water is sent to a water treatment unit that separates oil, particulates, heavy metals, pesticides, and hydrocarbons from the used wash water.
The wash pad of U.S. Pat. Nos. 5,423,339, 5,560,782 and 5,669,982 weighs in excess of 350 pounds and requires at least two operators to unfold and set up. The area in which the wash pad is unfolded must be free of all debris and sharp objects, which may require the operators to perform a time consuming cleaning operation prior to setting up the wash pad. The wash pad may also be damaged when the aircraft is moved over the berm, or side, of the wash pad. Damage to the wash pad may result in release of used wash fluid from the wash pad and subsequent contamination of the surrounding area. In addition, the wash pad may be disturbed by winds that may cause release of collected used wash fluid or damage to the wash pad unless the wash pad is staked down by the operators.
In the event that the wash pad of U.S. Pat. Nos. 5,423,339, 5,560,782 and 5,669,982 is used in an area of uneven terrain, the used wash fluid may collect in an area where the submersible pump is unable to remove the used wash fluid. The operator would then be required to move the submersible pump to places where wash fluid is collected.
U.S. Pat. No. 5,597,001 to Rasmussen et al. discloses a portable equipment wash station including a container that stores cleaning equipment, generators, holding tanks for water and fuel, recycling equipment including filters, settling tanks and separation equipment for processing used wash fluid, and a retractable flooring. A sump pump collects the used wash fluid from the retractable flooring. The container may be transported by a train car, a semi-trailer, or ship.
The wash station of U.S. Pat. No. 5,597,001 is similar to the apparatus of U.S. Pat. No. 5,560,782 in that it requires operators to perform a time consuming operation to set up the retractable flooring. In addition, the retractable flooring may be damaged by vehicles entering the flooring over the berm. A plurality of access ramps and track strips must then be set up to allow a vehicle to enter and exit the flooring.
U.S. Pat. No. 5,462,655 to Ladd et al. discloses a vehicle containment mat including a vacuum recovery and recycling system that captures residual waste fluids generated during airplane washing or de-icing procedures. A vacuum pump passes the waste fluid to a storage tank for temporary storage. The waste fluid is then passed to a hydro cycle machine that separates the water from other fluids and particulate matter and the separated water is passed to a reverse osmosis tank where residual impurities are removed.
The system of U.S. Pat. No. 5,462,655 is not portable and requires that the airplane or other vehicle be brought to the containment mat. In addition, the containment mat suffers all of the drawbacks of the mat of U.S. Pat. Nos. 5,423,339, 5,560,782 and 5,669,982 in that it may be easily damaged by vehicles entering or exiting the mat and by debris. The containment mat may also be affected by strong winds that may lead to spillage of the collected used wash fluid and/or damage to the containment mat.
U.S. Pat. No. 5,899,217 to Testman, Jr. discloses an engine wash recovery system that is temporarily installed on an aircraft turbine engine to recover wash liquids and contaminants. The system includes a collector formed of a flexible, liquid proof material, an engine exhaust duct, and a container. The collector collects all liquids emanating from the engine and its housing during the wash process.
The system of U.S. Pat. No. 5,899,217 is difficult to set up as it requires that the operator strap the collector to the engine and connect a drain hose and the exhaust duct to the container. The collector may be damaged while it is being secured to the engine and leak wash fluid into the surrounding area.
U.S. Pat. No. 5,330,579 to Rushing et al. discloses an apparatus and method for spent solvent collection for collecting solvents used to strip coatings, including paint, off vehicles, such as aircraft. The system includes a receptacle having spaced side walls and defining a receptacle bottom portion, the side walls directing spent solvent in both liquid and gas phases to the receptacle bottom portion such that the vapor phase is trapped above the heavier liquid phase. An exhaust port is provided above the receptacle bottom portion for removing the vapor phase. The liquid solvent is not continuously drained by a centralized system but the receptacles are individually drained as the liquid solvent level of each receptacle becomes too high. The liquid solvent is removed for subsequent purification and reuse.
There exists a need for a system for cleaning aircraft engines that dispenses wash fluid, collects used wash fluid and processes the used wash fluid to a level safe for disposal into a public sewerage system that is more easily set up and in a less time consuming manner than conventional systems. In addition, there exists a need for a system that dispenses, collects and processes wash fluid that is safer than conventional systems by reducing the possibility of the collected used wash fluid leaking from the containment area. There also exists a need for a system that dispenses, collects and processes wash fluid that includes an apparatus for collecting used washed fluid and transferring the used wash fluid to a processing system that is more reliable and easier to operate than conventional systems.
Accordingly, one aspect of the present invention is a system for dispensing, collecting and processing wash fluid that includes a collection apparatus that is easily set up in a relatively short time by a single operator.
Another aspect of the present invention is a system for dispensing, collecting and processing wash fluid that includes a collection apparatus that reduces the possibility of used wash fluid leaking from the collection apparatus.
Yet another aspect of the present invention is a system for dispensing, collecting and processing wash fluid that includes an apparatus that reliably and easily collects and transfers used wash fluid from a containment and collection area to a processing area.
A system for dispensing, collecting, and processing wash fluid according to an exemplary embodiment of the present invention includes a first movable support frame including a first tank that stores clean wash fluid, a first pump that pressurizes the clean wash fluid and delivers the pressurized wash fluid to at least one dispenser, a second tank that stores used wash fluid, and at least one of a separator unit and a reverse osmosis unit that processes used wash fluid delivered from the second tank into clean wash fluid. A second movable support frame includes a used washed fluid collection area and a second pump at one end that transfers the collected wash fluid from the collection area to the second tank of the first movable support frame through a conduit. The second movable support frame also includes an inclination adjustment mechanism that adjusts the inclination of the second movable support frame so that the collected fluid is supplied to the second pump.
A method for dispensing, collecting, and processing wash fluid according to a first exemplary embodiment of the invention dispensing clean wash fluid from a first movable support frame, collecting used wash fluid in a collection area of a second movable support frame, adjusting an inclination of the second movable support frame, transferring the used wash fluid from the second movable support frame to the first movable support frame, and processing the used wash fluid into clean wash fluid.

Systems and methods for dispensing, collecting and processing wash fluid


A circular stairway and method of making same, including a helical newel formed by installing a cylindrical tube or pipe with its longitudinal axis concentric with the vertical axis about which the circular staircase is to wind. The treads are then affixed to the tube in either cantilever fashion or are bridged between the tube and an outer wall. The tube is subsequently cut along helically extending lines disposed beneath the tread line and at approximately the handrail elevation. The tube material between these lines is then removed to leave a helically extending ribbon of tube material forming the tread supporting helical newel. As an alternative, the several components of the stairway can be pre-fabricated and transported to a site for assembly.

1. Field of the Invention
The present invention relates generally to stairways, and more particularly to a circular stairway and method for manufacture thereof wherein one or more flights of stairs are attached to and supported by a helical newel cut from a rigid tube or cylinder.
2. Description of the Prior Art
Previously, curved stairways have either been spiral or circular. Spiral stairways typically have the treads attached to either a solid or hollow cylinder, column or newel of relatively small diameter. As a consequence, the inner run of the treads is normally very narrow, resulting in a significant risk of tripping or slipping to a lower stair. Most spiral stairways involve modular construction of some or all of the stairway, including the supporting newel, treads, and in some cases even a spiral-shaped outer stringer. Patents disclosing modular spiral stair construction include McCloud U.S. Pat. No. 4,850,164 for "Multi-Unit Stair Construction and Method" which discloses the use of a narrow inner column with modular attachments; Rorke U.S. Pat. No. 4,587,780 for a spiral staircase having a perforated narrow inner column for tread attachments; Morellini U.S. Pat. No. 4,527,367 entitled "Spiral Staircase" combines a narrow modular center column and treads; Gerlach U.S. Pat. No. 4,413,460 discloses use of a narrow two-piece center column; Sanders U.S. Pat. No. 4,338,751 teaches the use of a narrow modular center column; Takenaga et al. U.S. Pat. No. 4,190,992 provides a narrow inner column with modular attachments; and Brauckmann et al. Swiss Patent No. 560,305.
When the center column is made with a larger diameter, more visibility up and down the stairway usually results, and the stairway is usually referred to as a "circular" stairway. Circular stairways have been used since the Middle Ages as a means of providing passage from one floor level to another. Typical constructions included spanning stairs between a rounded central wall and an outer wall, somewhat like that illustrated in WIPO Publication WO92/03625; cantilevering of the stairs from a central newel post, like that disclosed in U.S. Pat. No. 415,078 to Wagner; cantilevering the stairs from a cylindrical outer wall; supporting the stairs on one or more helically formed stringers, as illustrated in the patents to Krstovic (U.S. Pat. No. 5,058,339) and Benedetti (U.S. Pat. No. 4,918,799).
While reducing some of the problems associated with the narrow inner tread runs and poor visibility of spiral staircases, circular stairways normally require complex construction for structural support. As disclosed in Benedetti and Krstovic, the additional structural support is provided by formed stringers affixed to both inner and outer ends of each tread. The forming of the stringers obviously necessitates additional labor and alignment, and often requires the use of complex tools and jigs to hold and align the stringer materials as they are formed. Krstovic suggests that traditionally constructed circular stairways may even require additional structural supports in the form of cross-bracing between the stringers.
There is thus a need for a circular stairway design having a radius of curvature such that the inner run of the treads is wide enough to step upon without risk of slipping to a lower stair, and having an open configuration so as not to block visibility up and down the staircase. There is also a need for a simpler and less expensive method of making circular stairs.

