The invention features a locking coupling for securing a transported vehicle within a carrier vehicle. The locking coupling features an turnbuckle attachment having adjustable arms for securing to the frame of a transported vehicle and a load binder assembly having a tensioner.

1. Field of the Invention
The invention pertains to improvements in locking devices, and more particularly to an improved locking device for a transported vehicle. Known art can be found in Class 70, Subclasses 26 and 58.
2. Description of the Known Art
As will be appreciated by those skilled in the art, various locking devices have been utilized to secure vehicles for transport. Traditionally, vehicles such as all-terrain vehicles (ATVs) have been transported from one location to another via flat-bed trailers. A flat-bed trailer is a trailer having a bed welded to its frame. ATV users may utilize tie-down straps made from bungee cords or nylon ropes to secure the transported ATV to the flat-bed trailer. Normally, a number of tie-down straps are fastened to an axle of the transported vehicle and also fastened to the frame of the flat-bed trailer. Further, ATV users may utilize a wheel lock to secure the transported ATV to the flat-bed trailer.
However, the destructible material of the tie-down straps, the awkward positioning of the tiedown straps with respect to the transported ATV and the flat-bed trailer, and the limited securing capabilities of the wheel locks, it is possible for the transported ATV to become unsecured. In particular, ATVs often bounce up and down on the flat-bed trailer during transportation. In some extreme circumstances, the tie-down straps have become unfastened to either the transported ATV or to the flat-bed trailer and the ATV has fallen off the flat-bed trailer during transportation; thereby providing a significant hazard and danger to passengers in other vehicles.
Thus, there is a need for an apparatus which can securely fasten an ATV to a flat-bed trailer or another vehicle during transportation of the ATV from one location to another. The apparatus must secure the apparatus during transportation to prevent an ATV from falling off the flat-bed trailer. Also, the apparatus should secure the transported ATV to a flat-bed trailer such that the transported ATV cannot be easily removed from the flat-bed trailer unless desired.
Patents disclosing information relevant to locking devices include U.S. Pat. No. 4,182,454, issued to Tohms on Jan. 8, 1980; U.S. Pat. No. 4,227,633, issued to Sellberg on Oct. 14, 1980; U.S. Pat. No. 4,312,452, issued to Waier on Jan. 26, 1982; U.S. Pat. No. 4,854,144, issued to Davis on Aug. 8, 1989; U.S. Pat. No. 4,874,284, issued to New on Oct. 17, 1989; U.S. Pat. No. 5,106,245, issued to Fritz et al. on Apr. 21, 1992; U.S. Pat. No. 5,593,260, issued to Zimmerman on Jan. 14, 1997; U.S. Pat. No. 6,000,255, issued to Lester on Dec. 14, 1999; U.S. Pat. No. 6,099,219, issued to Bartholomay on Aug. 8, 2000; and U.S. Pat. No. 6,920,771, issued to Griffith on Jul. 26, 2005. Each of these is expressly incorporated by reference.
Patents disclosing information relevant to tumbuckles include U.S. Pat. No. 634,431, issued to Davis on Oct. 3, 1899; U.S. Pat. No. 1,393,614, issued to Ferragamo on Oct. 11, 1921; U.S. Pat. No. 2,053,522, issued to Gourley et al. on Sep. 8, 1936; U.S. Pat. No. 2,403,828, issued to Rawlins et al. on Jul. 9, 1946; and U.S. Pat. No. 3,806,265, issued to Hattan on Apr. 23, 1974. Each of these is expressly incorporated by reference.
Patents disclosing information relevant to load binders include U.S. Pat. No. 1,538,412, issued to Stacy on May 19, 1925; U.S. Pat. No. 2,157,451, issued to Haubert on May 9, 1939; U.S. Pat. No. 3,271,007, issued to Ratcliff on Sep. 6, 1966; and U.S. Pat. No. 4,422,218, issued to Brasseux on Dec. 27, 1983. Each of these is expressly incorporated by reference.
U.S. Pat. No. 4,182,454, issued to Tohms on Jan. 8, 1980, entitled Security stand for motorcycle, teaches a security stand is provided which secures a motorcycle and each of its major, valuable components against theft. The stand does not utilize a padlock or chain either of which can be attacked by acid, quickly supercooled and embrittled by a cryogen, or easily cut with an oxyacetylene torch. The stand does utilize an internal locking means such as a dead bolt, which engages the ends of cross bar pipes necessarily containing cementitious material, which pipes are inserted in passages through a pair of angulated arms. The arms extend upwardly from a base, and, preferably both arms and base are also filled with cementitious material. The angulation of the arms is such that they do not provide a horizontal surface against which a hydraulic jacking means may be biased in cooperation with the base, or ground upon which the base is disposed. The cross bar pipes function as locking members when they are inserted through openings between the frame and engine of the motorcycle and locked.
U.S. Pat. No. 4,227,633, issued to Sellberg on Oct. 14, 1980, entitled Wheel-locking device to secure vehicles on the cargo platform of transport vehicles, teaches a wheel-locking device to secure vehicles on transport vehicle platforms, comprising a pivotally mounted stop member arranged to engage and hold the vehicle wheel in its raised position, a telescopic arm with controlled extension and retraction. At the outer end of said arm is pivotally mounted a bow arranged to be applied over the vehicle wheel. The telescopic arm is pivotally mounted at its lower point of attachment and so directed that in its raised position for the purpose of applying said bow over the vehicle wheel, said arm forms an acute angle to a vertical plane extending at right angles to the arm pivot axis through said point of attachment and is positioned on the opposite side of said vertical plane relative to the plane formed by said raised stop member, whereby said wheel will be firmly secured between said bow and said stop member.
U.S. Pat. No. 4,312,452, issued to Waier on Jan. 26, 1982, entitled Vehicle theft protection device, teaches a frame into which a forward end of an automotive vehicle is driven, and secured, so as to prevent vehicle theft, the frame including adjustable bars, so as to clamp snugly against the vehicle, and, in one design, also including rollers against the vehicle wheels, that prevent the vehicle from riding off the frame.
U.S. Pat. No. 4,854,144, issued to Davis on Aug. 8, 1989, entitled Vehicle immobilization device, teaches a one piece "Denver Boot" type vehicle immobilization device which may be effectively stored, transported to the site, and very quickly and efficiently applied, having a hub shield which prevents access to a lug nut of the immobilized vehicle's tire and which has an integral locking housing. The device has an adjustable arm which slides in the housing to open and close the device for application and removal, which locks in the immobilizing position, and which is interconnected to two articulating arms which traverse the tire tread and engage the inside of the tire in the immobilizing position.
