A shield is provided that blocks high frequency EMI (electromagnetic interference) from reaching circuitry that is connected to pins of a filter connector. The filter connector includes a plurality of pins (12) that extend through holes (92) in first boards (26), with each pin joined by a solder joint (90) to a signal trace (32, 60) that surrounds the pin hole. Filter components such as capacitors (40), each have one terminal (44) joined to a signal trace and another terminal (42) joined to a ground trace (30), with a gap (62) between the traces. Second boards (75) are provided that each lies facewise adjacent to a first board and that each carries a shield trace (72) that covers the gap between signal and ground traces. The pin-receiving hole in each second board has a circular portion and has a notch (100) therein though which a solder dispenser (102) can fit to dispense solder directly into the space between and on the pin and the signal traces.

One type of filter connector, described in U.S. Pat. No. 6,896,552, includes a pair of flexible circuit boards or board portions, with holes though which pins extend. A signal trace that extends is a ring around each hole is electrically connected by a solder joint to a corresponding pin. Filter components such as capacitors, each has one terminal connected to the signal trace and another terminal connected to a ground plane. There is a gap between the signal trace and ground plane, and high frequency (500 MHz to 1000 MH) stray signals may pass though such a gap, to circuitry that is connected to one end of the pins. Such stray signals constitute EMI (electromagnetic interference) that results in "noise" in the circuitry. A device that blocked a high portion of such EMI from passing though such a gap, would be of value.

Filter connector with high frequency shield


An air conditioner indoor unit includes a back plate assembly, a top cover assembly having a part connected to a top wall of the back plate assembly, and a panel assembly. The panel assembly includes a first panel connected to the back plate assembly and including a first air outlet and a second air outlet arranged below the first air outlet, a second panel disposed below the first panel, a door mounting plate disposed at rear of the first panel and including a guiding groove, a door coupled to the door mounting plate and movable relative to the door mounting plate to open or close the first air outlet, and a guiding post arranged at the door and configured to extend into and slide relative to the guiding groove. The back plate assembly, the top cover assembly, the first panel, and the second panel are connected one to another.

In the air conditioner indoor units based on relative technologies, the front panel of the panel assembly is mostly an integrally formed part which requires a large injection mold and a resulting high cost in the production process. Also, the front panel requires a long time for injection molding, which affects the production efficiency of the panel assembly. Moreover, the front panel is subject to a large amount of deformation and a high scrap rate. On the other hand, the door used for opening and closing the air outlet on the panel assembly in the air conditioner indoor unit is not stable enough, so the reliability of the air conditioner indoor unit is affected to some extent. At the same time, the single ventilation type of air conditioner indoor unit cannot meet the user's demands.

GD MIDEA AIR-CONDITIONING EQUIPMENT CO., LTD.


A composite pipe comprises and internal pipe and a corrugated external pipe and a socket formed in one piece with the internal pipe and the external pipe. This socket has a connecting section of substantially cylindrical shape and at least one reinforcing rib formed on the outside of the connecting section, a.ltoreq.2b applying to the length b of the reinforcing rib in the direction of the central longitudinal axis in relation to its thickness a radial to the central longitudinal axis 10.

1. Field of the Invention
The invention relates to a composite pipe and a method of manufacturing same.
2. Background Art
Composite pipes having substantially smooth ends, whether spigots or sockets, are known for instance from U.S. Pat. No. 5,472,659 or EP 0 385 465 B1. The smooth ends, which are produced by the joining and welding of two co-extruded tubes, are formed into sockets by subsequent expansion on a socketing machine. This socketing is comparatively convenient to carry out as long as the composite pipes consist of PVC-U. When polyolefins are used, the socketing, i.e. expanding the spigots or the socket portions not yet expanded, is very difficult. Owing to the partially cristalline material structure of polyolefins, the latter exhibit a so-called memory effect. To solve these problems, AT 398 725 B proposes first to expand such a socket beyond its nominal dimension and then to compress it slightly below its nominal dimension, the memory effect thereby being compensated.
When PVC-U is used as a material for the composite pipes, there is no distinct creeping process, which is however very distinct in the case of polyolefins as a material for composite pipes. Consequently, with such composite pipes of polyolefin, there is the risk that the respective socket expands under the action of the seal bearing against it from inside, the pipe connection thereby becoming leaky.

Composite pipe with a socket and method for its manufacture


A digital baseband (DBB) radio frequency (RF) receiver used for receiving and processing a wireless communication signal. The DBB receiver includes a demodulator, first and second analog low pass filters (LPFs), first and second digital gain control circuits, and a digital time domain compensation module which removes group delay variation distortion, introduced by the first and second analog LPFs, from real and imaginary signal components of the communication signal.

Existing wireless system architectural configurations impose stringent constraints on the system designer with regards to receiving communication signals. Moreover, such configurations often provide low reliability communication links, high operating costs, and an undesirably low level of integration with other system components.
As shown in FIG. 1, a conventional RF receiver 100 includes an analog radio receiver 105, at least one analog to digital converter (ADC) 110, a controller 115 and a modem 120. The analog radio receiver 105 is a direct conversion (DC) receiver which includes an antenna 125 for receiving a wireless communication signal, a bandpass filter 130, a low noise amplifier (LNA) 135, an optional second filter 140 (e.g., bandpass filter), a demodulator 145 having two outputs 150, 155, a phase-locked loop (PLL) 160 and first and second analog low pass filters (LPFs) 165, 170 for controlling bandwidth selectivity.
The modem 120 controls the switching of the LNA 135. The PLL 160 generates a local oscillator (LO) signal to control the two outputs 150, 155 of the demodulator 145. The output 150 is an in-phase (I) output of the demodulator 145 for outputting a real signal component of the wireless communication signal. The output 155 is a quadrature (Q) output of the demodulator 145 for outputting an imaginary signal component of the wireless communication signal.
In the conventional RF receiver 100 of FIG. 1, the ADC 110 is connected to the real and imaginary signal outputs 150, 155, via the analog LPFs 165, 170, respectively. An analog real signal component 175 is output from the LPF 165 to a real input port of the ADC 110 and an analog imaginary signal component 180 is output from LPF 170 to an imaginary input port of the ADC 110. The ADC 110 outputs digital real and imaginary signal outputs 185, 190. The controller 115 maintains control over all of the active components of analog radio receiver 105 and the ADC 110.
In the analog radio receiver 105, the analog LPFs 165, 170, are utilized to guarantee the spectral shape of the wireless communication signal received via the antenna 125 before being sampled at the ADC 110. Typically, the specifications (e.g., error vector magnitude) on the analog LPFs 165, 170, are very stringent such that the implementation requires high order filtering. Implementing high order filter designs for the analog LPFs 165, 170, may be complicated and expensive. Thus, the tolerances on parts for the analog LPFs 165, 170 may lead to unacceptable production yield. Reducing the design complexity of the analog LPFs 165, 170, may be accomplished with a lower order filter design with less stringent specifications. However, using such a filter design in the analog LPFs 165, 170, will result in the occurrence of a group delay variation distortion if no compensation is introduced after the analog LPFs 165, 170.
Because the costs of LPFs that process RF analog signals are higher than the components that use DSP, it is desired to provide a digital baseband (DBB) system, including a low cost receiver with low noise and minimal power requirements, which utilizes DSP techniques to compensate for group delay variation distortion caused by analog LPFs.

Digital baseband receiver including a time domain compensation module for suppressing group delay variation distortion incurred due to analog low pass filter deficiencies


A home network system including a server apparatus and an apparatus, which are capable of communicating therebetween, each of which has an authentication ID control unit equipped with an authentication ID storage unit for storing an authentication ID given from an authentication ID giving unit. Connection between the server apparatus and the client apparatus is established by the authentication ID control unit when the given authentication IDs match with each other, wherein the authentication ID giving unit includes a remote control unit capable of communicating with the server apparatus and the client apparatus by using an infrared ray and gives an identical authentication ID to the server apparatus or the client apparatus on the basis of a predetermined input operation.