Circular stairway and method of making same


This disclosure relates to improved techniques for synthesizing three-dimensional (3D) scenes. The techniques can utilize a neural network architecture to analyze images for detecting objects, classifying scenes and objects, and determining degree of freedom information for objects in the images. These tasks can be performed by, at least in part, using inter-object and object-scene dependency information that captures the spatial correlations and dependencies among objects in the images, as well as the correlations and relationships of objects to scenes associated with the images. 3D scenes corresponding to the images can then be synthesized using the inferences provided by the neural network architecture.

The task of synthesizing a 3D scene from a 2D image is very difficult and complex. This is due, at least in part, to the fact that a significant amount of visual information is lost when a 3D environment is captured in a 2D image. One potential technique for addressing this loss of visual information can involve the use of depth images to synthesize a 3D scene. The depth images contain distance information relating to objects captured in the 2D image that can be used to synthesize the 3D scene. However, in many cases, depth images are not available and, therefore, cannot be used to synthesize the 3D scene.

3D scene synthesis techniques using neural network architectures

Inception Institute of Artificial Intelligence, Ltd


Nucleic acid assays for detecting nucleic acids of Dengue virus serotypes 1-4 derived from 5′ NTR.

Dengue, which is the most common arthropod-borne infection worldwide, affects at least 50 million people every year. (Teo et al., Transfusion Medicine 19:66-77 (2009)) The group of viruses responsible for causing Dengue fever and Dengue hemorrhagic fever is endemic in more than 100 countries, and consists of four antigenically related virus serotypes called DEN-1, DEN-2, DEN-3 and DEN-4 (i.e., Dengue-1, Dengue-2, Dengue-3 and Dengue-4, respectively). Despite extensive cross-reactivity among these viruses in serological tests, there is no cross-protective immunity in humans. Individuals living in an endemic area can have as many as four infections, one with each serotype, during their lifetimes. (Mackenzie et al., Nature Medicine Supplement 10:S98-S109 (2004)) Notably, nearly 2.5 billion people are at risk of infection with Dengue virus, and 500,000 hospitalizations are required each year as a result. (Teo et al., supra)
The Dengue viruses are the only known arboviruses that have fully adapted to humans. The principal mosquito vector, Ae. aegypti, is a highly domesticated insect that prefers feeding on humans, and laying eggs in artificial containers in and around houses. Ae. aegypti is an efficient epidemic vector of Dengue virus because it often feeds on, and thus transmits virus to, more than one individual in a single gonotrophic cycle. Secondary vectors of Dengue virus include Ae. albopictus and Ae. polynesiensis. Although the virus may be transmitted vertically from an infected female to her offspring, most mosquitoes become infected when they ingest blood from a person experiencing an accute infection. (Mackenzie et al., supra) The increased incidence of epidemic Dengue fever and Dengue hemorrhagic fever in the human population has been attributed to factors including: (1) increased population growth and urbanization, especially in tropical developing countries, (2) lack of effective mosquito control, including increased geographic distribution of Ae. aegypti, and (3) increased air travel which provides a means for transporting Dengue and other urban pathogens between population centers of the world. (Gubler, Clin. Microl. Rev. 11:480-496 (1998))
While other parts of the world may be more severely impacted, the emergence of Dengue-related disease as a major public health problem has been most dramatic in the American region. In 1970, only DEN-2 was present in the Americas, although DEN-3 may have had a focal distribution in Columbia and Puerto Rico. In 1977, DEN-1 was introduced and caused major epidemics throughout the region over a 16-year period. DEN-4 was introduced in 1981 and caused similar widespread epidemics. Also in 1981, a new strain of DEN-2 from Southeast Asia caused the first major DHF epidemic in the Americas (Cuba). DEN-3 virus recently reappeared in the Americas after an absence of 16 years. Indeed, there is a small, but significant, risk for Dengue outbreaks in the continental United States, which harbors two competent mosquito vectors (i.e., Ae. aegypti and Ae. albopictus) that are capable of transmitting Dengue viruses. (Gubler et al., Emerg Infect Dis 1:55-57 (1995)) Today all four serotypes are broadly distributed across virtually all regions of the world that harbor Dengue virus. (Mackenzie et al., supra)
Although the major route of transmission occurs through the Ae. aegypti mosquito vector, Dengue virus has also been transmitted through blood and organ transplantation. (Teo et al., supra) For example, transmission of Dengue infection has been reported from donor to recipient in one case of living donor renal transplant. Transmission during a bone marrow transplant was reported in one instance during a Dengue epidemic in Puerto Rico in 1994. One instance of transmission through blood transfusion involved a patient in Hong Kong who developed fever and other symptoms three days after a blood transfusion. The donor was asymptomatic at the time of donation but developed mild symptoms of Dengue fever one day after blood donation. An archived sample from the donation also tested positive for Dengue virus by RT-PCR. Another instance of transfusion-related illness involved the transmission of Dengue from an asymptomatic blood donor who developed an acute febrile illness the day after donating blood. Retrospective investigation confirmed Dengue infection in the recipients of the three blood products from his donation. Two recipients had Dengue fever with some evidence of capillary leakage, whereas the platelet recipient had asymptomatic seroconversion. All recovered without sequelae. A stored serum sample from the donation tested positive for DEN-2 by RT-PCR. (Teo et al., supra)
While there may be clear reason for wanting to detect all four Dengue serotypes, implementation of a single assay that is highly sensitive for all serotypes has been hampered by limited relatedness of the viral targets at the nucleic acid level. For example, Forattini in Dengue Bulletin 27:91-94 (2003), and Domingo et al., in Dengue Bulletin 28:87-95 (2004) have both presented phylogenetic trees showing that DEN-4 is highly diverged from the remaining three serotypes.
Previous attempts by others to create nucleic acid-based assays for detecting Dengue virus have met with some success. For example, Usawattanakul et al., in Dengue Bulletin 26:125-130 (2002), describe a transcription-based nucleic acid amplification assay able to detect all four Dengue serotypes in the 3′ region of the viral genome with a sensitivity equal to 1 PFU/ml (see Abstract). The authors present electrophoretic results indicating a graded decrease in the amount of amplification product synthesized at different input levels of the four Dengue serotypes. No amplification product was detected below 0.1 PFU/ml for any of the Dengue targets. Notably, the target-complementary sequences of the primers and probe employed by Usawattanakul et al., are substantially identical to oligonucleotide sequences disclosed in U.S. Pat. No. 6,333,6150.
Our own efforts to create a sensitive assay using the 3′ region of the viral genome as a target for amplification resulted in an assay having an approximately ten-fold improvement in sensitivity for all four serotypes. However, that assay was characterized by dramatically different sensitivities for the different serotypes at very low levels of input target. In our hands, 100% of DEN-2 was detected at a concentration of 0.001 PFU/ml, but DEN-1 was detected in only 20% of the cases. Accordingly, there remains a need for an amplified assay that is both highly sensitive, and similarly sensitive for all four Dengue virus serotypes.


A scheduling system and method for moving plural objects through a multipath system described as a freight railway scheduling system. The achievable movement plan can be used to assist in the control of, or to automatically control, the movement of trains through the system.