U.S. Pat. No. 4,874,284, issued to New on Oct. 17, 1989, entitled Kit for transporting all terrain vehicles, teaches a kit for adapting a pickup truck for safely loading, transporting, and unloading two all terrain vehicles over the truck's bed area while preserving cargo space in the bed area. The kit includes a platform having a frame and flooring with dimensions sufficient to park two standard size all terrain vehicles thereon with the vehicles facing perpendicular to the length of the truck. The platform is mounted on the sidewalls of the truck such that the flooring is approximately even with the tops of the sidewalls, thus preserving significant cargo space under the flooring. Because it is safer when moving all terrain vehicles on a incline to always travel forward, the kit is designed for loading the vehicles on one side of the platform and unloading on the other. Toward this end, the kit's safety barrier, which is for preventing vehicles being loaded from one side from being accidentally driven off the other side, is hingedly attached and may be lowered and passed over while unloading.
U.S. Pat. No. 5,106,245, issued to Fritz et al. on Apr. 21, 1992, entitled Wheel chocks for use on vehicle transport carriers, teaches a chock for use in securing four wheel vehicles such as automobiles to the deck-mounted rail of a transport carrier includes a frame, with the frame having a pocket formed and adapted to mount the frame laterally over the deck-mounted rail. The rail has a series of transverse openings and the frame has at least one pin extending from the side of the pocket and positioned to extend through a rail opening. There is a locking member pivotally mounted to the frame on an axis perpendicular to the frame pin or pins. The locking member has a handle portion outside of the frame and a rail engaging portion movable within the pocket and arranged to bear against one side of the rail to secure the frame pin or pins within the rail openings and thus the frame to the rail. There is a latch for holding the locking member in a locking position. A rotatable rod is mounted in the frame and has a tire engaging web attached to it with rotation of the rod tightening or releasing the web.
U.S. Pat. No. 5,593,260, issued to Zimmerman on Jan. 14, 1997, entitled Apparatus for securing a vehicle to a trailer, teaches an apparatus for securing a vehicle, such as an all-terrain vehicle, to a trailer of the type towed by a car or truck is disclosed. The apparatus includes a cylindrical sleeve capable of being fastened to the trailer. First and second wheel stop bars are connected substantially perpendicular to the cylindrical sleeve. A lift bar has a body, a first arm, a first finger, a second arm and a second finger. The body of the lift bar is positioned substantially within the cylindrical sleeve for rotational movement about an axis within the cylindrical sleeve. A first chain is connected to the first finger of the lift bar and connected to the first wheel stop bar for securing a first wheel of the vehicle to the trailer. A first chain is connected to the second finger of the lift bar and connected to the second wheel stop bar. With the apparatus properly applied, the vehicle can be securely transported on the trailer.
U.S. Pat. No. 6,000,255, issued to Lester on Dec. 14, 1999, entitled Anti-theft device for all-terrain vehicles, teaches an anti-theft device for all-terrain vehicles comprising a hollow frame upon which the front or rear wheels of a vehicle rest, said frame being secured to a stable surface, locking structure substantially embedded within the frame, two slidable members engaged with the locking structure, and two wheel engaging end members affixed to the exposed end of said slidable members, which wheel engaging end members press against the wheel hubs of a vehicle thereby prohibiting removal of the vehicle from the stable surface when the locking structure is engaged.
U.S. Pat. No. 6,099,219, issued to Bartholomay on Aug. 8, 2000, entitled ATV tie down rack system, teaches an ATV tie down rack system for securing an ATV to a trailer or the bed of a pickup without requiring tie-down straps. The inventive device includes a tube member, a center bracket having two apertures extending from the tube member, a first support member attached to the tube member, a second support member attached to the tube member opposite of the first support member, a catch member having a U-shape rotatably positioned within the tube member, a pair of angled members extending orthogonally from the distal ends of the catch member, a first ratchet having a first strap, and a second ratchet having a second strap. The first strap and the second strap are slidably attached to the catch member and the angled members for allowing them to be easily moved away from the path of the tire of the ATV. The first ratchet and the second ratchet are utilized to tighten the respective straps about the tires of the ATV thereby retaining the ATV upon the trailer or pickup.
U.S. Pat. No. 6,920,771, issued to Griffith on Jul. 26, 2005, entitled Lock-down device for an all-terrain vehicle, teaches a lock-down device for use on an all-terrain vehicle, comprised of a rectangular base which mounts to a surface such as a garage floor or bed of a pick-up truck, four sockets mounted at each corner of the base, a flat rear panel with two bolts pivotally articulating on its bottom edge, a wheel cover, a flat rear panel which pivotally articulates with the wheel cover and which has two bolts on the bottom edge of the rear panel. The bolts on the rear panel and the front panel register with the four sockets on the base. The rear panel engages with the wheel cover by a latching mechanism. However, some vehicles, such as a dirt bike may be transported in a manner not conducive to utilizing this locking device.
Many of the locking devices previously taught secure the wheel of the transported vehicle from further movement, but do not secure the transported vehicle to the carrier vehicle. This arrangement leaves the transported vehicle still vulnerable from theft as the locked vehicle may be removed to another location for subsequent removal of the locking device. Other applications teach securing the locked wheel to the carrier vehicle; however these applications are lacking as the frame of the transported vehicle is vulnerable still. As will be appreciated by one skilled in the art, a locked wheel of a transported vehicle may be removed, thereby releasing the frame of the vehicle. Further, securing the wheel alone does not adequately secure the vehicle as the wheel and axle are adapted to move easily, thereby allowing the transported vehicle to move during transport. Securing the frame of the vehicle eliminates these problems.
It is evident from the past attempts that an improved locking device for a transported vehicle is desirable. Thus, it may be seen that these prior art patents are very limited in their teaching and utilization, and an improved locking device for a transported vehicle is needed to overcome these limitations.