1. Field of the Invention
The present invention relates to a home network system capable of transmitting digital video data and the like through a radio transmission channel, particularly to a technique for readily integrating a server apparatus and client apparatuses, which are connected to a network, into a group and setting the security thereof.
2. Description of Related Art
Recently, DVD/HDD recorders and personal computers, which are provided with personal video recorder (PVR) functions, have remarkably prevailed. Accompanying this, video resources which allow individuals viewing and listening thereto at home, has also continually been growing. Such contents as video information which are accumulated in a DVD/HDD recorder or personal computer, are required for users to enjoy anytime and anywhere. A technique which is capable of outputting the contents on a client apparatus such as a liquid crystal TV or the like, by using a home network, has been proposed. As a technique for transmitting a large amount of data such as video data and sound data at a high speed and in real time, for example, IEEE 1394 is adopted as a connecting interface for digital TV, digital video recorder or the like.
In these days, to readily connect devices, the DVD/HDD recorder, personal computer, liquid crystal monitor and the like are configured to be connected to one another by using a wireless LAN. As a typical technique of the wireless LAN, IEEE 802.11 using a 2.4 GHz waveband, which was standardized by the IEEE, has widely prevailed. The 2.4 GHz waveband is called as industrial, scientific and medical (ISM) band, which is a frequency band used for the purposes of industry, medical field, microwave oven or the like. In Japan, a waveband of 2.400 to 2.497 GHz is allotted for the wireless LAN.
However, in the home network system, when a communication is carried out by utilizing a radio transmission channel, for example, there is a problem of security such that devices within the home network may be accessed and controlled through an external communication device. Therefore, it is important to carry out an authentication operation before establishing the connection among the devices within the home network. As an authentication operation, the following methods are available. That is, authentication IDs of the respective devices which are connected with each other, are exchanged, and only when the respective authentication IDs match with each other, the communication can be started.
For example, JP 2003-309882A (Patent document 1) discloses a home network system in which a home server and a home electric appliance (white goods, e.g., a refrigerator, an air conditioner, an electric washing machine, an electric rice cooker, a microwave and the like) are connected to each other through electric cables. In order to control the electric appliance within the home network with one remote control unit, the home server is configured so that once a user sets up an authentication ID of the remote control unit to the home server, the home server automatically transmits the authentication ID of the remote controller, which has been set up therein, to the respective electric appliances. Accordingly, the authentication ID of the remote control unit does not have to be set up to each of the electric appliances, thus the user is relieved of such load.
As another example of the home network system, JP 2003-9265A (Patent document 2) discloses the following remote control system. That is, only a terminal at the remote control side or only the side to be remote controlled can be replaced, and a plurality of devices which are manufactured by different makers, are remote-controllable from an identical terminal.
In the technique disclosed in Patent document 1, a server apparatus (home server) and a client apparatus (electric appliance) are connected into a group through a wire. In comparison with to the case of communication through a radio transmission channel, the security between the server apparatus and the client apparatus is ensured at a high level, and by carrying out the authentication among the server apparatus, the client apparatus and the remote control unit, the security can be increased.
On the contrary, in the case where the communication is carried out through a radio transmission channel between the server apparatus and the client apparatus, the authentication is required even between the server apparatus and the client apparatus. If the authentication is not carried out between the server apparatus and the client apparatus, data may be erroneously transmitted to an external radio communication device, or conversely, electric appliances within the home network may be controlled through an external radio communication device; thus the security thereof is reduced accordingly. For example, when a system is configured so that a server apparatus and a client apparatus which are located adjacent to each other, automatically recognize each other, there is such a possibility that the system might recognize a similar system used by another person being partitioned by a wall.


A valve seat apparatus for use with fluid valves is described. An example valve seat apparatus includes a flexible seal disposed between a cage and a valve body such that an outer seating surface of a closure member slidably coupled to the cage slidingly engages the flexible seal to prevent fluid flow through the valve body when the valve is in a closed position and an end of the closure member is not driven into abutting engagement with another seating surface when the valve is in the closed position.

Valves are commonly used in process control systems to control the flow of process fluids. Sliding stem valves (e.g., a gate valve, a globe valve, a diaphragm valve, a pinch valve, etc.) typically employ a closure member (e.g., a valve plug) disposed in a fluid path to control the fluid flow through the valve. Typically, the closure member is configured to engage a valve seat (e.g., a seat ring) disposed in the flow path through the valve. A valve stem operatively couples the closure member to an actuator that moves the closure member between an open position and a closed position to allow or restrict fluid flow between an inlet and an outlet of the valve. In operation, the control member may be moved toward and/or moved away from the valve seat via the actuator to control the flow of fluid through the valve.
To provide a tight shut-off or a seal, the closure member typically engages and aligns with the valve seat when the valve is in the closed position. Thus, any misalignment between these components may cause undesired leakage. Variations in the structure or dimensions of the components arising from, for example, an imprecise manufacturing process may cause such misalignments. Thus, during manufacturing, a closure member and/or a valve seat is typically formed in accordance with precise (e.g., tight) tolerances or a high degree of dimension control, thereby significantly increasing manufacturing complexity and costs.

Valve seat apparatus for use with fluid valves


A feedback signal generated as a function of a peak amplitude detected in an input signal provides bias to reduce DC offset. A peak in the input signal is compared with a selected signal level to align an output signal relative to a reference signal level. The output signal is generated by comparing the reference signal level and the biased input signal. Single ended signals are compared with a reference level and differential input signals are compared with each other to reduce jitter.

The industry trend towards increased data rates in computers and other processor controlled equipment is limited by parasitic effects of high speed signaling. For example, the central processor unit front side bus, memory interface and input/output interface, are examples of high speed interconnects that are bandwidth limited as a result of jitter arising from excessive DC offset.
What is needed is a system for maintaining data integrity at high speed signaling rates.

Method for reducing DC offset error for single ended and differential signals


A well screen for a horizontal or high-angle well includes a screen main body and a protective frame. The screen main body has screen rods arranged in the circumferential direction of the well screen and a screen wire wound on the screen rods. The protective frame includes protective rods provided on the outside of the screen wire in the circumferential direction and extending in the axial direction of the well screen, annular rod holding members provided with interval in the axial direction for holding the protective rods, and a protective wire wound about the protective rods. When the well screen forced into the well passes through a bent section of the well, the protective frame slides in contact with the wall surface of the bent section thereby protecting the screen wire. A gap of a predetermined value is formed between the protective rods and the outer surface of the screen wire of the screen main body so that, by adjusting this gap suitably, the screen wire will pass through a bent section of the well without contacting the protective rods or, even if the screen wire contacts the protective rods, the screen wire will not receive a damaging force from the protective rods.

This invention relates to a well screen used for a horizontal or high-angle well and, more particularly, to this type of well screen capable of preventing damage to the screen or deformation of slits of the screen which tends to occur when the screen passes through a bent portion of the well in forcing the screen through this type of well.
There is an increasing tendency in the field of wells for collecting oil, water, etc. to using, instead of a vertical well which is formed by vertically digging the ground from the ground surface toward an oil or water stratum, a horizontal or high-angle well which, as shown in FIG. 4, is formed by digging a vertical section 1a, a bent section 1b and a horizontal or high-angle section 1c extending horizontally or obliquely along an oil or water stratum 2. Such horizontal or high-angle well is advantageous in that, since a screen portion of such horizontal or high-angle well from which oil or water can be collected has a length as many times as a vertical well, such horizontal or high-angle well has an oil or water production efficiency as many times as a vertical well.
A screen 3 used in the horizontal or inclined well 1 has a vertical pipe section 3a extending from the ground surface to the oil or water stratum 2, a bent screen section 3b and a horizontal or high-angle screen section 3c extending horizontally or obliquely along the oil or water stratum. In setting this screen 3 in the well 1, a straight-line screen is gradually forced into the well 1 from the ground surface and the screen is bent from the vertical section 1a of the well 1 in conformity with the configuration of the well 1 and the horizontal or high-angle section 3c is thereby formed.
In such horizontal or high-angle well 1, the screen sections 3b and 3c of the straight-line screen which is forced into the well 1 are sequentially bent when the screen portion of these sections 3b and 3c pass through the bent section 1b of the well 1 and the horizontal section 3c is elastically restored to the straight-line configuration after passing through the bent section 1b of the well 1. The screen wire of the screen 3, however, is forcibly bent by sliding along the bent section 1b of the well 1 while it is pressed with a strong force against the wall surface of the bent section 1b and this often causes damage to the screen wire or causes plastic deformation of the screen wire which prevents restoration of the screen wire to the original configuration after the screen portion has reached the horizontal section 1c with the result that irregularity occurs in the width of the slits of the screen wire.
It is, therefore, an object of the invention to provide a well screen for a horizontal or high-angle well which is capable of effectively preventing damage to or plastic deformation of the screen which occurs when the screen passes through a bent section of the well.