The present invention relates to the scheduling of movement of plural units through a complex movement defining system, and in the embodiment disclosed, to the scheduling of the movement of freight trains over a railroad system.
Today's freight railroads consist of three primary components (1) a rail infrastructure, including track, switches, a communications system and a control system; (2) rolling stock, including locomotives and cars; and, (3) personnel (or crew) that operate and maintain the railway. Generally, each of these components are employed by the use of a high level schedule which assigns people, locomotives, and cars to the various sections of track and allows them to move over that track in a manner that avoids collisions and permits the railway system to deliver goods to various destinations. A basic limitation of the present system is the lack of actual control over the movement of the trains.
Generally, the trains in presently operating systems are indirectly controlled in a gross sense using the services of a dispatcher who sets signals at periodic intervals on the track, but the actual control of the train is left to the engineer operating the train. Because compliance with the schedule is, in large part, the prerogative of the engineers, it is difficult to maintain a very precise schedule. As one result, it is presently estimated that the average utilization of locomotives in the United States is less than 50%. If a better utilization of these capital assets can be attained, the overall cost effectiveness of the rail system will accordingly increases.
Another reason that the train schedules have not heretofore been very precise is that it has been difficult to account for all the factors that affect the movement of the train when attempting to set up a schedule. These difficulties include the complexities of including in the schedule the determination the effects of physical limits of power and mass, the speed limits, the limits due to the signaling system, and the limits due to safe train handling practices (which include those practices associated with applying power and breaking in such a manner as to avoid instability of the train structure and hence derailments).
There are two significant advantages that would be associated with having precise scheduling: (1) precise scheduling would allow a better utilization of the resources and associated increase in total throughput (the trains being optimally spaced and optimally merged together to form an almost continuous flow of traffic), and, (2) to predict within very small limits the arrival times of trains at their destination.
This arrival time in the railroad industry is often referred to as "service reliability" and has, itself, a two fold impact: (1) it provides the customer with assurance as to precisely when his cargo is going to reach its destination; and (2) for intermediate points along the movement of the trains it allows the planning of those terminus resources to be much more efficient.
For example, if the terminus of a given run is an interchange yard, and the yardmaster has prior knowledge of the order and timing of the arrivals of a train, he can set up the yard to accept those trains and make sure that the appropriate sidings are available to hold those trains and those sections of cars (or blocks of cars) in an favorable manner. In contrast, unscheduled or loosely scheduled systems result in trains arriving at an interchange yard in somewhat random order, which prevents the yardmaster from setting up the actual sidings, runs and equipment which will be required to optimally switch the cars to be picked up for the next run beyond that interchange yard.
Similarly, if the terminus is a port where there is unloading equipment involved, and removing the cargo from the train and transferring it to ships requires a set of resources that must be planned for the cargo, the knowledge of the arrival time and the order and sequence of arrival becomes extremely important in achieving an efficient use of terminal equipment and facilities.
For a complete understanding of the present invention, it is helpful to understand some of the factors which inhibit the efficiency of prior art transportation systems, particularly railway systems. Presently, trains operate between many terminal points generally carrying the goods of others from one terminal to another. Trains may also be hauling empty cars back to a terminal for reloading and may be carrying equipment or personnel to perform maintenance along the railway. Often, freight railways share the track with passenger railways.
Freight service in present railways often has regularly scheduled trains operating between various terminals. However, the make up of the trains varies widely from one trip to another. Further, the length, mass, and operating characteristics of the freight trains will vary substantially as customers' requirements for carriage among the various terminals and the equipment utilized often vary substantially. Freight trains may also be operated on an ad hoc basis to satisfy the varying requirements of the train's customers for carriage. Accordingly, from day to day, there are a substantial changes in the schedule and make up of freight trains operating on a particular railway system.
To meet the substantially varying needs for freight rail carriage, railway systems generally have a fixed number of resources. For example, any particular railway system generally has a signal network of track, a finite number of locomotives, a finite number of crews, and other similar limitations in the railway systems which can be used to meet the varying customer requirements.
The difficulties in meeting the customers' requirements of a freight railway system are often exacerbated by the fact that many railway systems have long sections of track bed on which only one main track is laid. Because the railway system generally has to operate trains in both directions along such single track sections, the railway system must attempt to avoid scheduling two trains so that they occupy the same track at the same time, and must put into place systems and procedures to identify such collision possibilities and to take some action to avoid them.
Similarly, when trains are running along a single track, a relatively fast train may approach from behind a relatively slower train travelling in the same direction. Generally, the railway system must both attempt to schedule such trains in a way that the faster train will be permitted to pass the slower train and to identify during the operation of the trains any situation in which one train is approaching a collision to the rear of another train.
Situations in which two trains meet head on or in a passing situation are often handled by the railway system by the use of relatively short track segments or "sidings" on which one or more trains may be diverted off of the main track while another train passes. After the train is safely passed on the main track, the diverted train may then be permitted to return on its journey on the main track. In the railway industry, such situations are called "meet and pass" situations. Obviously, meet and pass operations can significantly offset the ability of any train to meet a particular schedule.
With reference to FIG. 1, a general system for managing meet and pass situations may include a main track 10, a side track 20 which is selectively utilized through switches 22. The switches may be manually operated or may be remotely operated through a central control point for each segment of track known generally as a HUT 24. The HUT 24 may receive signals from track sensors 26 which indicate the presence of a train on a section of track. The train system may also include aspects 28 which are illuminated lamp systems indicating to the engineer on a given train whether or not the segments of rail immediately in front of the train and the next segment beyond are clear of traffic. Typically, in present railway systems, the operation of the aspects 28 is controlled primarily by track sensors 26 and a suitable electronic control logic in the HUT 24.
Generally, train detection sensors 26 operate along a length of track which may be as short as a half mile and may be in excess of two miles. Longitudinally adjacent sections of track are isolated into separate segments by discontinuing the track for a brief length, on the order of one quarter inch, and, optionally, placing an electrical insulator in the gap between the segments. In this way each segment of track is electrically isolated from longitudinally adjacent segments.
A voltage differential is applied between the two rails of a track and when a train is present, the metal wheels and axle of the trains serve as a conductor electrically connecting, or shorting, one of the rails of the track to the other rail, an electrical condition which can be sensed by the track sensor 26 and indicated to the HUT 24.
In present systems, the track sensors 26 between control points such as switches, are often OR'd together in the signal provided to the HUT 24. Thus, the HUT 24 is able to determine if a block of track between control points is occupied, but may not be able to determine which segment(s) within that block of track holds the train.
The HUT 24 may send information regarding various of the conditions supplied to it from the various sensors to a central dispatch facility 30 by the way of a code line 32. The present systems, as described above, provides positive separation between trains so long as the engineer obeys the light signals of the aspects 28.
One difficultly known in present railway systems such as that shown in FIG. 1 is the lack of precise information as to the location of trains along the track. In a meet and pass situation, one of the trains involved must be switched, for example, to the side track 20. This switching on to the side track 20 must be accomplished well enough in advance so that the train being switched to the side track is on the side track a sufficiently large length of time to permit a safety margin before the passage of the other train. The safety margin is necessarily related to the precision with which the location of both of the meeting trains is known. For example, if it is known that a train travelling thirty miles an hour is located somewhere in a block of track of twenty miles in length, it may be necessary to place an oncoming train onto a siding for at least two-thirds of an hour to await the passage of the other train.
To improve this situation a prior art system, called the Advanced Train Control System (ATCS) has been designed and includes transponders, locomotive interrogators, and radio communications. In the ATCS system, transponders are placed between or near the rails of the tracks at various points along the track both between control points such as switches and outside of the control points. Interrogators inside a locomotive activate a transponder by emitting a signal which is detected by the transponder. Each transponder contains a unique identification which is transmitted back to the locomotive while the locomotive and the transponder are in close proximity. The identification information may then be sent to a computer on board the locomotive and retransmitted via a communication system 34 to the central dispatch 30. Between the passage over sequential transponders, the computer on board the locomotive can use signals from its odometer to compute the locomotive's approximate location.
Note that in such a system, the odometer error provides an uncertainty as to the train's position along the track which increases as the train moves from one transponder to another and which is essentially zeroed when the train passes over the next transponder. By placing transponders sufficiently close together, the accuracy of the position information of the train may be kept within limits. Of course, the placement of transponders along the entire railway system may substantially increase maintenance costs as the transponders are relatively sensitive electronic elements in a harsh environment. In addition, if one transponder is out, the odometer error will continue to build providing additional uncertainty as to the knowledge of the position of the train.
The results of the meet and pass system in a railway system (a) in which the train's position within the system is not exactly known and (b) in which the engineers are running largely at their own discretion can be shown diagrammatically by "stringlines" that are commonly used by present railway systems to schedule and review the efficiency of schedules which have been executed.
With reference to FIG. 2, a stringline plots time along one axis and track miles or terminals along the other axis. The grid of FIG. 2, for example, runs from 5:00 a.m. on a first day until 11:00 a.m. on the following day and depicts movement along a track interconnecting Alpha and Rome with fifteen other control points in between. Within the grid formed by the time and miles, the movements of trains are plotted. As trains move in one direction, for example from Rome toward Alpha, the stringline for a train appears as a right diagonal.
Trains starting their travel in the opposite direction, i.e. from Alpha to Rome, appear on the stringline as a left diagonal. Where one train must be sided to await the passage of another, the stringline becomes horizontal as time passes by without movement of the sided train. For example, train 11 was sided at Bravo for nearly two hours awaiting the passage of the train 99 and train B2. Similarly train 88 was sided twice, once in Bravo to wait the passage of train F6 and a second time in Echo to await the passage of train G7.
As can be seen in the stringline chart of FIG. 2, a train can spend a substantial amount of time in sidings (train 88, for example, spent almost two hours of a five hour trip sitting at sidings).
If the position of the train along the track can be determined with an increased degree of precision, the need for trains to sit in sidings for a long period of time awaiting a meeting train may be reduced substantially. Note, for example, with reference to FIG. 2, the train 88 sat in the siding at Echo in excess of one hour prior to the passage of train G7. With more precise knowledge regarding the location of the trains, train G7 may have been able to continue to run on the track until the Hotel siding at which point it could be briefly sided to await the passage of train G7. Such a reduction in time spent in sidings would equate to a reduction in overall length of time needed to take any particular trip thus permitting greater throughput for the railway system and reducing such costs as engine idling, crews, and other time dependent factors.
In the present day railway system, there is often little active control over the progress of the train as it makes its way between terminals. Often, an engineer is given an authority merely to travel to a next control point, and the engineer uses his discretion, experience, and other subjective factors to move the train to the end of his authority. Often, the overall schedule utilized with such trains does not take into account the fact that the train may be sided for a period of time, i.e., the meet and passing was not put into the overall schedule.
Without explicitly planning for meets and passes, prior art train systems generally managed meet and pass situations on an ad hoc basis, as they arose, using the skill of the dispatcher to identify a potential meet and pass situation, make a judgement as to what siding should be used to allow the trains to pass, and to set the appropriate switches and signals to effect his analysis. Because, as explained above, the dispatcher had train position data which was not particularly precise, the dispatcher may conservatively and prematurely place a train in a siding, waiting an unnecessarily long period of time for the passage of the other train.
Moreover, the dispatcher generally controls only a portion of the rail system and his decision as to which train to put into a siding and which siding to use may be correct for the single meeting being handled. However, this "correct" decision may cause severe problems as the now-delayed train meets other trains during its subsequent operation under the control of other dispatchers.
In general, the entire railway system in the prior art was underutilized because of the uncertainties in the knowledge of the position of the trains along the track and because of the considerable discretion given to train engineers who determine the rates at which their trains progressed along the tracks. No matter how well a particular system of trains is scheduled, the schedule cannon be carried out in present systems because of the variability in performance of the various trains.
Scheduling systems in the prior art generally attempted to schedule trains in accordance with the manner in which the train system was operated. Thus, with some exceptions, the schedule was determined only on a "gross" data basis and did not take into account the specific characteristics of the trains which were being scheduled nor the fine details of the peculiarities of the track over which they were being scheduled.
Because system schedulers were generally used only to provide a "ballpark" schedule by which the train dispatcher would be guided, prior art scheduling systems did not generally identify conflicting uses of track, leaving such conflicts to be resolved by the regional dispatcher during the operation of the trains.
Desirably, a schedule should involve all elements or resources that are necessary to allow the train to move, these resources ranging from the assignment of personnel, locomotives and cars, to the determination of routes, the determination of which sidings will be used for which trains, as well as the precise merging of trains such that with appropriate pacing, the main lines can be used at capacity.