Lock system for immobilizing transported vehicle


A flip chip bonding method and substrate architecture are disclosed for enhancing bonding performance between a chip and a substrate by forming a bump on the chip or the substrate. The flip chip bonding method includes performing pretreatment of a wafer having chips, dicing, and obtaining the pretreated individual chip; performing pretreatment of a substrate; aligning the pads of the pretreated chip with the pads of the pretreated substrate, and bonding the chip and the substrate together by applying an ultrasonic wave and heat using a collet and simultaneously applying pressure. Post treatment is performed by filling or molding resin after bonding. The chip or the substrate is formed with a plated bump, a stud bump or a wedge bump. The stud bump or the wedge bump can be additionally formed on the plated bump.

Generally, a wire bonding, a TAP bonding, a flip chip bonding, and the like have been disclosed as methods for bonding a semiconductor chip to a substrate. Meanwhile, the size of an electronic product is gradually minimized, and its performance is more enhanced. The number of bonding pads for input and output has increased, while the size of the chip used in the electronic product has gradually become smaller. Thus, the conventional wire bonding process for bonding the semiconductor chip on the substrate has arrived at its limit. Instead of the wire bonding method, a flip chip bonding method, which is not only superior in view of integrity or performance, but also has no wire connection process and has light weight and short length, has been widely used. The flip chip bonding method is a technology for forming a bump on a bonding pad of a chip and directly bonding the bonding pad of the chip on a lead pad of a substrate without connecting the bonding pad of the chip to the lead pad of the substrate using a metal wire.
FIG. 1 shows a view for explaining a conventional flip chip bonding.
Referring to FIG. 1, a flip chip bonding has a structure that, after forming a stud bump 13 on a bonding pad 12 of a chip 11 cut away from a wafer 10 and flipping the chip 11, the bonding pad 12 of the chip 111 is directly bonded to a lead pad 22 of a substrate 21. Here, the flip chip bonding is classified into a package type flip chip bonding for bonding a flip chip in a ceramic package and a on-board type flip chip bonding for directly bonding a flip chip on a main board.
FIG. 2 is a view showing an example of a package type flip chip bonding, and FIG. 3 is a view showing an example of an on-board type flip chip bonding. Referring to FIG. 2, a chip 11 is bonded to a ceramic package 22 by a flip chip bonding method. At this time, the package is mounted on a main board 25. The ceramic package 22 is sealed by a package cover 26. Referring to FIG. 3, after a chip 11 is directly bonded on a main board 25 by a flip chip bonding method, the part that is connected by bumps 53 is molded by resin and the like.
Meanwhile, in case of bonding a chip on a substrate as described above, a bonding strength or a production yield depends on the kind of a basic substance of the board 21. A conventional layer-built structure of a substrate, as shown in FIG. 4, consists of a basic substance, Cu, Ni, and Au. Specifically, after forming a pattern on the substrate, a surface treatment is performed to enhance an adhesive property. Here, the surface treatment is conventionally performed by plating with Ni or Au. At this time, a substance 21-1 of the substrate is FPCB, FR4, FR5, ceramic, or glass. That is, after coating with a Cu layer 21-2 on the basic substance 21-1, a pattern is formed. Then, a Ni layer 21-3 and an Au layer 21-4 are formed through an electroplating process to perform the surface treatment for enhancing an adhesion property.
However, according to a conventional flip chip bonding method, there have been problems in that, since a thermo-compression method that applies heat and compression when bonding a chip to a substrate is employed, a process rate is slow, the chip may be damaged due to high heat and compression, and, in case that a substrate to which a c hip is bonded or a pad of a wafer has a weak material, electrical bonding property deteriorates.
Further, according to a conventional layer-built structure of a substrate, there has been a problem in that, since a bonding strength or a production yield greatly depends on the kind of a basic substance of the substrate, inferior product may be generated.