Well screen having a protective frame for a horizontal or high-angle well


Device, system, and method of data transport with selective utilization of a single link or multiple links. An apparatus includes, or is associated with, multiple transmitters. A link bonding management unit determines with regard to a data-flow that is intended for transmission to a remote recipient, whether to transmit the data-flow via a single communication link over a single transmitter of the apparatus, or conversely, to transmit the data-flow via two or more communication links serviced by two or more, respective, transmitters of the apparatus. Additionally or alternatively, the allocation of packets among transmitters that participate in a virtual bonded transmission, is modified based on one or more performance characteristics.

Millions of users worldwide utilize electronic devices on a daily basis, such as, laptop computers, desktop computers, smartphones, tablets, or the like. These devices are utilized for a variety of purposes; for example, to send and receive electronic mail (email) messages, to browse the Internet or the World Wide Web, to play games, to watch videos, to engage in Instant Messaging (IM), to perform electronic commerce (e-commerce) transactions, or the like.
Many of those electronic devices often transmit data and/or receive data. For example, a laptop computer may be utilized for downloading a file via a Wi-Fi wireless communication connection. Similarly, a smartphone may be utilized for uploading or watching an online video via a 4G cellular transceiver.


An optical property measurement apparatus is equipped with an optical system unit that selectively places an opening section for passing illumination light, a microlens array for measuring wavefront aberration, and a polarization detection system for measuring a polarization state of the illumination light on an optical path of the illumination light. Accordingly an illumination shape and a size of an illumination optical system, wavefront aberration of a projection optical system and a polarization state of the illumination light can be measured together. Therefore, for example, even when exposure is performed with polarized illumination that is a type of modified illumination, highly-accurate exposure can be achieved by adjusting various optical systems based on the measurement results.

Conventionally, in a lithography process for manufacturing electron devices such as semiconductor devices (integrated circuits) and liquid crystal display devices, a projection exposure apparatus that transfers an image of a pattern of a mask or a reticle (hereinafter generally referred to as a 'reticle') to each shot area on a photosensitive substrate such as a wafer or a glass plate coated with resist (photosensitive agent) (hereinafter referred to as a 'substrate' or 'wafer') via a projection optical system is used. As this type of projection exposure apparatus, conventionally a reduction projection exposure apparatus by a step-and-repeat method (the so-called stepper) has been mainly used, however, recently, a projection exposure apparatus by a step-and-scan method (the so-called scanning stepper) that performs exposure while synchronously scanning a reticle and a wafer is gathering attention.
In such a projection exposure apparatus, it is required to transfer a finer pattern with a high resolution to cope with higher integration of semiconductor devices and the like. As a method to achieve this aim, the so-called super-resolution technology such as annular (ring-shaped) illumination, bipolar illumination and quadrupole illumination, and the like, which improve the resolution by setting an incident angle of illumination light to a reticle to a predetermined angle, has come into practical use.
Further, an attempt to improve the resolution and a depth of focus by optimizing a polarization state of illumination light in accordance with an array direction of patterns on a reticle has been also proposed. This method is a method in which contrast of a transferred image and the like are improved by making a polarization direction of a linearly polarized illumination light be a direction orthogonal to a periodic direction of the patterns (a direction parallel to a longitudinal direction of the pattern) (e.g. Non-patent Document 1).
Also, as another method, in annular illumination, an attempt to improve the resolution, contrast of a projected image and the like by making a polarization direction of illumination light in an area where the illumination light is distributed within a pupil plane of an illumination optical system coincide with a circumferential direction of a circle having an optical axis as its center has been made (e.g. refer to Patent Document 1).
In this manner, in the case the resolution and contrast of a projected image and the like are improved by optimizing a polarization state of illumination light, it is preferable to confirm the polarization state of the illumination light. In this case, a method for measuring the polarization state of the illumination light on a plane conjugate with a pupil plane of an illumination optical system can be considered. However, in this method, various optical properties of the illumination optical system and a projection optical system such as a size, a shape and a position of illumination need to be measured, and therefore a proposal of a comprehensive measurement method is expected.
Further, in the case a polarization direction of illumination light is set so as to be different at different positions within the pupil plane of the illumination optical system, the propagating velocity of the illumination light is different depending on the polarization direction due to anisotropic nature of an optical element constituting a part of the projection optical system, and the like. Accordingly, even when the illumination light passes through the same projection optical system, a wavefront of the illumination light via the projection optical system is different depending on the polarization direction of the illumination light. Thus, since some of various optical properties of the illumination optical system and the projection optical system are not completely independent, a measurement method of optical properties in which these dependencies are taken into consideration is expected be offered.
Non-patent Document: Thimothy A. Brunner, et al.: "High NA Lithographic imaging at Brewster's angle", SPIE (USA) Vol. 4691, pp. 1-24 (2002)
Patent Document Kokai (Japanese Unexamined Patent Application Publication) No. 6-053120

Optical property measurement apparatus and optical property measurement method, exposure apparatus and exposure method, and device manufacturing method


An imaging apparatus has a printed-circuit board electrically connected to a solid-state imaging device, and a composite cable electrically connected to said printed-circuit board and made by bundling up a plurality of cables including at least one of plain cables and coaxial cables. An aligner for aligning the plurality of cables contained in the composite cable in a desired form is attached to the distal part of the composite cable. The distal side of the composite cable with the aligner attached to the distal part thereof is opposed to a plane of the printed-circuit board having electrodes. The conductors of the cables of the composite cable and the electrodes on the printed-circuit board are mutually connected all at once directly or indirectly via conducting patterns exposed on the distal side of the aligner. The work of connecting the cables of the composite cable to the electrodes on the printed-circuit board becomes simpler, and a rigid section becomes shorter.

1. Field of the Invention
The present invention relates to an imaging apparatus that includes a solid-state imaging device and a printed-circuit board connected to the solid-state imaging device and that has the printed-circuit board electrically connected to a composite cable. More particularly, this invention is concerned with a structure of connecting the printed-circuit board to the cables of the composite cable.
2. Description of the Related Art
In recent years, endoscopes having an elongated insertion unit thereof inserted in a body cavity in order to observe an organ in the body cavity or having if necessary a treatment appliance inserted in a treatment appliance channel in order to conduct various curative procedures or treatments have been adopted widely.
The endoscopes adopted as mentioned above include an electronic endoscope (hereinafter abbreviated to an endoscope) in which: a solid-state imaging device such as a CCD is placed in the distal part of the insertion unit thereof; an optical image formed on the CCD via an objective optical system is photoelectrically transferred into an electric signal; the electric signal is transmitted to a signal processing unit over a signal cable and converted into a video signal; and the video signal is visualized in a monitor screen.
The CCD in the endoscope and the signal processing unit that is an external unit are linked generally by a composite cable made by bundling up a plurality of cables in order to supply driving power to the CCD, transmit a video signal, or transmit a clock. For the composite cable, a coaxial cable is used as a signal line as a countermeasure against noises, and a plain cable is used as a power line.
When the cables contained in a composite cable are connected to a CCD or a printed-circuit board such as a hybrid IC (hereinafter an HIC) or flexible printed-circuit board (FPC) which is electrically connected to the CCD, the plurality of cables are separated from one another and then connected to electrodes formed on the printed-circuit board.
However, when cables contained in a composite cable are coaxial cables, the work of removing the armors of the coaxial cables is needed so that the conductors and shields of the coaxial cables can be soldered to different places. The work of removing the armors of the coaxial cables and connecting the coaxial cables is laborious. Moreover, a certain length of connection is needed to connect the coaxial cables to a printed-circuit board. This becomes an obstruct in reducing the diameter and length of an imaging apparatus.
An imaging apparatus employed in an endoscope is located in the distal part of an insertion unit of the endoscope. When the imaging apparatus is made shorter, the length of a rigid section of the distal part of the endoscope can be reduced, and inserting efficiency can be improved. The reduction in diameter and length of the imaging apparatus has been demanded even in an effort to improve the efficiency in inserting an endoscope.
In order to shorten an imaging apparatus, Japanese Patent Laid-Open No. 5-161602 has disclosed a structure in which: a printed-circuit board having ground electrodes formed on one side thereof and signal electrodes formed on the other side thereof, and having through holes for linking the electrodes is placed vertically; cables are passed through the through holes; and signal conductors and shields of the cables are connected to the signal electrodes and ground electrodes on the printed-circuit board. Using the art disclosed in the unexamined publication, cables can be connected to a printed-circuit board using only the thickness of the printed-circuit board. Shortening an imaging apparatus can be achieved.
However, when the art disclosed in the Japanese Patent Laid-Open No. 5-161602 is used to connect a composite cable to a printed-circuit board, the work of separating the cables of the composite cable from one another and the work of passing the respective cables through a through hole of the printed-circuit board and connecting them to electrodes are still necessary. For reinforcing the respective cables connected to the printed-circuit board, these mutually-separated cables are fixed all at once using an adhesive or the like. As a result, a rigid area made from the adhesive is formed on the rear side of the printed-circuit board. This makes it difficult to greatly shorten an imaging apparatus.