In the prior art, however, a number of difficulties have been associated with these types of schedules. These difficulties fell into several categories: (1) the immense computational requirements to schedule all these resources very precisely; (2) the inability to predict the actual dynamics of the train and its motion that would be required to safely handle a train over a given piece of track; and (3) a precise schedule was practically impossible to implement because there were no commands available to the crew on the train or directly to the locomotive subsystem that would cause it to follow any precise schedule that had been established. The movement of the train in present systems is generally within the prerogative of the engineer driving the train, within of course the limitations of the signalling system in part controlled by the dispatcher and in part by the occupancy of the track by other trains.
Previous attempts at performing a system wide optimization function which precipitated a very detailed schedule. Such attempts have not been successful due in part to the prohibitively large computational requirements for performing an analysis of the many variables. In fact, when the dimensions of the problem are taken into account, the number of permutations of solutions that are possible can represent an extremely large number. Consequently, exhaustive search algorithms to locate a best solution are impractical, and statistical search algorithms have not generally been effective in problems of this scope.
OVERVIEW OF THE PRESENT INVENTION
A first step in providing a precision control system is the use of an optimizing scheduler that will schedule all aspects of the rail system, taking into account the laws of physics, the policies of the railroad, the work rules of the personnel, the actual contractual terms of the contracts to the various customers and any boundary conditions or constraints which govern the possible solution or schedule. These boundary conditions can include things such as extrinsic traffic, (which in the U.S. is most often passenger traffic) hours of operation of some of the facilities, track maintenance, work rules, etc.
The combination of all these boundary conditions together with a figure of merit, if operated on by an appropriate optimizing scheduler, will result in a schedule which maximizes some figure of merit. The figure of merit most commonly used is the overall system cost in which case the most optimum solution is the minimum cost solution.
Since the constraints of such a system are variable, (i.e. likely to change from day to day) the present invention may be structured to facilitate the use of new boundary conditions or constraints, or new contractual terms. For example, if a contract has just been signed which involves a penalty clause of a certain magnitude for late delivery, then an optimizing scheduler should take that penalty into account and allow it to be incurred only when that becomes the lesser cost option of the various scheduling options available.
Upon determining a schedule, the present invention determines a movement plan which will carry out the schedule in a realizable and efficient manner. As a next step, the present invention incorporates into the schedule the very fine grain structure necessary to actually to control the movement of the train. Such fine grain structure may include assignment of personnel by name as well as the assignment of specific locomotives by number and may include the determination of the precise time or distance over time movement of the trains across the rail network. This precise movement of the trains may include all the details of train handling, power levels, curves, grades, wind and weather conditions such that the train is able to actually follow in detail the movement plan.
Finally, the present invention provides the movement plan to the persons or apparatus which will utilize the movement plan to operate and maintain the train system. In one embodiment, the movement plan can be provided merely to the dispatching personnel as a guide to their manual dispatching of trains and controlling of track forces. In another embodiment, the movement plan may be provided to the locomotives so that it can be implemented by the engineer or automatically by switchable actuation on the locomotive.
While there is particular utility in freight railway systems, it should be noted that the system and method of the present invention have applicability beyond a railway network. The disclosed system and method may be viewed as a transportation system in which in general the variable are being solved simultaneously as opposed to being solved sequentially. It is only with such a simultaneous solution that it is possible to achieve near optimality.
Another factor that influences the overall efficiency of the rail system, particularly the capacity of the given rail system, is the minimum spacing of the trains and the relative speed of the trains. In the prior art, the concept of the moving block operation has been proposed, with a moving block consisting of a guard band or forbidden zone that includes the train and a distance in front of every train that is roughly associated with the stopping distance for that train. This concept eliminates the fixed spacing that is associated with the current fixed block signalling systems.
However, the complexity of a moving block has been difficult to realize due to the fact that the stopping distance of a train is a function of many factors, including the mass of the train, the velocity of the train, the grade, the braking characteristics of the train and the environmental conditions. One benefit of the ability to perform planning which includes detailed evaluations and analysis of the dynamics of the movement of the train, is that the stopping distance of a specific train is a natural by-product. The use of this precision train control allows the computation of the moving block guard band and permits trains to be spaced as close as their stopping distances will allow. The net results is a significant increase in the total throughput capability of a given rail corridor.
The train movement planning system disclosed herein is hierarchial in nature in which the problem is abstracted to a relatively high level for the initial optimization process, and then the resulting course solution is mapped to a less abstract lower level for further optimization. This hierarchial process means that the solution space over which the search is occurring is always diminishing as additional detail is incorporated in the search for a solution. Furthermore, statistical processing is used at all of these levels to minimize the total computational load, making the overall process computationally feasible to implement.
An expert system has been used as a manager over these processes, and the expert system is also the tool by which various boundary conditions and constraints for the solution set are established. As an example, the movement of a passenger train through the network at a predetermined time may be set as one of the boundary conditions on the solution space, and other trains are moved in the optimum manner around that constraint. As another example, the scheduling of work to be performed on a particular section of the track at a particular time may be set as a boundary condition and trains may be moved around that constraint in an optimum manner.
The use of an expert system in this capacity permits the user to supply the rules to be placed in the solution process. Consequently, every change from work rule changes to contractual changes can be incorporated by simply writing or changing a set of rules.
In some cases it can be desirable to allow the optimization process To schedule activities which normally are precluded by fixed constraints. For example, the railway maintenance activity could be considered a prescheduled constraint around which the train schedule should be moved. On the other hand, the constraint that is put into the rule base may be that so many hours of maintenance activity on a given section of track must be performed and that the cost per hour of that operation is more at night than in the day. Under those conditions, the scheduler may be allowed to schedule that activity in concert with scheduling the movement of the trains such that the overall cost of operation is minimized.
A very important aspect with the use of precision scheduling is the ability to handle exceptions when they occur. The most common problem with fixed schedules that are set up far in advance is that anomalies occur which cause elements of the network to get off schedule, and those off-scheduled elements will ripple through the system causing other elements to get off-schedule. For example, the late arrival of a train on one trip may cause a locomotive to be unavailable for a planned second trip, and the lateness of the second trip will cause again the locomotive to not be available for a third trip. Thus ripple effects are common.
A key element of the globally scheduled system with fine grain control as provided by the present invention is that it has continuous monitoring of anomalies as they occur, and allows rescheduling to compensate for the presence of these anomalies.
This exception handling capability begins with the anomaly being reported to an exception handling logic element which determines at what level the anomaly may be resolved. For example, a given train which has deviated from its plan in excess of a predetermined tolerance could be an anomaly that could be corrected simply by small changes to the adjacent trains. On the other hand, an anomaly of a larger magnitude such as a derailment which fouled a given track would cause a large scale rescheduling including use of alternate routes. Such large scale rescheduling would be moved up to a global or system wide planning level which would permit a reoptimization of the plan around that major anomaly.
There is a temporal aspect to this rescheduling activity in that the anomaly being reported must be acted on immediately for safety reasons, and then it must be acted on for short term optimization, and then it may be acted on for global rescheduling. Thus, the anomaly resolution or exception handling process can be involved in various levels of a hierarchial planning system in time sequence until the anomaly is fully resolved.
In the existing situation, the most common effect of an anomaly in present systems is to negate large portions of a predetermined schedule. In general in the freight railroad business, major perturbations to the schedule are not recovered for at least 24 hours. Unfortunately, anomalies happen with great frequency, some of them as small as loss of one locomotive in a three locomotive consist, which causes that train to have two thirds the power for which it had been scheduled. Or anomalies are simply that the engineer has not attempted, or been unable, to stay on schedule. Without regard to the cause, they occur with great frequency and as a result most freight railroads do not maintain any sort of close coupling with predetermined schedules. The performance against schedules is often so bad that crew changes are required to prevent unscheduled stops due to crews exceeding maximum allowed work time.
In the optimization process it is important to understand the total scope of what is necessary to actually achieve the minimum operating cost. Very often optimization plans are based on the concept of priority where certain elements of the operation (certain trains or certain types of shipments) are given a higher priority than others because of the fact that they are considered to be more time critical.
In a true optimization technique the notion of priority per se should be implicit but not explicit. The reason is that a given train, although of high priority in the sense that it must meet a deadline (or the impact of missing a deadline is significant), may not generate any additional revenue if it is early. To say it another way, being early may not be an advantage, but being late may cause a considerable negative impact. In a true cost optimization plan, priority must be tempered and the priority function must be delayed within the "don't be late" constraint.
One of the fundamental principals in optimization is that each element of the operation have associated with it some incremental cost in the criteria being optimized. Incremental cost can be fuel cost, hourly cost of personnel, hourly use cost of locomotives or hourly use cost times distance travelled of locomotives. The actual incremental cost factor should go into the optimization plan, including penalties.
The plan must include nonlinearities in the incremental costs to allow for the fact that at certain points in the delivery time schedule the actual cost will either go up as a step function or as a slope. As an example where there is no advantage associated with an early delivery, the failure to deliver a given cargo might be a $1000 fixed penalty if not delivered on time and an additional $1000 per hour demurrage charge if it causes a ship to stay in port.
A true optimization plan is one whereby the variables including the assignment of resources are juggled such that the overall cost is minimized. An example would be two trains that were moving down a track towards a destination, one of which was four hours late and one of which was one half-hour late, with both trains having a significant but fixed penalty for being late. The logical solution would be to refrain from doing anything for the four hour late train because of the impossibility of ever meeting its schedule, and to give the half-hour late train every opportunity to recover the half-hour and avoid the penalty of being late. In such a scenario, the four late train may be given a much lower priority than a bulk commodity train since the bulk commodity train may involve more resources being used.
In the present invention, it is the global or the overall optimization for cost which controls rather than predetermined priorities, with priorities used only as cost factors. The total cost includes the operating costs such as fuel and rolling stock utilization as well as the delivery costs caused by contractual terms and commitments. Only when all of these cost factors are taken into account is it possible to come up with a true minimum cost plan. In the known prior systems, no such plan is possible because no technique is available which actually computes the incremental cost associated with each of the decisions. As a result, suboptimal plans are often generated based on the intuition of dispatchers and planners.
Partial Listing Of Objects
Accordingly, it is an object of the present invention to obviate the above deficiencies of known systems and to provide a novel system and method for scheduling the movement of a number of objects through a multipath delivery system.
It is another object of the present invention to provide a novel system and method for optimizing the movement of a number of objects through a multipath delivery system.
It is still another object of the present invention to provide a novel system and method in which a detailed movement plan is bound to the control of a delivery system.
It is still a further object of the present invention to provide a novel system and method to operate a delivery system according to a schedule such that the deviation from the schedule at any moment in time is minimized.
It is another object of the present invention to provide a novel system and method to manage the movement of carriers in a delivery system such that local conflicts are resolved with reference to the effects of such resolution on the entire system.
It is a further object of the present invention to provide a novel system and method in which conflicts in the use of system resources are reduced by managing the extent of the periods of such conflict.
It is yet a further object of the present invention to provide a novel system and method in which conflicts in the use of resources are reduced by closely scheduling and operating the use of such resources.
It is still another object of the present invention to provide a novel system and method in which the delays in a delivery system are reduced by providing a detailed and realizable plan of movement and providing a means for carrying out the detailed and realizable plan.
It is yet another object of the present invention to provide a novel system and method for providing a plan for the movement of a number of objects through a multipath delivery system which is physically attainable by the objects being moved, and which as a result can be used to control the movement of those objects.
It is yet still another object of the present invention to provide a novel system and method for providing a plan for the movement of a number of objects through a multipath delivery system in which the objects being moved are converted to time intervals for processing.
In another aspect, the present invention provides a novel method and apparatus for optimization which utilizes different levels of abstraction in the course scheduling and fine planning stages.
It is another object of the present invention to provide a novel system and method for optimizing where the amount of detail in the movement being optimized in inversely related to the solution space.
It is yet another object of the present invention to provide a novel system and method for optimizing using a rule based inference engine to provide constraints for a constraint based inference engine.
It is yet still another object of the present invention to provide a novel system and method for optimizing using the combination of rule based and constraint based inference engines in developing a movement plan, with further optimization using a procedure based inference engine.
It is yet a further object of the present invention to provide a novel system and method for optimizing with consideration of both operational and delivery costs.
In another aspect, it is an object of the present invention to provide a novel model and method of modeling capable of different layers of abstraction.
In another aspect, it is an object of the present invention to provide a novel computer and method of computing which combines simulated annealing and branch and bound techniques in developing solutions to computational problems.
It is another object of the present invention to provide a novel computer and method of computing with intelligent focusing of simulated annealing processes.
These and many other objects and advantages of the present invention will be readily apparent to one skilled in the art to which the invention pertains from a perusal of the claims, the appended drawings, and the following detailed description of the preferred embodiments.