Flip chip bonding method for enhancing adhesion force in flip chip packaging process and metal layer-built structure of substrate for the same


A method predicts resource allocations in a wireless network including a set of base stations (BSs). Each BS is in a cell, and serves a set of mobile stations. A sequence and rule of resource allocations are defined for all of the BSs. Previous resource allocations are acquired from the BSs in adjacent cells. In each BS, for a next allocation, inter-cell interference (ICI) is predicted independently for the set of MSs in the cell based on the previous resource allocations by the BSs in the adjacent cells and the sequence and rule of resource allocations. Then, each BS allocates the resources to the MSs in the cell based on the ICI and the previous resource allocations.

Inter-Cell Interference
Inter-cell interference (ICI) can be the primary limiting factor on the performance of cellular networks. If mobile stations (MSs) located at edges of adjacent cells served by different base stations (BSs) use the same time and frequency resource to transmit data, then the MSs are subject to possible ICI. It is important that BSs have some methods for coordinating the allocation of frequency resources so that network performance is optimized.
Partial Frequency Reuse
Partial frequency reuse (PFR) can reduce ICI. Given all the available frequency resources in the network, PFR partitions the resources into disjoint set, and allocates the resources for use by MSs at in cell centers or in sectors at the edges of the cells.
With PFR, the MSs in adjacent cell edge sectors transmit using different frequency resources. Conventional PFR methods are fixed over time. The MSs in a particular sector of the cell must communicate with the BS using the frequency resources allocated for the sector.
While PFR is effective in reducing ICI, PFR decreases frequency diversity, because the MSs can only use a small part of the overall frequency spectrum. This implies that the MSs have less choice to send or receive data through frequency resource with good channel condition, thus restricting a maximum rate at which the BS and MSs can communicate.
Other forms of coordination requires centralized scheduling amongst the cells, which is very difficult to realize in practice given the vast amount of information that needs to be communicated with the centralized scheduler.
Therefore, there is a need to reduce ICI in a dynamic and flexible manner so that frequency diversity can be attained with minimal overhead.

Inter-cell interference prediction for frequency resource allocation

Mitsubishi Electric Research Laboratories, Inc.


The present invention relates to an exhaust-gas turbocharger for use in an internal combustion engine and to a method for assembling and/or setting an exhaust-gas turbocharger. According to the invention, the exhaust-gas turbocharger comprises a regulating mechanism and an actuator device for actuating the regulating mechanism, wherein the actuator device comprises a control rod with a first part and a second part. The second part of the control rod has a guide, which is designed in such a way that it at least partially surrounds the first part. Moreover, the second part has at least one hole, wherein the first part is connected to the second part by a welded or assembly joint, which is arranged in the at least one hole.

DE 10 2007 018 618 A1 describes the widely known construction of a turbocharger for an internal combustion engine. This turbocharger consists essentially of a radial turbine with a turbine wheel and of a radial compressor coupled to the turbine wheel by a shaft and having a compressor impeller. The turbine wheel is driven by the exhaust-gas flow from the internal combustion engine and, via the shaft, drives the compressor impeller, which is arranged in the intake section of the internal combustion engine. This type of turbocharger is generally used to boost the power of internal combustion engines.
To regulate the turbine, the exhaust-gas flow which is passed through the turbine can be adjusted. A bypass is arranged on the turbine side for adjustment of the exhaust-gas flow, allowing at least some of the exhaust gas to be directed past the turbine. The quantity of diverted exhaust gas is regulated by a regulating mechanism, e.g. by a "waste gate valve" (or bypass valve). In certain conditions, this mechanism guides some of the exhaust gases through the bypass, around the turbine and directly into the exhaust. It is thereby possible, for example, to prevent an excessive rotational speed of the turbocharger and mechanical or thermal overloading of the internal combustion engine.
The regulating mechanism can be controlled by means of an actuator device. This generally comprises a control rod for transmitting force or movement within the regulating mechanism. There is a wide variety of design variants for coupling the control rod and the valve.
During the assembly of the turbocharger, the regulating mechanism is generally set manually. As is known from DE 10 2007 018 618 A1 or indeed from EP 1949926, the control rod can be coupled adjustably to the valve. This can be achieved, for example, by means of a thread on the control rod and a corresponding counterpart in the coupling mechanism (see FIG. 3). The problem with this procedure and this design is that there is no security against interference with the regulating mechanism. Thus, for example, the setting of the turbocharger can be changed by the end-user simply by adjusting the adjustable connection between the control rod and the coupling mechanism in order, for example, to achieve a higher engine power. In the event of damage to the turbocharger or to the internal combustion engine resulting therefrom, unauthorized modification, for example by the end-user, is very difficult to prove. Thus, damage arising from negligent action can lead to unjustified warranty claims. It is important to avoid such subsequent adjustment. Moreover, it is important to optimize the conditions for the installation and setting of a turbocharger, e.g. by improving the position and alignment of the regulating mechanism in respect of assembly and setting or fixing. This can allow the use of robots or other automation measures, for example. Another factor are the relatively high costs involved in producing the prior art solutions for adjustable regulating mechanisms by means of threaded rods or other screw-type solutions (see FIG. 3).

Exhaust-gas turbocharger for use with an internal combustion engine


A water intake grill for attachment to a water intake port associated with a jet watercraft, the water intake grill comprising a plurality of elongate members mounted to and in between fore and aft mounts. The fore mount comprising a base having an angularly orientated bottom surface for attaching first ends of the elongate members and an angularly orientated top surface for mounting atop thereof a key element having an overall geometric structure suited to fit within a mount socket integral to a forward wall section of the water intake port. The aft mount comprising a horizontally positioned base for accepting thereon at least one spacer and mounting thereto an extension support to support apart therefrom a cross support member for attaching second ends of the elongate members. Each elongate member comprising a teardrop geometric profile that effectively reduces the amount debris into the water intake port while allowing continued passage of water into the water intake port to yield sustained operating performance of the jet watercraft.