Aligning means attaching a cable in an imaging apparatus


The present invention relates to a working machine, in particular a traveling material-handling machine, in particular a hydraulic excavator, comprising a basic machine, a cabin and a cabin arm pivotally mounted on the basic machine, by means of which the position of the cabin with respect to the basic machine can be varied, wherein the cabin arm can be swivelled with respect to the basic machine about a horizontal axis by means of at least one hydraulic actuator, and wherein the cabin is pivotally mounted on the cabin arm via a hydraulic inclination adjustment device. In accordance with the invention, the cabin includes an emergency lowering system, in which an inclination emergency valve is provided for the inclination adjustment device of the cabin, which in a case of emergency lowering provides for alignment of the cabin into a normal position.

The present invention relates to a working machine, in particular a traveling material-handling machine, in particular a hydraulic excavator, comprising a basic machine, a cabin and a cabin arm pivotally mounted on the basic machine, by means of which the position of the cabin with respect to the basic machine can be varied, wherein the cabin arm can be swivelled with respect to the basic machine about a horizontal axis by means of at least one hydraulic actuator, and wherein the cabin is pivotally mounted on the cabin arm via a hydraulic inclination adjustment device.
Such working machine is known from DE 20 2004 019 708 U1.
In such working machines, it is possible to vary the position of the cabins with respect to the basic machine by means of the cabin arm, so that an operator always has an optimum view of the working area and/or the tool of the working machine. When the cabin arm is swivelled, the cabin would be inclined with respect to the cabin arm without a corresponding change in its alignment. By means of the inclination adjustment device, the alignment of the cabin now can be varied or adapted correspondingly, in order to maintain the cabin in its normal position, in which the cabin floor is aligned substantially horizontally. In addition, the cabin can also be aligned such that the cabin floor is inclined with respect to the horizontal, so as to provide the operator with a better downward or upward view due to the inclined arrangement of the cabin.
The cabin arm usually includes an emergency lowering system, by means of which the cabin arm with the cabin pivotally mounted thereon can safely be lowered in the case of a failure of the cabin arm hydraulics, so that the operator can easily get out of the cabin.
In known working machines, however, this involves the problem that the angle of inclination of the cabin with respect to the attachment on the cabin arm is determined by the inclination adjustment device, so that when the cabin arm is swivelled down in a case of emergency lowering, the inclination of the cabin is varied. As a result, the cabin can have a considerable inclination when being lowered, whereby the operator is endangered.

Working machine and emergency lowering system


A marker flashlight and stand therefore is described. A tube of translucent, somewhat flexible material is adapted for releasable securement to the flashlight's lamp section. When the flashlight is turned on, almost the entire tube of translucent material is caused to glow. The tube can also be coated with a phosphorescent material so that it is capable of glowing even when the flashlight is not producing light. The tube can be removed from the flashlight's lamp section and placed about the body of the flashlight. The tube can be compressed so that the flashlight can still be received within a standard holster-type holder that has an interior area having a diameter approximately equal to the diameter of the flashlight's body. The tube may include a strap for enabling the tube to be attached to a user's clothing and be a holder for the flashlight.. The stand includes a wide base that is adjustably and releasably secured to the body of the flashlight. The stand can support the flashlight in a fixed position and can also be used to secure the flashlight to a user's clothing. An aperture is located at one end of the base so that the stand can be hung from an existing hook or nail. In an alternate embodiment of the stand, the base includes two pivotally attached outriggers that enable a user to increase the effective width of the base.

Most conventional flashlights have a tubular body designed to inwardly contain one or more batteries. Secured to one end of the body is a lamp portion that includes a parabolic reflector having a light bulb located at its center. A conventional flashlight will also typically include a switch and may include a clasp, hook or other type of member or aperture that enables the flashlight to be secured to a diverse element.
One problem with conventional flashlights is that the linear beam of light that they typically produce is unsuitable for use as a broadly viewable hazard marker/beacon or as a lantern. For a person who is trying to alert others to his or her presence, such as a stranded motorist or a pedestrian or bicyclist traveling at night, the tight beam of a flashlight is usually unsuitable since it cannot be seen unless the flashlight is pointed directly at the viewer. When a light source is required for dispersed lighting of an area, the narrow beam of a flashlight is not capable of illuminating a sufficiently large area to accomplish this function.
In the prior art, a number of flashlight modifications and accessories are taught for broadening a flashlight's light dispersal pattern. For example, there are flashlights in which the bulb can be moved out of the parabolic reflector and provide light in a dispersed manner. While this negates some of the prior art problems, the high intensity of the bulb can make it uncomfortable to look at. In addition, the small size of the bulb makes it a point-type light source that is easily blocked.
An additional method used to change a flashlight's narrow beam into a dispersed light source is to fit a long, rigid plastic tube of translucent material to the end of a flashlight. The tube absorbs a significant amount of the light and therefore is effective only with powerful flashlights. Furthermore, the tube is cumbersome to carry when not in use.
Another problem with prior art conventional flashlights is their instability when they are not being handheld. Many users have experienced frustration while attempting to prop up a flashlight so that it will shine on a particular desired area. In an effort to overcome this problem, there are prior art flashlights in which the lamp portion of the flashlight may be swiveled or adjustably positioned on the flashlight's body portion. However, this provides only a limited degree of success.
A third problem with prior art flashlights is that they are awkward to carry. To facilitate transport of a flashlight, a belt-mounted holder similar to a holster is often employed. However, initial securement of the holder can be somewhat bothersome since it requires a user to partially remove his or her belt to enable the belt to be inserted through the holder's securement loop.

Flashlight having a light tube and stand


Structures for a single diffusion break and methods of forming a structure for a single diffusion break. A cut is formed in a semiconductor fin. A single diffusion break includes a first dielectric layer in the cut and a second dielectric layer over the first dielectric layer. The first dielectric layer is comprised of a first material, and the second dielectric layer is comprised of a second material having a different composition than the first material. The second dielectric layer includes a first portion over the first dielectric layer and a second portion over the first portion. The first portion of the second dielectric layer has a first horizontal dimension, and the second portion of the second dielectric layer has a second horizontal dimension that is greater than the first horizontal dimension.

The invention relates to semiconductor device fabrication and integrated circuits and, more specifically, to structures for a single diffusion break and methods of forming a structure for a single diffusion break.
Complementary-metal-oxide-semiconductor (CMOS) processes may be used to build a combination of p-type and n-type field-effect transistors that are used to construct, for example, logic cells. Field-effect transistors generally include a semiconductor body supplying a channel region, a source, a drain, and a gate electrode over the channel region. When a control voltage exceeding a characteristic threshold voltage is applied to the gate electrode, carrier flow occurs in the channel region between the source and drain to produce a device output current.
A fin-type field-effect transistor (FinFET) may include a fin providing the semiconductor body, a gate structure that wraps about the top and sides of the fin, and heavily-doped source and drain regions spaced along the fin and arranged on opposite sides of the gate structure. A lower portion of the fin is embedded in dielectric material and an upper portion of the fin is overlapped by the gate structure. The source and drain regions may be formed in cavities that are etched in the fin.
Single diffusion breaks may be used to electrically isolate different transistors or groups of transistor from each other. Part of the process used to form a single diffusion break involves forming a cut in a fin, depositing a dielectric material that fills the cut, and recessing the dielectric material. An upper portion of the fin may exhibit unwanted rounding produced by the etching processes used to form the single diffusion break. Process modifications to eliminate fin rounding may place limitations and restrictions on the formation of a single diffusion break.
Improved structures for a single diffusion break and methods of forming a structure for a single diffusion break are needed.

Single diffusion breaks including stacked dielectric layers


A system and method for controlling power transfer between an internal combustion driven electrical power generator and a direct current (DC) motor. In one form, the invention includes control of a power inverter in a manner to restrict current through a winding of the generator to a predetermined polarity. The inverter includes a plurality of gate controlled switching devices which are selectively energized to allow current to free wheel through the motor during at least some portion of each alternating voltage cycle of the generator. In another form, a plurality of resistors are connected in series with an inverter and a DC motor with each resistor including a switching device for bypassing current around the associated resistor. In this form, resistors can be selectively inserted into the series path during electrical braking so that a maximum amount of electrical energy can be transferred to the generator through the inverter without exceeding the voltage limits of the inverter during high speed braking. Regenerative braking is further maximized during low speed or reduced braking requirements by removing resistors from the series current path.