A device is provided for producing a distributed wave winding. To improve the currently used method for producing a distributed wave winding the device provides for a relative indexing to be carried out between a template and a coil receiver after a first concentric coil group has been transferred from the template to the coil receiver. After this indexing, a further concentric coil group of the same phase, with a connection to the first coil group, is wound on the template and transferred to the coil receiver. The template and coil receiver rotate synchronously during the winding of the further coil group.

The invention relates to a method for producing a distributed wave winding for electric motors or generators, especially those with a high number of poles, and to a device for performing it.
In simple undistributed wave windings (see European Patent Disclosure EP 0 226 550 B1, FIG. 1), each phase is a single wave-like coil, which then when inserted in the stator has the same number of windings in the stator slots as in the stator winding heads. This has the disadvantage that when three phases are placed in the stator, crossings are created that unnecessarily enlarge the winding head, and aside from other disadvantages in particular prevent a high fill factor from being attained. For this reason, a so-called distributed winding is as a rule preferred, in which the wire portions located in a slot of the stator are partly in one circumferential direction and partly in the other on each end face of the stator (see German patent disclosure DE 29 21 114, FIG. 2). Thus the winding heads of one phase are distributed, and together with the other identically disposed phases, they form a relatively narrow winding head.
If the wave winding, for instance according to German Patent Disclosures DE 23 51 952 B2 or DE 31 20 865 A1, is prewound essentially in a round form and then deformed into a star-like or wave-shaped cross section and then inserted, then while double-layered wave windings can still be made, nevertheless the two layers cannot be wound in succession without an interruption in the wire; instead, after the insertion, which results in the situation shown in German Patent DE 35 22 085 C2, they have to be joined together by a so-called circuit interconnection.
Finally, from German Patent DE 42 44 488 C1, it is also already known to create concentric wave-like windings by means of a winding nozzle that revolves relative to a fixed template and to make a distributed winding as described, without any interruption in the wire. However, this is feasible only with the aid of a complicated wire length pulling device, not shown in the reference. This is because when a second coil group begins to be wound, it is necessary for the end of the first coil group that has already been ejected to be held using a wire length pulling device.
In this method, aside from the complicated wire length pulling device required, there is the disadvantage that a revolving winding nozzle winds the coils. As a result, at most two parallel winding wires can be processed. This restriction is due to the fact that the revolving winding nozzle is a flyer with multiple deflections of the winding wire.
Particularly for generators, it is necessary to produce a plurality of parallel windings, that is, more than two such parallel windings; thus the known device runs up against its limits, since even with doubly parallel windings, crossings in the flyer and on the template occur that affect the insertion and the distribution in the winding head.
It is therefore the object of the invention to create a method of the type defined at the outset and a device suitable for performing it, which with a short cycle time make it possible to produce a distributed winding with a circuit interconnection between the coil groups and the processing of a plurality of parallel wires.
The above object is attained according to the invention in that after the transfer of a concentric coil group 50 a relative indexing takes place between the template 12 and a coil receiver 38, and after that a further concentric coil group 54 of the same phase with an connection 52 to the previous coil group 50 is wound onto the template 12 and transferred into the coil receiver 38.
The invention offers the advantage that the beginning of winding of the second coil group takes place without a complicated wire length pulling device, since the end of the first coil group after the ejection extends obliquely over one flank of a cam of the template, so that when the second coil group begins to be wound, the winding wire is carried along by the template. In certain cases, especially with relatively thin wires, it is necessary for a holding-down device to restrain the already-wound first coil group in the coil receiver and keep it in position, so that when the second coil group begins to be wound, the winding wire will be drawn not from the coil receiver but only from the wire guide nozzle.
Another advantage is that a plurality of parallel wiresxe2x80x94at present, four parallel wiresxe2x80x94that are required for the stators of generators can be processed without creating crossings between the individual wires, since the individual wires from wire supply barrels are guided directly via a wire guide nozzle onto the template. The invention also makes it possible to process a multiple of the four parallel wires required in the present instance.
The invention is also designed such that one phase can be distributed over more than two coil groups. This can mean that one phase is distributed over six coil groups, for example. In this example, this does lengthen the cycle time, but a better winding head distribution on the stator is achieved. This still changes nothing in the inventive concept that the six coil groups are wound with a circuit interconnection. This is attained in that in the winding of each further coil group, the template and the coil receiver rotate synchronously, and accordingly so do the various wound coil groups that are deposited in the coil receiver. The synchronous rotation is effected by means of a slaving rod that comes from the middle of the template and is coupled into the insertion star and set jointly into rotation by a template drive.