The use of boats is a very popular recreational activity. The popularity of this recreational activity has led to a wide variety of boat designs, including by way of example, classic sailboats, boats specifically designed to improve the fishing experience, boats designed for speed and racing, and pontoon boats with a large flat deck designed to accommodate a number of individuals for socializing, eating, sunbathing, and swimming. Just as diverse as the number of boat designs is the number of options for propelling a boat through the water.
Sails capture the wind for propulsion and internal combustion engines turn one or more propellers to swiftly propel a boat through the water. Internal combustion engine configurations include outboard motors that are primarily attached to an exterior portion of a hull or transom of a boat with a propeller extending downwardly into the water for propulsion. Conversely, internal combustion engines are preferentially located within the confines of the boat where a shaft generally extends through the length of the boat's hull and exits through a watertight seal to permit connection to and rotate an external propeller to power the boat through the water. Placing an internal combustion engine inside a boat also lends to another form of boat design and propulsion possible: a jet boat that incorporates features of a water jet pump.
A jet boat is primarily propelled along the surface of a body of water such as a lake or ocean via a water jet propulsion system. Powerful motors draw in volumes of water from the lake or ocean and expel a stream of water from the stern of the boat with such extreme force that it swiftly propels the jet boat through the water. This water jet design in particular requires large volumes of water to be drawn into and expelled from a water jet. The powerful motors that are used in this configuration create a tremendous amount of suction to draw the large amounts of water into the system necessary to propel these boats at the desired operating speeds.
A jet boat of the type known in the art eliminates the presence of an external propeller, which offers a significant advantage to boaters. By reducing the risk of injury from a propeller, water jet propulsion has enabled greater human interaction with the boat and the water. This design element has made a number of smaller more unique boats possible, primarily those that can be operated by a lone operator. Many examples of these personal watercrafts exist as their popularity has expanded over past years.
For instance, personal watercraft manufacturers have adapted jet boat water jet propulsion technology into a unique boat design and application. Where a jet boat would accommodate one or typically two or more riders who enter and are seated in the jet boat, personal watercraft are smaller and more commonly designed for one operator to straddle the watercraft similar to a snowmobile or motorcycle. In another variation, the design of the Jet Ski®, as pioneered and trademarked by the Kawasaki Corporation of Japan, simulates water skiing by riders of these vehicles, primarily allowing one to stand and operate a steering handle while the water jet propels a single hull ski under the rider's feet. These unique applications of water jet technology are significant because they allow use of personal watercraft in areas where one would not typically expect to travel with a larger jet boat. This design coupled with its unique propulsion system has greatly expanded the use of personal watercraft for leisure recreational activity, water rescue activity, and for competitive sporting activities. Smaller bodies of water where boats are less common are now home to the smaller more versatile personal watercraft. Personal watercrafts because of their small size are easier to launch into shallow water than conventional boats. Personal watercrafts are typically lighter and have smaller trailers than larger-sized boats, such that it is possible for a lone user to launch a personal watercraft for a day of water recreation. Their unique propulsion system is free of externally mounted motors and propellers, thus making it easier to launch and use personal watercraft in smaller bodies of water and in shallow water. Smaller bodies of water and shallow areas do, however, present unique challenges to personal watercraft use and operation.
Smaller bodies of water and shallow areas are common places where one can find an accumulation of natural and manmade debris such as rocks, trash, dead fish, algae, and weeds. By the nature of both how the water jet propulsion system of personal watercraft operates and where users of personal watercraft choose to use these vehicles, personal watercraft are prone to problems with natural and manmade debris. The powerful motors of these vehicles have an inadvertent tendency to draw in water simultaneously with that of the debris that may consequentially harm the water jet propulsion system. Debris can enter the water inlet port of a water jet propulsion system and block or restrict the flow of water through the water jet. Any sufficient blockage of water flow can decrease performance of a water jet and may prevent it from functioning in a proper manner. Debris such as rocks can break or damage vital operable components of the water jet system which may necessitate expensive repairs. Some water jet systems are designed to use water to not only propel the watercraft, but also to divert a portion of that water stream to cool the internal combustion engine.