An electric propulsion system for a traction vehicle, such as a large haulage truck, typically comprises a prime mover-driven electric generating means for supplying electric power to a pair of high horsepower electric traction motors respectively connected in driving relationship to a pair of wheels on opposite sides of the vehicle. The prime mover is commonly a diesel engine, and the traction motors are generally adjustable speed, reversible direct current (DC) electric motors. A vehicle operator controls the vehicle speed and direction of travel, i.e., forward or reverse, by manipulation of a speed control pedal and a forward-reverse selector switch. This speed control pedal is adapted to control the engine speed (rpm) which determines the power output of the generating means, thus varying the magnitude of the voltage applied to the traction motors.
Deceleration of a moving vehicle is accomplished by releasing the speed control pedal and either allowing the vehicle to coast or activating its mechanical or electrical braking system. In the electric braking mode of operation, the motors behave as generators, and the magnitude of the voltage generated across the armature windings of each motor is proportional to the rotational speed and the field excitation current of the motor. Dynamic braking resistor grids are connected across the armatures of the respective motors to dissipate the electric power output of the motors during electric braking. The average magnitude of current in each resistor grid is a measure of the braking effort of the associated motor.
During electrical braking, it is common in such systems to have the braking resistor grids connected in parallel circuit arrangement with the generating means. The generating means includes a controlled rectifier bridge circuit for coupling power from an alternator driven by the prime mover. The bridge circuit converts the AC power from the alternator to DC power for the electric motors. During regenerative electrical braking, the controlled rectifiers are controlled in a manner to convert the DC power generated by the electric motors into suitable AC power for driving the alternator as a motor. Retarding energy is dissipated in the braking resistor grids and by feeding energy into the alternator for driving the prime mover. The prime mover is generally connected not only to drive the alternator but to also power various vehicle accessories. During regenerative braking, retard energy drives the prime mover and powers the vehicle accessories resulting in a fuel savings.
The magnitude of available braking power during retard is the product of motor voltage and current. In order to maximize the retard effort of the electric motors, it is desirable to allow motor armature voltage to rise to a value sufficient to generate maximum safe motor current, generally restricted to the motor commutation limit. This voltage, at higher motor speeds, is greater than can be safely applied to the controlled rectifier bridge circuit requiring that the circuit be disabled at such higher motor speeds and thereby preventing the use of regenerative braking at higher speeds. It would therefore be desirable to provide a method and apparatus for allowing use of regenerative braking at higher motor speeds and reducing the use of dynamic braking resistor grids.
In control systems for the above described electric motors as well as others, it is common to use semiconductor controlled rectifiers (SCR) in the bridge circuit interconnecting the alternator and motor. One such bridge circuit may be used between an alternator primary winding and a motor armature while another bridge circuit interconnects an alternator tertiary winding and a motor field winding. The SCR's are gated or switched between conductive and non-conductive states in a well known manner in order to control the magnitude of current in the motor armature and field windings for regulating motor torque and polarity, i.e., forward and reverse rotation in propulsion and retard effort in electrical braking. In operation, the SCR's are switched such that all motor load current passes through the associated alternator winding. If the circuit can be operated in a manner to reduce the amount of load current through the alternator winding, the AC source rating can be reduced at a cost saving. Furthermore, the requirements for a smoothing reactor can also be reduced at a further savings.

Propulsion and electric braking system for electric traction motor vehicle


A control system and method are provided for a motor vehicle having an electronic control unit, by which the drive torque of a drive unit can be variably distributed, as required, to at least two axles. A drive-oriented control can be specified for the purpose of a primarily single-axle drive. By way of a comparison unit, preferably on the basis of a circle of forces, a driving-dynamic desired parameter demanded particularly on a basis of the driver's intention is compared with a driving-dynamic potential parameter. A change from the drive-oriented control to a driving-dynamics-oriented control for the purpose of a primarily multi-axle drive takes place only when a defined threshold value, for example, 70%, is exceeded relative to the driving-dynamic potential parameter, for example, a limit range of the circle of forces.