Device for producing a distributed wave winding


In an example, a method includes determining a plurality of print coverage vectors, each of the print coverage vectors specifying a common amount of a selected print agent. The method may further comprise determining a colorimetry provided by each of the print coverage vectors and dividing a range of colorimetries into partitions in a colorimetric space. For each of a plurality of the partitions, the method may include determining a characteristic of each print coverage vector resulting in a colorimetry within that partition and selecting a print coverage vector for that partition based on the determination. A color mapping resource may be determined based on the selected print coverage vectors.

Printing systems may convert input data (for example, data representing an image for two-dimensional printing, or data representing an object for three dimensional printing) to print instructions, which specify where print materials (for example, colorants such as inks or toners or other printable materials) are to be placed in a print operation.

Color mapping resources determining characteristic of print coverage vectors in colorimetry partitions

Hewlett-Packard Development Company, L.P.


Systems and methods of securing chattels are provided. Motion of a first container can be measured by a sensor over an interval of time and compared to motion of a second container. A relative difference between the motion of the first container and the motion of the second container over the interval of time can be calculated by a data processing circuit. A determination can be made by the data processing circuit that the relative difference in motion of the containers exceeds a predetermined threshold. An alert that the threshold has been exceeded can be transmitted by a transmitting circuit to a remote server. A SIM card and a modem can be associated with a container. Information corresponding to the location and identification of the SIM card can be received by the modem. The location and identification information can be transmitted by the modem to a remote server.

Producers and manufacturers of many products have an interest in ensuring that goods are handled properly during their progress through a supply chain. Some products are very sensitive to environmental conditions and can be easily damaged or destroyed during shipment before reaching consumers. It can be difficult for a manufacturer to discover the level of care with which products are transported. Furthermore, products can be lost or stolen at various points in a distribution channel. Typically, manufacturers have no way to determine how goods were lost during a shipment. Therefore it is desirable to increase the transparency of the shipping process by allowing manufacturers to track the environmental conditions and locations of goods held in inventory or during shipment.

This patent is subject to a terminal disclaimer.

Methods and systems for determining a location of a container by tracking a SIM card associated with the container


An electrical contact has a tab provided in passage which extends through the contact. The tab is dimensioned to provide a barrier, past which solder cannot flow. Consequently, as the contact is mounted to a printed circuit board, the tab prevents the solder from wicking from the mounting portion to the mating portion.

It is common practice to mount an electrical connector having a plurality of contacts positioned therein to a printed circuit board. In order to ensure for a proper mechanical and electrical connection, mounting portions of the contacts are soldered to the printed circuit board. In the prior art, as the soldering process occurred, it was not uncommon for the solder to flow from the mounting portions of the contacts to the mating portions. This phenomenon, known as solder wicking, is unacceptable, as the solder interferes with the mating portions of the contacts and prevents a positive electrical connection from being effected between the electrical connector and a mating electrical connector.
The problem of solder wicking is magnified when the mounting portions of the contacts have a hollow configuration. During the soldering process, the contacts are exposed to an environment in which warm gases and the like are present. As the contacts are moved through the soldering station, the warm gases may be forced through the hollow contact, creating a vacuum-like effect. The vacuum in the hollow contact causes the solder to be pulled through the hollow mounting portions of the contacts and into the mating portions, thereby adversely effecting the mating portions.

Electrical contact with the anti-solder wicking tab


A chair of modular construction having modules that form the basic chair with additional modules that can be added to the chair without changing the basic construction thereof.