Internal combustion engines that are not properly cooled will accelerate the breakdown of lubricating oils and cause premature engine wear, ultimately of which may render the vehicle inoperable. In other instances, excessive debris in the water jet propulsion system could cause the engine to perform poorly and operate at higher revolutions per minute stressing the engine parts thereby greatly reducing the overall operational life of the personal watercraft.
There have been numerous attempts in the art to solve the aforementioned problems, including the attachment of a screen to the intake port that is adaptably designed to prevent the entry of debris and like matter into the jet propulsion system, notably of the type described in U.S. Pat. No. 3,040,695 entitled "Intake Strainer." However, the nature of screen construction in and of itself may act as an impediment to water flow into water jet pump. In fact, a poorly designed screen may disrupt the laminar water flow characteristics along the boat's hull. Furthermore, a screen of this type may further create turbulent, air-entrained water mixtures that when fed into the water inlet port of the water jet pump may appreciably decrease the efficiency of the jet watercraft. Screens also have the disadvantage of becoming unduly obstructed by the presence of debris that may be inadvertently held for some time onto the surficial portion of the screen, as principally established by the powerful suction of the jet water pump.
To address the problem of clogged screens, the prior art offers numerous examples of screens with mechanical cleaning components such as that depicted in U.S. Pat. No. 3,253,567 entitled "Mechanism for Use in Conjunction with the Intake Opening of a Water Jet Propelled Vehicle." These devices are extremely complex and the additional moving parts make them susceptible to higher requirements of service and maintenance and ultimately breakage. More modern personal watercrafts incorporate an intake guard configured with a pair of extended finned members connected to mounts that adaptably fit atop the water inlet port, generally being perceived to be less complex than the screen designs noted herein. Compared to such complex screen designs, the intake guard has a lower cost of manufacture and can be easily installed in new and existing jet watercraft. While the intake guard inherently offers these distinct design advantages, it may be ineffective as functioning as a barrier to water-borne debris, particularly moderately-sized rocks that can be semi-permanently trapped within the extended finned members, and protecting the water jet pump and associated operable components from damage.
Without attempting to modify the existing two bar screen design noted above, other attempts are documented in the art to address the nature of a clogged screen, including a manual cleaning device described in U.S. Pat. No. 5,690,520 entitled "Weed Removal Apparatus for a Jet Pump Propelled Watercraft." This sort of manual cleaning device presents several challenges, including the requirement of transporting and stowing the device during nonuse and awkwardness of using the device to fully appreciate its stated utility. In fact, novice personal watercraft users many not recognize the appropriate time to use such a manual device, particularly during times of jet watercraft operation.
In other attempts to solve this problem, especially in areas where vine-like water weeds are present and pose a common problem, the screen may be configured to allow one to open and reach into the water inlet chamber and water jet to manually remove weeds. This type of inlet screen with opening capabilities is described in U.S. Pat. No. 4,027,617 entitled "Grating Apparatus for Protecting the Draft Port of a Water Jet Propulsion System." This type of device is described as having a plurality of moving parts and springs that may have a tendency to prematurely wear and fail over a period of time. Another significant problem with the opening inlet screen is that it presumes weeds will enter the system and does little to prevent weeds from entering the system. Other attempts noted in the art to solve this problem have sought to block weeds from entering the water jet pump, such as the device described in U.S. Pat. No. 5,779,508, entitled "Anti-clogging Water Jet Craft," wherein extra appendages are attached to the bottom of the watercraft to block debris and like matter. This extra appendage, however, complicates the process of launching and trailering personal watercraft and reduces the desirable attribute of operating personal watercraft in shallow water.
Further attempts are noted in the art, including the alteration of the screen as described in U.S. Pat. No. 3,147,733 entitled "Inlet Screen," wherein the tines of the screen are attached to only one end of the screen. This design relies on the vibration of the engine and water flow under the boat's hull to cause the debris to remove itself from the inlet screen. This design lacks durability as the tines by design may unduly vibrate as a result of being attached to only one end. Also, this design does not solve the problem of solid compact debris, notably large rocks, which can enter the end of the screen where the tines are not attached.
Accordingly, there remains a need for a jet watercraft intake grill comprising solid, single piece construction, particularly of which prevents water-borne debris from entering into the water jet pump, functions without rider intervention, provides for an improved condition of laminar water flow into the water intake port of the water jet pump, permits continued operation of the jet watercraft in shallow water without undue obtrusiveness, and furthers the ease of loading and unloading the personal watercraft into a body of water.