The invention relates to a control system for a motor vehicle having an electronic control unit by which the drive torque of a drive unit can be variably distributed, as required, to at least two axles.
With respect to the technical background, reference is made, for example, to the applicant's following patent documents: German Patent Document DE 10 2004 035 004 A1: Example of a Model-Supported Pilot Control for Increasing the Directional Control; German Patent Document DE 10 2011 005 095 A1: Approach to the Energy-Efficient Control of a Conventional All-Wheel Concept; and German Patent Document DE 10 2006 001 297 A1: Approach Analyzing the Potential Reserves of Individual Wheels with Respect to Longitudinal and Transverse Dynamics by Sensors for Measuring the Tire Deformations.
It is an object of the invention to improve a method of the above-mentioned type with regard to energy efficiency and to create a simple control for this purpose.
According to the invention, this task is achieved by providing a control system and method for a motor vehicle having an electronic control unit, by which the drive torque of a drive unit can be variably distributed, as required, to at least two axles. Basically, a drive-oriented control can be specified for the purpose of a primarily single-axle drive. A comparison unit compares a demanded driving-dynamic desired parameter with a driving-dynamic potential parameter. A change from the drive-oriented control to a driving-dynamics-oriented control for the purpose of a primarily multi-axle drive takes place only when a defined threshold value is exceeded relative to the driving-dynamic potential parameter.
The invention relates to a control system for a motor vehicle having an electronic control unit by which the drive torque of a drive unit can be variably distributed, as required, to at least two axles, basically a drive-oriented control being specifiable for the purpose of a primarily single-axle drive. In this case, by way of a comparison unit, preferably on the basis of the circle of forces, a driving-dynamic desired parameter demanded particularly on the basis of the driver's intention is compared with a driving-dynamic potential parameter. A change from the drive-oriented control to a driving-dynamics-oriented control for the purpose of a primarily multi-axle drive will take place only when a defined threshold value (for example, 70%) is exceeded relative to the driving-dynamic potential parameter (for example, the limit range of the circle of forces).
A transition to a driving-dynamics-oriented control for the purpose of a primarily multi-axle drive can take place discretely or continuously, for example, as a function of time, path or driving-dynamics parameters.
Particularly within the scope of hybrid vehicles, the term "drive-oriented control" applies not only to a short-term solely fuel-minimizing efficiency-oriented control but generally also to a longer-term control aimed at the maximal availability of the demanded overall power, electric power and/or the axle-related drive torque distribution. Separately, drive-related controls of the drive components in the case of hybrid vehicles are also already known as so-called hybrid operating strategies.
The invention is independent of the drive concept of a motor vehicle. It can be applied to a conventional all-wheel drive vehicle with a controllable longitudinal clutch as well as to a hybrid motor vehicle with drive motors assigned to each axle (such as an axle split hybrid or an arbitrary other combination having a combustion engine and/or an electric machine at one axle and a combustion engine and/or electric machine at the other axle(s)).
Particularly in the case of conventional all-wheel drive vehicles with drive motors at only one axle, a pure single-axle drive is specified as the drive-oriented control for optimizing the efficiency or minimizing fuel. The (driving-dynamics) control unit for implementing the invention is preferably uncoupled from a (drive) control unit for triggering the drive components (for example, the electric motor and the internal-combustion engine). Therefore, the drive control unit could specify a single-axle drive which, as required, could, however, be oversteered by the driving-dynamics control unit.
The invention is based on the following recognitions and ideas of the inventors. In the following, the special case of a two-axle-driven vehicle (four-wheel/all-wheel-drive) is treated in the present invention as an example. However, the invention explicitly includes its use in the case of multi-axle-driven and multi-track-driven vehicles, without any constant reference in the following.
Conventional, two-axle-driven vehicles are characterized in that one axle is driven directly by a torque source (for example, an internal-combustion engine) (primarily driven axle), and a second axle can be linked by way of a clutch element (friction, multiple-disk, jaw clutch) (secondarily driven axle).
In addition, electronic control systems for the variable drive torque distribution make it possible that the driving forces or drive torques are distributed between the axles according to the situation. This approach has the significant advantage that the best traction can be provided as a function of the driving situation. As an example, reference is made to the xDrive System used at BMW Group, which is described, for example, in the technical article "x-Drive—The New All-Wheel Drive in the BMW X3 and BMW X5" by G. Fischer, W. Pfau, H.-S. Braun and C. Billing (published in Automobiltechnische Zeitschrift ATZ, Edition Number 2004-02; Published Patent Application DE 100 54 023 A1).
In addition to conventional all-wheel drive vehicles, hybrid concepts also permit the implementation of a two-axle drive. However, differently than in the case of conventional concepts, the differentiation between (particularly directional-control-related) driving-dynamics-oriented and (particularly, efficiency-related) drive-oriented driving does not take place exclusively by way of the number of the driven axles or the drive torque distribution on the driven axles. Rather, the electronic control is based on driving strategies which, during drive-oriented driving, place the driving performance as well as the consumption-optimizing drive strategies for triggering the drive components in the foreground. In contrast, in the case of driving-dynamics-oriented driving, the drive torque distribution on the axle is placed in the foreground:
Conventional all-wheel vehicles—                Drive- or efficiency-oriented control:
Drive torque distribution single-axle (clutch disengaged)                Driving-dynamics-oriented control:
Drive torque distribution two-axle (clutch at least partially engaged); according to the situation, connecting of the secondarily driven axle and variable drive torque distribution for optimum driving-dynamics, for example, with respect to the self-steering effect when driving or coasting, traction when driving straight ahead or cornering and directional control with respect to under- or over-steering.
Hybrid all-wheel vehicles, particularly axle hybrids—                Drive- or efficiency-oriented control:
Direct triggering of the drive components with, the drive strategy takes place in an optimized manner according to the demanded driving performance, the accumulator (energy store) condition, the accumulator charging strategy and/or the consumption.                Driving-dynamics-oriented control:
Direct triggering of the drive components with the driving-dynamics strategy for the drive torque distribution in an optimized manner according to driving-dynamics, for example, with respect to the self-steering effect when driving or coasting, traction when driving straight ahead or cornering and directional control with respect to under- or over-steering.
Furthermore, the embodiment of a hybrid vehicle is called an axle hybrid, in which the front axle or rear axle is driven directly by an internal-combustion engine and the respective second axle is driven directly by an electric motor (for example, also known as an axle-split hybrid). As an example, reference is made to the hybrid BMW i8 sports car, for which this concept is implemented in series.
The introduced axle hybrid technique represents a suitable implementation form for an all-wheel-driven vehicle particularly because:
a) in comparison to conventional all-wheel concepts, the necessity of a mechanical clutch connection between the front axle and the rear axle is eliminated, and
b) because of the electronic vehicle control, several driving modes are available (for example, purely as an internal-combustion engine, purely electrically, in a combined manner), and an all-wheel drive can thereby be implemented which can be variably connected.
In addition to the described advantageous embodiment within the scope of an axle hybrid, it should be stressed here that the method introduced in the following can in principle be used for controlling any two-axle or multi-axle drive concept. Thus, the following range of applications is explicitly also a component of the present invention without continuous corresponding reference in the following: use in conventional all-wheel drives, use in axle hybrid variants with more than one electric motor at at least one of the two/several axles, use in hybrid drive concepts with an arbitrary combination of primary and secondary energy sources (such as hydrogen drives in a different technological implementation, fuel cell, etc.).
In the case of electronically controlled motor vehicles, particularly all-wheel drive vehicles, basically—driving-dynamic and therefore also driving-safety-influencing demands, such as longitudinal and transverse guidance stability, are in the foreground. A drive according to the driving-dynamics strategy (more precisely, the operation of two or more axles), however, discloses the disadvantageous feature that the fuel consumption is thereby increased. In the case of conventional all-wheel drive vehicles with a mechanical coupling, this is the result of combined sliding and rolling friction losses and inertia-related losses, which necessarily occur when driving a secondary axle.
In contrast, the invention is based on the recognition that the potential for saving fuel will be lost as a result of a mainly dynamic focusing when laying out the vehicle control. Thus, a plurality of driving situations with relatively low driving-dynamic demands exists, in which a transition can take place to the preferably efficiency-oriented drive strategy, or in which the single-axle drive is sufficient in the case of conventional all-wheel vehicles. Examples are extended straight-ahead driving, driving at a moderate vehicle velocity (for example, up to 100 km/h), driving on routes with almost no gradient as well as driving on a dry road.
A method is therefore provided according to the invention for improving the energy efficiency in two-axle driven or multi-axle driven vehicles. As described in the following, a novel control is disclosed.
A fundamental aspect of the invention is based on replacing, in a motor vehicle with a contemplated all-wheel drive, the previously mainly dynamics-oriented control of the drive torque distribution by an approach for improving the energy efficiency by use of a basically drive-oriented control of the drive torque distribution.
Such a novel control system provides that the desired driving-dynamic parameters resulting from the driver's intention be compared with driving-dynamic potential parameters relative to the drive torque distribution on the existing axles preferably according to the circle of forces, and a decision be made on the basis of the comparison result between a drive strategy or efficiency strategy or a driving-dynamic strategy. For increasing the efficiency, primarily the drive strategy is preferred over the driving-dynamic strategy, because the driving-dynamic strategy provides a primarily multi-axle drive for the benefit of the directional control but at the expense of the efficiency. A more uniform distribution of the drive torques onto the drivable axles therefore takes place here than in the case of a drive strategy which provides a primarily single-axle drive relative to the performance or the consumption.
Determination of the Driving-Dynamic Desired and Potential Parameters.
The driver's intention concerning the longitudinal and transverse driving-dynamics of the vehicle is obtained by way of the brake and/or accelerator pedal position, including the clutch position and the selected gear, as well as by way of the steering wheel position. At the same time, each tire (or each axle) can transmit only a certain total force to the road, whereby a maximal potential of longitudinal and transverse forces is predefined. According to a teaching familiar to a person skilled in the art, the limits of this driving-dynamic potential can be described by generating the circle of forces. In principle, a vehicle reaches a higher overall potential by connecting a secondary drive axle, so that the circumference of the circle of forces is enlarged (increase of longitudinal and transverse potential).
The comparison between the driver's intention and the driving-dynamic potential takes place by use of a model-supported pilot control. This relationship results in a control signal with the information of whether the driving-dynamic values intended by the driver fail into the limit range of that potential that is available in the momentary operating state of the vehicle.
For hybrid concepts (particularly axle hybrids), the calculated ratio represents a decision criterion with respect to shifting between the drive strategy and the driving-dynamics strategy. In the former, the driver's intention is weighed against the respectively maximally possible potential of the front axle and rear axle. As soon as the driving-dynamic desired values move in the limit range of one of the two axles and thereby the saturation of this axle is thereby achieved, the control will shift to the driving-dynamic strategy and, from then on, prioritizes by way of the drive torque distribution at the axles. For conventional all-wheel drive concepts, the decision is made with respect to a single-axle or multi-axle drive state.
By means of the new control, it is therefore achieved that:
a) in driving-safety-critical situations, a prioritization takes place with respect to the driving-dynamics (in the case of high driving-dynamic demands), and
b) in other situations, a decision is made in favor of a drive-oriented and, in this case, particularly energy-efficient, and therefore fuel-saving, interpretation.
The control system introduced according to the invention has the effect that a fuel-intensive operation predominates exclusively in situations in which, for reasons of driving-dynamics and directional control, this operation is necessary (limit range of the circle of forces). The significant advantage of the invention therefore consists of implementing the use of a variable all-wheel drive in a particularly energy-efficient manner without any losses with respect to driving safety.
Driving-dynamic disadvantages do not have to be feared here because in critical driving situations (for example, cornering), the prioritization continues with respect to driving-dynamics and the driver has the entire driving-dynamic potential of the vehicle available to him. For this purpose, the invention additionally provides that the control be adapted along a characteristic speed curve such that the change-over to the all-wheel drive will take place earlier at low speeds. However, beyond that, other application diagrams are also contemplated.
Additional significant advantages of the introduced method are its high adaptability and simple application. Since the basic construction of the control follows a simple physical approach and is based on current driving state variables, the weighting mechanism can be correspondingly variably adapted (according to mass, coefficient of friction, etc.). Thus, for example, when determining the driving-dynamic desired parameter and the driving-dynamic potential parameter, the loading condition of the vehicle can be taken into account or the pulling-along of a trailer or the towing of a vehicle can detected. In this case, it is sufficient for the application of the method to set a corresponding characteristic application curve once, while the variable adaptation takes place automatically on the basis of the estimation of the state values.
It is further possible to support the control system by use of state measurements and thereby protect it from failure it in a more stable manner. In a preferred embodiment, the inventors provide the estimation of the relevant driving state variables (pilot control). Should this fail, however, measurements could be used, even if this would result in longer response times.
Further Application Possibilities.
The introduced method is, among other things, capable of causing the additional start of a second drive. Should the driver have selected, for example, the purely electric driving mode and exceed the performance range of the electric motor by gas and steering inputs, the internal-combustion engines is additionally connected without an intervention by the driver, in order to ensure maximal driving comfort.
Furthermore, the implementation of an acknowledgement to the driver is conceivable, perhaps by way of a force feedback pedal or by way of the steering wheel. By the comparison of the driving-dynamic desired parameter with the driving-dynamic potential parameter as the central actuating variable, it can be signaled to the driver by way of the accelerator pedal that the limit range is reached and the additional connection of the all-wheel drive will take place shortly, if the desired values remain unchanged by the driver.
The option of the shifting suppression could have the purpose of preventing an undefined vehicle handling. Should the control determine driving-dynamic values which are in the limit range of the circle of forces, the shifting operating is therefore blocked for this time period.
Furthermore, the method can be used for activating further efficiency-improving mechanisms based on the information of the potential comparison. The use in a conventional all-wheel system with a Haldex clutch is an example. Thus, the evaluation of the defined actuating variable can be used for switching off the pump required for the Haldex clutch, as soon as no additional connection of a secondary axle has no longer been necessary for an extended time period. The switching-off of such elements can additionally lower the fuel consumption.
Finally, the combination of the introduced method with further controls may also be considered, for example, with a engine/brake intervention. In the example of a blocked all-wheel drive, a traction/transverse driving-dynamics optimization is still possible only by way of a total torque reduction. In the approach illustrated here, this case can be recognized by a balancing against the driver's demands. Concretely, in this case, the driver's demands would be above the potential of ail already connected axles, so that the necessity of a total torque slow-down by means of an engine or brake intervention is recognized and is communicated to corresponding systems. As an example, reference is made to German Published Patent Application DE 10 2009 055 683 A1.
Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of one or more preferred embodiments when considered in conjunction with the accompanying drawings.