1. Field of the Invention
The present invention relates in general to a chair and in particular to a chair that is of modular construction and which can be constructed economically and some modules added as needed.
2. Description of Related Art Including Information Disclosed Under 37 C.F.R. xc2xa7xc2xa71.97 and 1.98
There exists in the art a multitude of different chair constructions, each being designed as a single or unitary body that does not allow for addition of modular units as desired. Furthermore, these chairs are all very complicated in their construction.
It would be advantageous to have a chair that is constructed in modules in a simple and easy manner and to which additional modules such as arm rest modules, back rest tilt modules, a lumbar support module, and a chair height modules could be added as desired.
The present invention relates to a chair of modular construction that has a central base module, first and second seat and back support module connected to the central base module, a seat plate module being mounted over the top of the central base module for receiving a chair seat, a back rest frame module attached to the seat and back support module and to the seat plate module for receiving a back rest, a wheel base module coupled to the bottom of the central base module for providing mobility to the chair, a lumbar support module for supporting the lumbar region of the user of the chair, a seat back tilt control module associated with the seat plate module, and a seat height adjustment module associated with the base module with a lever arm attached to the seat plate module for actuating the seat height adjustment module.
The arm rest module may or may not be attached to the chair if desired without affecting the construction of the chair as it exists. In like manner, the lumbar support module may or may not be coupled to the back rest frame support module. Further, the seat back tilt control mechanism can be omitted without changing the construction of the basic chair.
Thus, it is an object of the present invention to provide a chair of modular construction wherein some modules can be omitted without changing the basic construction of the chair.
It is another object of the present invention to provide a chair of modular construction that is simple and easy to construct.
It is yet another object of the present invention to provide a chair of modular construction in which a central base module forms the hub of the chair and to which elongated seat and back support modules can be added, a seat plate module can be added, a back rest frame module can be added and a wheel base module can be added.
It is still another object of the invention to provide a chair of modular construction using a central base module to which can be added arm rest modules, lumbar support modules, and seat tilt control modules as needed without changing the design of the chair.
Thus, the invention relates to a novel chair of modular construction comprising a central base module having a top and a bottom and opposing ends; a seat plate module having a front end and a rear end and being attached to the top of the central base module for receiving a chair seat; first and second elongated seat and back support modules, each having a front end and rear end, and each being rigidly attached to a respective end of the central base module for supporting a seat plate and a back support; a seat plate module having a front end and a rear end and being mounted over the top of the central base module for receiving a chair seat; a back rest frame module attached to the seat and back support module and to the seat plate module for receiving a back rest; and a wheel base module coupled to the bottom of the central base module for providing mobility to the chair.
If desired, the invention further comprises a lumbar support module for coupling to the back rest frame module for supporting the lumbar region of a user of the chair, as well as a seat tilt module that can be associated with the seat plate module and having a lever arm attached to the tilt control mechanism for adjusting the tilt of the seat back module.


Methods and apparatuses for selectively depositing silicon-containing dielectric or metal-containing dielectric material on silicon or metal surfaces selective to silicon oxide or silicon nitride materials are provided herein. Methods involve exposing the substrate to an acyl chloride which is reactive with the silicon oxide or silicon nitride material where deposition is not desired to form a ketone structure that blocks deposition on the silicon oxide or silicon nitride material. Exposure to the acyl chloride is performed prior to deposition of the desired silicon-containing dielectric material or metal-containing dielectric material.

Semiconductor device fabrication may involve deposition of silicon nitride and silicon oxide films. Such films are used in a variety of applications. For example, silicon nitride films may be used in diffusion barriers, gate insulators, sidewall spacers, encapsulation layers, strained films in transistors, and the like. Silicon oxide films, for example, may be used in self aligned double patterning, and/or quad patterning or other fabrication processes. Conventional techniques for depositing silicon oxide and silicon nitride films are not selective relative to other silicon-containing material on the substrate.

Selective growth of silicon oxide or silicon nitride on silicon surfaces in the presence of silicon oxide


Process and apparatus for the combined production of ammonia synthesis gas and pure hydrogen. There is withdrawn (at 21) a flow of synthesis gas which is first treated in a permeation unit (24) with the return (at 28) of the non-permeated gas, while the permeate (32)is treated by adsorption (34) (35) (36), which permits producing (in 57) very pure hydrogen. The process has a high energy efficiency.

There has sometimes been used an installation for the production of ammonia, which treats extremely high flow rates of synthesis gas, to withdraw a moderate flow rate of synthesis gas so as to elaborate hydrogen and, for this purpose, while compressing in several compression stages the synthesis gas to send it to an ammonia synthesis reactor to produce the flow of synthetic ammonia, there is withdrawn, between two compression stages, a relatively low flow rate of withdrawn synthesis gas under medium pressure, the hydrogen is substantially separated from the other constituents: nitrogen, argon, methane, to produce a flow of hydrogen as pure as possible, said separation taking place generally by permeation delivering substantially under said medium pressure a stream consisting essentially of hydrogen and nitrogen with substantially all the argon and all the methane, which stream is returned to the ammonia synthesis gas under medium pressure and a permeation gas under lower pressure consisting essentially of hydrogen with a small content of nitrogen and traces of argon, methane and as the case may be water vapor. There has also been proposed effecting said separation by adsorption on a molecular sieve according to the process with cyclic pressure variation, called "pressure swing adsorption" or PSA, delivering on the one hand, under medium pressure, a production gas consisting essentially of hydrogen with traces of argon and traces of nitrogen, methane and as the case may be water vapor, on the other hand, under a lower pressure, a residual gas with higher content of hydrogen, a substantial content of nitrogen, and low contents of argon, methane and as the case may be water vapor.
With these processes, one is confronted either with poor quality hydrogen product, or poor energy use, because the nitrogen, which is found in the residual low pressure gas, must be recompressed at the withdrawal pressure of the synthesis gas. On the other hand, and this is particularly true in the adsorption process, this process leads to poor performance of the hydrogen production installation because of recycling of substantial quantities of argon which is hardly adsorbable.

Process and installation for the combined production of synthetic ammonia and pure hydrogen

L'Air Liquide, Societe Anonyme pour l'Etude et l'Exploitation des Procedes Georges Claude


A method of detecting disconnect of a patient circuit of a ventilation system, wherein a circuit disconnect is detected with a first sensitivity and a second sensitivity. The circuit disconnect detected with the first sensitivity is performed by detecting a volume loss for a minimum period of time, detecting a peak pressure loss for at least two consecutive breathing cycles or a minimum period of time, and detecting a pressure loss continuing for a predetermined period of time. The circuit disconnect detected with the second sensitivity is performed by detecting a volume loss for a single breathing cycle, detecting a pressure loss for a single breathing cycle, and detecting an increase of compliance. The first sensitivity is lower than the second sensitivity. Preferably, an alarm is activated when the circuit disconnect is detected with the first sensitivity, and subsystems of the ventilation system is informed of the circuit disconnect that has been detected with the second sensitivity.

The present invention relates in general to a method and a system for detecting a patient circuit disconnect of a ventilation system, and more particularly, to a method that not only detects patient circuit disconnect occurring in various locations of the circuit, but also informs critical subsystems of the ventilation system of the disconnect and/or a possible disconnect of the patient circuit.
When a patient's respiratory system cannot provide adequate oxygenation and/or ventilation, a mechanical ventilation system is typically used to provide breathing gas, particularly, supplemental oxygen to a patient through a patient circuit. The patient circuit generally has an inspiratory line and an expiratory line connected to an inspiratory port and an expiratory port of a wye fitting. The wye fitting further has a patient port connected to a patient. The mechanical ventilation is either supplied by intubating the patient by an endotracheal tube connected to the patient port of the wye fitting or by providing the patient with a face mask or a hood. The inspiratory line is also connected to a pneumatic system of ventilator from which the breathing gas is supplied, and the expiratory line conveys the gas exhaled by the patient to the ventilator and/or ambient air.
Disconnects of the patient circuit can typically occur in various areas of the patient circuit, including disconnect within the inspiratory line, disconnect within the expiratory line, and disconnect at the patient port of the wye fitting. When the patient is intubated with the endotracheal tube, disconnect may also occur at the patient upon endotracheal tube extabation. The disconnect at any of the above areas normally results in insufficient breathing gas being provided from the ventilator to the patient, which may consequently cause impairment or possible collapse of the lung of the patient.
Prior art systems and methods for detecting disconnect of a patient circuit have been developed which typically generate an alarm indicating the disconnect occurring in the patient circuit so as to prevent lung collapse due to circuit disconnect. However, the reliability of such conventional systems and methods is often affected by the location of the disconnect, the ventilation mode being used, the tubing size and length selection, and the physical size of the patient.
Therefore a substantial need exists in the art to provide a method and/or a device which detects circuit disconnects in a reliable and timely manner for a ventilation system regardless of disconnect locations, ventilation mode, patient size, and/or patient breathing pattern.

Patient circuit disconnect system for a ventilator and method of detecting patient circuit disconnect


A current-switched gate is described which comprises two Josephson tunnel junctions and a small resistor in a triangular loop. Directly combined bias and control currents flow through one junction in the zero-voltage state, causing the switching. The second junction and the resistor provide isolation between input and output after switching. Switching speeds of a few tens of picoseconds and the microwatt power dissipation are attained. Latching as well as nonlatching schemes and memory circuits are described.