This patent is subject to a terminal disclaimer.

Water intake grill for personal watercraft


A precipitation-strengthened Ni-based heat-resistant alloy of the present invention includes 0.03 wt % or less of C, 0.5 wt % or less of Mn, 0.01 wt % or less of P, 0.01 wt % or less of S, 2.0 to 3.0 wt % of Si, 23 to 30 wt % of Cr, 7.0 to 14.0 wt % of W, 10 to 20 wt % of Fe, and 40 to 60 wt % of Ni, wherein a total content of C, N, O, P and S is 0.01 wt % or less. A silicide is dispersed and precipitated and a grain size of a matrix austenite is controlled through a thermo-mechanical treatment. As a result, the precipitation-strengthened Ni-based heat-resistant alloy excellent in irradiation resistance, heat resistance and corrosion resistance can be obtained with a low cost.

Core materials for fast reactors are required to have excellent resistance to creep deformation and environment-induced cracking at high temperatures in high-radiation environments. In a prototype reactor Monju, used is an SUS316 austenitic stainless steel for the fuel-cladding pipes to which the most stringent conditions are applied among core materials for fast reactors.
As the abrasion-resistant high-strength members of light-water reactors, used is Stellite or Inconel; however, regarding Stellite, radioactivation associated with the Co-based alloy is an important issue in maintenance, and regarding Inconel, grain-boundary stress corrosion cracking is an important issue. As a candidate of a material for fuel-cladding pipes of supercritical water-cooled reactors, a SUS310 steel is exemplified; however, on a high-temperature side at 700° C., the austenite phase stability thereof is low, and therefore α-phase brittlement is an important issue.
FIG. 9 shows a relationship between TTC (aging time-temperature-corrosion range) diagrams relating to aging embrittlement of an SUS316 steel austenite (γ phase) and the γ phase stability thereof. In the left-hand chart, IGC is grain-boundary corrosion relating to the formation of a σ phase and a Cr-depleted layer of carbide in a grain boundary, and MPC (Martensite Path Corrosion) is a depression region of corrosion resistance at a grain boundary and within a grain, which is accompanied by the formation of a high-Cr plane and a low-Cr plane on a crystal plane level through spinodal decomposition of processing-induced martensite or remanent ferrite, which is generated depending on a heat hysteresis of cold working or the like and the aging time. This is because the γ phase itself is low in stability in a supercooled state and structure change is occurred during aging in a practical temperature range, as in the right-hand chart.
In a fast reactor of a high-temperature operation, a heat-resistant alloy resistant to high temperatures on a level of 700° C. is needed for the heat-transfer pipes of a heat exchanger; but existing Inconel 690 and the like are not precipitation-strengthened ones and the mechanical strength thereof is unsatisfactory.
Existing materials of austenitic stainless steel such as JIS SUS304 or SUS316 contain Cr in an amount of 16 wt % or more and may readily form a passivation film to exhibit excellent corrosion resistance, and in addition, the materials have excellent forming-workability and toughness intrinsic to face-centered cubic crystals, and are widely used as core structure materials for atomic reactors. However, these materials have a low Ni content of 20% or less, and therefore the thermodynamic stability of the austenite phase itself at operating temperatures is insufficient. Under the conditions of fast reactors that receive heavy irradiation by fast neutrons in a broad temperature range of from 250 to 700° C., the irradiation embrittlement is easily occurred in a low- or middle-temperature range of from 250 to 450° C., and deformation is easily occurred owing to volume change and irradiation creep by void swelling at 450° C. or higher. Consequently, the materials are insufficient in point of the heat resistance and the irradiation resistance, and are difficult to be applied to fast reactors.
FIG. 10 shows the influence of γ phase stability on irradiation resistance (void swelling resistance). The irradiation resistance is most excellent under the condition of Fe/Ni ratio at which γ phase is stabilized as a solid solution.
As alloys having improved irradiation resistance, austenitic stainless steels such as PNC316 and PNC1520 have been developed. By using these, the latent period before void swelling is controlled. However, after void swelling is occurred, the growth/coarsening of void occurs in proportion to the irradiance level (time), and therefore prototype reactors on an irradiance level of up to about 100 dpa are in the applicable range, and any other material more excellent in irradiation resistance is needed for practical reactors on an irradiance level of 250 dpa.
Given the situation, as a fuel-cladding pipe material for future fast reactors capable of solving the problems with existing austenitic stainless steels, studies and developments of precipitation-strengthened Ni-based heat resistant alloys are being made actively in Europe and America; and Nimonic Alloy PE16 used in prototype reactors in England, and new alloys created by modifying US Inconel-type commercial alloys have been developed. Patent Reference 1 discloses an Fe—Ni-based austenitic alloy excellent in neutron irradiation resistance and sodium corrosion resistance, which is used for core members of fast-breeder reactors such as fuel-cladding pipes.
As a technology of materials in another system for solving the problems with existing austenitic stainless steels, for example, a ferritic steel has been developed. A ferritic steel has a body-centered cubic crystal that hardly experience void swelling, and therefore mainly in US, HT9 or the like is being used for metal fuel-cladding pipes of fast reactors for use as breeder reactors operating at low temperatures. However, the mechanical strength at high temperature of ferritic steel is low as compared with that of austenitic steel; and therefore, the heat resistance thereof is problematic. Accordingly, Patent Reference 2 discloses a martensitic oxide dispersion steel (martensitic ODS steel) excellent in high-temperature strength.

Precipitation-strengthened Ni-based heat-resistant alloy and method for producing the same


Provided is simple construction, in a mechanical apparatus such as a rack and pinion steering gear unit, for fastening a bearing that supports thrust loads to a member of the mechanical apparatus using a tapered snap ring, such that there is high rigidity against thrust loads. With the outer ring 17 of the bearing 15 positioned with respect to the housing 11a so that the axial length L27 between the circumferential edge of the axial one side surface 32a of the locking groove 27 and the axial one side surface 34 of the outer ring 17 is less than the maximum thickness T28a of the tapered snap ring 28a, the tapered snap ring 28a is locked into the locking groove 27. The gap 35 is provided between the axial other side surface 31 of the tapered snap ring 28a and the axial other side surface 33 of the locking groove 33.