Control system for a motor vehicle having an electronic control unit by which the drive torque of a drive unit can be variably distributed, as required, on at least two axles

Bayerische Motoren Werke Aktiengesellschaft


A method for revising a reference polarization curve of a fuel cell stack that identifies the relationship between the voltage and the current of the stack over time. When the stack is operating at a low load where kinetic voltage losses of the stack dominate, a first adaptation value is revised as the difference between the actual stack voltage and the stack voltage of the reference polarization curve. When the stack is operating at higher loads where ohmic voltage losses of the stack dominate, a second adaptation value is revised as the difference between the actual stack voltage and the stack voltage of the reference polarization curve.

1. Field of the Invention
This invention relates generally to a method for revising the current/voltage relationship of a fuel cell stack over time and, more particularly, to a method for revising the current/voltage relationship of a fuel cell stack as it ages that includes changing a first adaptation value when the stack is operating in a kinetic region and changing a second adaptation value when the stack is operating in an ohmic region.
2. Discussion of the Related Art
Hydrogen is a very attractive fuel because it is clean and can be used to efficiently produce electricity in a fuel cell. A hydrogen fuel cell is an electro-chemical device that includes an anode and a cathode with an electrolyte therebetween. The anode receives hydrogen gas and the cathode receives oxygen or air. The hydrogen gas is dissociated in the anode to generate free hydrogen protons and electrons. The hydrogen protons pass through the electrolyte to the cathode. The hydrogen protons react with the oxygen and the electrons in the cathode to generate water. The electrons from the anode cannot pass through the electrolyte, and thus are directed through a load to perform work before being sent to the cathode.
Proton exchange membrane fuel cells (PEMFC) are a popular fuel cell for vehicles. The PEMFC generally includes a solid polymer electrolyte proton conducting membrane, such as a perfluorosulfonic acid membrane. The anode and cathode typically include finely divided catalytic particles, usually platinum (Pt), supported on carbon particles and mixed with an ionomer. The catalytic mixture is deposited on opposing sides of the membrane. The combination of the anode catalytic mixture, the cathode catalytic mixture and the membrane define a membrane electrode assembly (MEA). MEAs are relatively expensive to manufacture and require certain conditions for effective operation.
Several fuel cells are typically combined in a fuel cell stack to generate the desired power. The fuel cell stack receives a cathode input gas, typically a flow of air forced through the stack by a compressor. Not all of the oxygen is consumed by the stack and some of the air is output as a cathode exhaust gas that may include water as a stack by-product. The fuel cell stack also receives an anode hydrogen input gas that flows into the anode side of the stack.
The dynamic power of a fuel cell system is limited. Further, the time delay from system start-up to driveability and low acceleration of the vehicle may not be acceptable. The voltage cycles can decrease the stack durability. These drawbacks can be minimized by using a high voltage battery in parallel with the fuel cell stack. Algorithms are employed to provide the distribution of power from the battery and the fuel cell stack to meet the requested power.
For the reasons discussed above, some fuel cell vehicles are hybrid vehicles that employ a rechargeable supplemental power source in addition to the fuel cell stack, such as a DC battery or a super capacitor (also referred to as an ultra-capacitor or double layer capacitor). The power source provides supplemental power for the various vehicle auxiliary loads, for system start-up and during high power demands when the fuel cell stack is unable to provide the desired power. More particularly, the fuel cell stack provides power to a traction motor and other vehicle systems through a DC voltage bus line for vehicle operation. The battery provides the supplemental power to the voltage bus line during those times when additional power is needed beyond what the stack can provide, such as during heavy acceleration. For example, the fuel cell stack may provide 70 kW of power. However, vehicle acceleration may require 100 kW or more of power. The fuel cell stack is used to recharge the battery at those times when the fuel cell stack is able to meet the system power demand. The generator power available from the traction motor during regenerative braking is also used to recharge the battery through the DC bus line.
FIG. 1 is a schematic block diagram of a hybrid fuel cell system 10 including a fuel cell stack 12 and a high voltage battery 14. The battery 14 is intended to represent any type of rechargeable energy storage system (RESS) suitable for the fuel cell application described herein. The fuel cell stack 12 provides electrical power to a high voltage bus line, represented here as positive bus line 16 and negative bus line 18. In a vehicle fuel cell system, the fuel cell stack 12 may include about 400 fuel cells. The battery 14 is also coupled to the high voltage bus lines 16 and 18, and provides supplemental power as discussed above. A power controller 20 controls the distribution of power provided by the stack 12 and the battery 14.
The fuel cell system 10 includes a power inverter module (PIM) 22 electrically coupled to the bus lines 16 and 18 and an AC or DC traction motor 24. The PIM 22 converts the DC voltage on the bus lines to an AC voltage suitable for the AC traction motor 24. The traction motor 24 provides the traction power to operate the vehicle, as is well understood in the art. The traction motor 24 can be any suitable motor for the purposes described herein, such as an AC induction motor, an AC permanent magnet motor and an AC three-phase synchronous machine. During regenerative braking when the traction motor 24 is operating as a generator, electrical AC power from the motor 24 is converted to DC power by the PIM 22, which is then applied to the bus lines 16 and 18 to recharge the battery 14. A blocking diode (not shown) prevents the regenerative electrical energy applied to the bus lines 16 and 18 from flowing into the fuel cell stack 12, which could otherwise damage the stack 12.
For a typical hybrid vehicle strategy, the battery 14 is mainly used to increase efficiency, lower the dynamic requirements of the fuel cell system, and/or increase the performance of the vehicle. If the vehicle operator demands more power, the battery 14 can provide the stored power to the traction motor 24 very fast. Additional demanded power can be quickly provided by the fuel cell system.
It is necessary to determine how much current can be drawn from the fuel cell stack 12 and the battery 14 as the load on the system 10 changes. To do this, the power controller 20 needs to know how the current draw will split between the fuel cell stack 12 and the battery 14 so that more current is not drawn from the stack 12 or the battery 14 than it is able to provide. The power controller 20 is able to predict the current split between the fuel cell stack 12 and the battery 14 if it can predict their electrical behavior. For example, if the stack 12 can provide 500 A and the battery 14 can provide 200 A, the controller 20 needs to limit the total current draw from both the stack 12 and the battery 14 consistent with their actual ability to provide the current. This may result in limiting the stack current to 400 A. A current split of one-third to two-thirds may be predicted by the power controller 20 in order to not exceed the battery capability.
In the system 10, the fuel cell stack 12 and the battery 14 are directly coupled to the high voltage bus lines 16 and 18. However, this is merely a representative example of a fuel cell system for a hybrid vehicle. Ultra-capacitors and DC/DC converters can also be employed to match the different voltage ranges of the fuel cell stack 12 and the battery 14, as would be well understood to those skilled in the art. For example, known fuel cell hybrid vehicles sometimes employ a bidirectional DC/DC converter to step up the DC voltage from the battery to match the battery voltage to the bus line voltage dictated by the stack voltage and step down the stack voltage during battery recharging. Various designs have been proposed in the art to eliminate the DC/DC converter because it is large, costly and heavy.
The controller 20 needs to know the current/voltage relationship, referred to as a polarization curve, of the fuel cell stack 12 and the battery 14 to provide a proper distribution of power. The relationship between the current and the voltage for the battery 14 is well modeled across its operating range. The relationship between the voltage and the current of the stack 12 is more difficult to define because it is non-linear, and changes depending on stack temperature, partial pressures and cathode and anode stoichiometries. Additionally the relationship between the stack current and voltage changes as the stack degrades over time. Particularly, an old and degraded stack will have lower cell voltages, and will need to provide more current to meet the power demands than a new, non-degraded stack.
When a vehicle operator makes a torque or power request to the fuel cell system 10, the power controller 20 converts the power request to a current demand for the fuel cell stack 12. FIG. 2 is a graph with stack current on the horizontal axis and stack voltage on the vertical axis showing a polarization curve 36 for a new fuel cell stack and a polarization curve 38 for an old fuel cell. If the vehicle operator requests 48 kW of power from the fuel cell system 10, the power controller 20 will determine how much current the stack 12 needs to provide based on the voltage that the stack is currently able to produce for that power request, and set the compressor speed and the hydrogen flow accordingly for that current. In this example, the new stack produces about 320 volts, which requires a stack current of about 150 amps. However, for the old stack, which is only able to generate about 290 volts, the compressor speed and the hydrogen flow would need to be set for about 163 amps of stack current to meet the 48 kW of requested power.
In some fuel cell system designs, a voltage source and an internal resistance of the source are used to model the dependency between stack voltage and current. The resistance value and the idle voltage of the voltage source need to be continuously changed in order to adapt to the actual voltage/current relationship of the stack as it ages. Therefore, two parameters have to be adapted based on only one actual pair of current and voltage, which leads to an infinite number of solutions. To address this problem, the known power algorithms slow down the adaptation of the parameters, which leads to using the actual current/voltage pair as well as pairs of recent time steps.