This invention relates to current-switched Josephson junction logic and memory circuits.
Logic and memory applications of Josephson tunnel junctions have received considerable attention in recent years. Many designs employ the influence of magnetic fields upon the current-voltage (I-V) characteristics. For gates comprising single junctions or two or more junctions in parallel (interferometers), an applied magnetic field reduces I.sub.J, the maximum current that the gate can carry in the V=0 state. The reduction of I.sub.J below the bias current I.sub.b causes the gate to switch from V=0 to a finite voltage, causing I.sub.b to be largely diverted to parallel resistive or inductive paths where it acts as a control or bias current for other gates.
An alternative means for inducing switching from V=0 to V.noteq.0 is current-switching, the direct addition of part of the control current to the bias current, with switching occurring if the sum exceeds a fixed I.sub.J. A design called the "goalpost" using this approach is described in my U.S. Pat. No. 4,051,393.

Bell Telephone Laboratories, Incorporated


An endoscopic surgical device is provided and includes an endoscopic anchor retaining/advancing assembly including a proximal tube portion and a distal tube portion pivotably connected to one another at an articulation joint; a proximal inner shaft rotatably disposed within the proximal tube portion; a distal inner shaft rotatably disposed within the distal tube portion; and a relatively flexible intermediate drive cable mechanically interconnecting the proximal inner shaft and the distal inner shaft, wherein the intermediate drive cable extends across the articulation joint, wherein the intermediate drive cable defines a central longitudinal axis that is off-set a radial distance from a central longitudinal axis of the proximal tube portion and the distal tube portion.

1. Technical Field
The present disclosure relates to surgical apparatus, devices and/or systems for performing endoscopic surgical procedures and methods of use thereof. More specifically, the present disclosure relates to an articulation joint for surgical apparatus, devices and/or systems for performing endoscopic surgical procedures.
2. Background of Related Art
During laparoscopic or endoscopic surgical procedures, access to a surgical site is achieved through a small incision or through a narrow cannula inserted through a small entrance wound in a patient. Because of limited area to access the surgical site, many endoscopic surgical devices include mechanisms for articulating the tool assembly of the device. Typically, the articulating mechanism is controlled by an actuator which has to be manipulated by a surgeon to properly orient the tool assembly in relation to tissue to be treated.
Some endoscopic surgical devices utilize torque-transmitting flexible drive cables and the like to transmit rotation around an articulation joint of the endoscopic surgical device. In order to accommodate the articulation desired, relatively more flexible torque-transmitting cables are used. However, the more flexible a cable is, the more "wind-up" of the cable that takes place and the more loss of the torque transmission that occurs.
Accordingly, a need exists for endoscopic surgical devices which utilize torque-transmitting flexible drive cables capable of transmitting relatively more torque, with a decrease in the degree of loss of torque transmission while maintaining a degree of articulation of the endoscopic surgical device.

Articulation joint for apparatus for endoscopic procedures


In one or more embodiments, a hinge assembly is provided to a vehicle including first and second parts with the first part including a hinge aperture, where the hinge assembly includes a hinge arm to be connected to the second part and partially received through the hinge aperture, and a hinge skirt including a skirt aperture to partially receive the hinge arm, the hinge skirt to be positioned between the first and second parts.

Modern vehicles often include a number of parts movably connected with each other. For instance, a vehicle may at its rear end include a trunk, which may be accessed via a trunk opening. A deck lid is mounted at the trunk opening via a hinge assembly. The hinge assembly enables the deck lid to transit between an open position in which the trunk may be accessible and a closed position in which the deck lid covers the trunk opening to protect and retain luggage in the trunk. For assembly, a hinge arm of the hinge assembly may need to extend through a hinge aperture formed on a trunk trim panel.
U.S. Patent publication US 2012/0205937 A1 discloses a hinge assembly which enables the deck lid to transit between an open position and a closed position.

Vehicle hinge assembly and method of operating the same


Implementations generally relate to applying image enhancements. In some implementations, a method includes providing a selection of image enhancements to a user. The method also includes causing the image enhancements to be displayed as a collection of icons, where the collection includes icons representing different image enhancements, and where one or more of the image enhancements are applied to one or more images. The method also includes enabling the user to select any icon in the collection in order to modify the collection, where the selected icon has a corresponding selected image enhancement. The method also includes hiding icons associated with image enhancements that are subsequent image enhancements relative to the selected image enhancement. The method also includes deactivating the subsequent image enhancements corresponding to the hidden icons.

Image editing systems for various consumer electronic devices and personal computers enable a user to manipulate images. Such image editing systems typically require the user to understand complicated and difficult instructions to manipulate the image. This level of knowledge places advanced editing features out of the grasp of the average user.


Compact folded camera modules having auto-focus (AF) and optical image stabilization (OIS) capabilities and multi-aperture cameras including such modules. In an embodiment, a folded camera module includes an optical path folding element (OPFE) for folding light from a first optical path with a first optical axis to a second optical path with a second optical axis perpendicular to the first optical axis, an image sensor and a lens module carrying a lens with a symmetry axis parallel to the second optical axis. The lens module can be actuated to move in first and second orthogonal directions in a plane perpendicular to the first optical axis, the movement in the first direction being for auto-focus and the movement in the second direction being for OIS. The OPFE can be actuated to tilt for OIS.

In recent years, mobile devices such as cell-phones (and in particular smart-phones), tablets and laptops have become ubiquitous. Many of these devices include one or two compact cameras including, for example, a main rear-facing camera (i.e. a camera on the back face of the device, facing away from the user and often used for casual photography), and a secondary front-facing camera (i.e. a camera located on the front face of the device and often used for video conferencing).
Although relatively compact in nature, the design of most of these cameras is similar to the traditional structure of a digital still camera, i.e. it comprises a lens module (or a train of several optical elements) placed on top of an image sensor. The lens module refracts the incoming light rays and bends them to create an image of a scene on the sensor. The dimensions of these cameras are largely determined by the size of the sensor and by the height of the optics. These are usually tied together through the focal length ("f") of the lens and its field of view (FOV)—a lens that has to image a certain FOV on a sensor of a certain size has a specific focal length. Keeping the FOV constant, the larger the sensor dimensions (e.g. in a X-Y plane), the larger the focal length and the optics height.
In recent times, a "folded camera module" structure has been suggested to reduce the height of a compact camera. In the folded camera module structure, an optical path folding element (referred to hereinafter as "OPFE") e.g. a prism or a mirror (otherwise referred to herein collectively as a "reflecting element") is added in order to tilt the light propagation direction from perpendicular to the smart-phone back surface to parallel to the smart-phone back surface. If the folded camera module is part of a dual-aperture camera, this provides a folded optical path through one lens module (e.g. a Tele lens). Such a camera is referred to herein as a "folded-lens dual-aperture camera" or a "dual-aperture camera with a folded lens". In general, the folded camera module may be included in a multi-aperture camera, e.g. together with two "non-folded" camera modules in a triple-aperture camera.
In addition to the lens module and sensor, modern cameras usually further include a mechanical motion (actuation) mechanism for two main purposes: focusing of the image on the sensor, and optical image stabilization (OIS). For focusing, in more advanced cameras, the position of the lens module (or at least of a lens element in the lens module) can be changed by means of an actuator and the focus distance can be changed in accordance with the captured object or scene.
The trend in digital still cameras is to increase the zooming capabilities (e.g. to 5×, 10× or more) and, in cell-phone (and particularly smart-phone) cameras, to decrease the sensor pixel size and to increase the pixel count. These trends result in greater sensitivity to camera shake for two reasons: 1) greater resolution, and 2) longer exposure time due to smaller sensor pixels. An OIS mechanism is required to mitigate this effect.
In OIS-enabled cameras, the lens module lateral position can be moved, or the entire camera module can be tilted in a fast manner to cancel camera shake during-image capture. Camera shakes shift the camera module in 6 degrees of freedom, namely linear movements in X-Y-Z, roll ("tilt about" or "tilt around") the X axis, yaw (tilt around the Z axis) and pitch (tilt around the Y axis). While the linear motion in X-Y-Z negligibly affects the image quality and does not have to be compensated, compensation of the tilt angles is required. OIS systems shown in known designs (see e.g. US 20140327965A1) correct yaw and pitch, but not roll motion.
A folded-lens dual-aperture camera with an auto-focus (AF) mechanism is disclosed in Applicant's US published patent application US 20160044247, the description and figures of which are incorporated herein by reference in their entirety.

Auto focus and optical image stabilization in a compact folded camera