Method for adaptive prediction of stack voltage in automotive fuel cell systems


A connector is provided and includes a cage, a plurality of partition devices, and a heat dissipation device. The cage includes a plurality of plug receiving units that are arranged in at least a two columns by two rows arrangement. The plurality of partition devices include an upper partition plate and a lower partition plate and is positioned between two adjacent plug receiving units of the plurality of plug receiving units. The heat dissipation device includes a heat conduction block positioned between the upper partition plate and the lower partition plate, and a heat conduction pipe that contacts the heat conduction block and extends beyond a rear wall of the cage.

A known small Form Factor (SFF) connector assembly with a photoelectric conversion function generally includes a plug, a receptacle mated with the plug, and a connector for receiving the plug and the receptacle. The plug is used as an optoelectronic module having a photoelectric chip for converting an optical signal from an external optical fiber to an electrical signal. The receptacle is mounted in the connector and connects with the plug inserted into the connector. In the plug, a photoelectric chip is mounted in a protection case thereof. The photoelectric chips generate heat during use, increasing the temperature of the photoelectric chips and deteriorating the photoelectric conversion performance of the photoelectric chips.

Connector for receiving plug and connector assembly having sandwiched heat conduction


A III-V semiconductor heterojunction in which a capping layer (14) is formed between the two layers (10, 16) of the heterojunction to prevent any deleterious effects due to As-P exchange. When InAlAs is grown on InP, the capping layer is AlP. When GaAs is grown on GaInP, the capping layer is GaP.

Many advanced semiconductor electronic and opto-electronic devices are being developed based on the InP family of semiconductors. An example is a fast transistor using InP channels that take advantage of the high saturated electron velocity in InP. In this case, In.sub.0.52 Al.sub.0.48 As is grown over an InP substrate or InP epi-layer. The band bending at the InAlAs/InP interface leads to two-dimensional confinement of electrons on the InP side of the interface and of holes on the InAlAs side. Another example is a thin quantum well of InAs grown on an InP barrier and then covered with another InP barrier. The bandgap in the quantum well corresponds to about 1.3 .mu.m of optical energy, a region of great interest for optical fiber communications. In both examples, the interfacial characteristics are crucial because the interesting effects are occurring within a few nanometers of the nominal interface.
Such structures can be grown by a variety of techniques, molecular beam epitaxy (MBE), organo-metallic chemical vapor deposition (OMCVD), or organo-metallic molecular beam epitaxy (OMMBE), which is a combination of the first two and is sometimes referred to as chemical beam epitaxy (CBE). The conventional OMMBE method will be described with reference to an InAs/InP interface. An InP epi-layer is deposited by exposing an InP substrate to a medium pressure of trimethyl-indium (TMI) by the evaporation of TMI (a solid at room temperature) and to a medium pressure of molecular phosphorus (P.sub.2) obtained by cracking phosphine in a cracker cell. The TMI cracks on the hot substrate surface into In which then combines with the arriving P.sub.2 to form the desired InP. At the interface, the beam of phosphorus is interrupted and is replaced by a beam of molecular arsenic (As.sub.2) from another cracker cell cracking arsine to similarly form the desired InAs. If the second layer is to be composed of InAlAs, tri-isobutyl-aluminum (TIBAl) is supplied by the evaporation of TIBAl (a liquid at room temperature) in a fixed proportion to the TMI. Because the absence of the group-V flux is believed to degrade the surface quality, it is common practice to interrupt the TMI for about two seconds during the switching from P.sub.2 to As.sub.2 and before supplying the TIBAl in order to assure that the group-V element is not a combination of P and As.
Our experience, however, has shown that the InAs/InP interface is less abrupt than would be expected from the above sequence. We attribute the major part of the poor interface to an exchange between the already grown phosphide with the after supplied As. Indeed, we have grown a layer of InAs that was between 5 and 10 monolayers thick by simply exposing the InP to As.sub.2 for eight seconds in the absence of TMI. The thickness though was spatially varying. Such interfacial roughness undesirably scatters electrons, thus limiting device performance. It is possible that such As-P exchange continues after the fabrication of the interface, thereby bringing into question the long-term reliability of a device utilizing such an interface. Obviously, the poor interface abruptness and questionable reliability are not satisfactory.
A similar problem has arisen in GaAs/GaInP heterostructures, which are important for modulation-doped field-effect transistors, heterojunction bipolar transistors, lasers, and solar cells. The alloy Ga.sub.0.515 In.sub.0.485 P is lattice matched to GaAs. A two-dimensional electron gas forms on the GaAs side of the heterojunction, as disclosed by Razeghi et al. in "Extremely high electron mobility in a GaAs-Ga.sub.x In.sub.1-x P heterostructure grown by metalorganic chemical vapor deposition", Applied Physics Letters, volume 55, 1989, pp. 457-459. In a superlattice configuration, GaAs forms the quantum well. Such GaAs/GaInP heterostructures can be grown by OMMBE, by gas source MBE (GSMBE), or by OMCVD. The latter method is often preferred because of its simplicity, economy, and high throughput. However, changing over the group-V element is known to present a problem. The P cannot be shut off in a cessation of growth during which the chamber is flushed because its high vapor pressure would cause it to evaporate from the already deposited GaInP. Bhat et al. have described the deleterious reaction of arsine and phosphine with underlying III-V materials, especially GaAs and InP, in "A novel technique for the preservation of gratings in InP and InGaAsP and for the simultaneous preservation of InP, InGaAs, and InGaAsP in OMCVD," Journal of Crystal Growth, volume 107, 1991, pp. 871-877. That article disclosed that neither InP nor InGaAs is stable in arsine or phosphine respectively. Thus, when GaAs is grown on GaInP, the conventional technique of immediately substituting arsine for phosphine is likely to produce an intermediate layer of GaInAsP of graded composition and having an uneven surface. Such a layer can have a lower bandgap than GaAs and so will capture free charge carriers, principally heavy holes. Therefore, recombination occurs close to the interface where the material's wavelength is longer than desired. Furthermore, the efficiency is likely to be reduced because of nonradiative centers arising from the interfacial roughness. Also, the graded composition smears the interface, a critical problem when the GaAs layer is thin so as to serve as a quantum-well layer. That reference also suggested that As.sub.4 rather than As.sub.2 should be used to preserve InP during its heat up before growth.

Semiconductor heterostructure having a capping layer preventing deleterious effects of As-P exchange