A rack and pinion steering gear unit is used as a mechanism for converting rotating motion that is inputted from a steering wheel to linear motion for applying a steering angle to steered wheels. Construction of a steering apparatus that comprises this kind of rack and pinion steering gear unit is already widely used as disclosed in JP 2009-184591 (A), JP 2004-17872(A) and JP 61-124471(U).
FIG. 6 illustrates an example of a conventional steering apparatus in which a rack and pinion steering gear unit is assembled. In this steering apparatus, in order to reduce the operating force of the steering wheel 1, an auxiliary operating force from a motor 3 that is installed in the middle section of the steering column 2 is applied to the steering shaft (not illustrated in the figure). The movement of the steering shaft that rotates as the steering wheel 1 is operated, is transmitted to an intermediate shaft 4, and by way of a pinion shaft 5, causes the rack shaft 9 (see FIG. 7) of a rack and pinion type steering gear unit 6 to move back-and-forth, which steers the steered wheels by way of a pair of left and right tie rods 7.
As illustrated in FIG. 7 and FIG. 8, in a rack and pinion steering gear unit 6 of this kind of steering apparatus, pinion teeth 8 that are formed on part in the axial direction (tip end half section) of the pinion shaft 5 engage with rack teeth 10 that are formed on the front surface (surface on the top side in FIG. 7 and FIG. 8) of the rack shaft 9. A helical rack having a twisted angle is used for the rack teeth 10, and to correspond to this, a helical gear having a twisted angle is used for the pinion teeth 8. Part of both the pinion shaft 5 and the rack shaft 9 are housed inside a housing 11.
The housing 11, which is a member of the steering gear unit 6, comprises a main housing section 12 and a sub housing section 13, which are both cylindrical in shape. The main housing section 12 is open on both ends, and the sub housing section 13 is provided on the side of part of the main housing section 12, and one end is open. The center axis of the main housing section 12 and the center axis of the sub housing section 13 are in a twisted position against one another.
The rack shaft 9 is inserted through the main housing section 12 so as to be able to displace in the axial direction, and both end sections thereof protrude from the main housing section 12. The tip end half of pinion shaft 5 where the pinion teeth 8 are formed is supported on the inside of the sub housing section 13 so that only rotation is possible. In order for this, the other end of the pinion shaft 5 (left end in FIG. 8) is supported by the back end section of the sub housing section 13 by way of a radial needle bearing 14. Moreover, the middle section of the pinion shaft 5 is supported by a deep-groove, a three point contact or a four point contact single-row ball bearing 15 in the portion near the opening of the sub housing section 13. Of the inner ring 16 and the outer ring 17 of the ball bearing 15, the inner ring 16 is held between an inner-diameter side stepped surface 18 that is formed in the middle section of the pinion shaft 5 and a conical shape snap ring 19 that is fastened to the middle section of the pinion shaft 5. Moreover, the outer ring 17 is held between an outer-diameter side stepped surface 20 that is formed in the middle section of the inner circumferential surface of the sub housing section 13 and a locking screw cylinder 21 that is screwed onto the opening section of the sub housing section 13. With this construction, the tip end half section of the pinion shaft 5 is supported inside the sub housing section 13 so that radial loads and thrust loads can be supported, and so that displacement in the axial direction is prevent and only rotation is possible. In this way, it is possible to maintain the engaging section between the rack teeth and the pinion teeth in the proper state of engagement, and it is possible to prevent the occurrence of strange noise in the engaging section.
During operation of this kind of rack and pinion steering gear unit 6, a force is applied to the rack shaft 9 in a direction away from the pinion shaft 5 due to a reaction force that occurs in the engaging section between the pinion teeth 8 and the rack teeth 10. Therefore, a mechanism for supporting the rear surface side of the rack shaft 9 is provided on the opposite side from the engaging section between the pinion teeth 8 and the rack teeth 10, which prevents displacement of the rack shaft 9 in a direction away from the pinion shaft 5.
As this kind of mechanism, a cylinder section 22 is provided in the housing 11 in the portion on the opposite side of the sub housing section 13 in the diametrical direction of the main housing section 12, and a slide type rack guide 23 is provided inside this cylinder section 22. This slide type rack guide 23 is mounted inside the cylinder section 22, and comprises a pressure block 24 that has a partial cylindrical concave surface that corresponds to the shape of the back surface of the rack shaft 9 on side that presses the rack shaft 9, a cover 25 that is screwed onto the opening section of the cylinder section 22, and screw threads that are formed between the pressure block 24 and the cover 25, and the pressure block 24 is constructed so as to press toward the rack shaft 9.
With this construction, together with eliminating backlash in the engaging section between the pinion teeth 8 and the rack teeth 10, it is possible to maintain the engaging section between the pinion teeth 8 and the rack teeth 10 is a proper state of engagement regardless of the force that is applied to the rack shaft in a direction away from the pinion shaft 5 as power is transmitted at the engaging section between the pinion teeth 8 and the rack teeth 10.
In the case of this kind of steering apparatus, in order to support the tip end half section of the pinion shaft 5 of the rack and pinion gear unit 6 inside the sub housing section 13 so that radial loads and thrust loads can be supported, the locking screw cylinder 21 is screwed onto the opening section of the sub housing section 13, which regulates the displacement on the axial direction of the outer ring 17 of the ball bearing 15. Therefore, it is possible to increase rigidity against thrust loads that try to cause the pinion shaft 5 to displace in the axial direction. However, by simply providing this locking screw cylinder 21, the dimension in the axial direction of the housing 11 increases, so there is a possibility that the size of the steering gear unit 6 will increase. Moreover, the work of assembling this locking screw cylinder 21 is troublesome, and there is a possibility that the production cost will increase.
JP 2010-38254 (A) discloses construction of a rack and pinion gear unit that uses a tapered snap ring such as illustrated in FIG. 9 instead of the locking screw cylinder 21 having the construction illustrated in FIG. 8. In this rack and pinion gear unit 6a, a plurality of conical shaped protrusions 46, which protrude from the inclined side surface 30 that is formed in the portion near the outside end in the radial direction of one side surface in the axial direction of the tapered snap ring 28, are formed at evenly space positions in the circumferential direction of that inclined side surface 30. Moreover, a ring shaped concave groove 47 is formed in an inclined groove side surface 32 of one side surface in the axial direction of the inside surfaces of a ring shaped locking groove 27 that is formed around the inner circumferential surface of the housing 11 for locking the tapered snap ring 28. In the case of this kind of construction, when the tapered snap ring 28 contracts a specified amount due to the radial component of a reaction force from the inclined groove side surface 32 of the locking groove 27 in reaction to an outward force (thrust load) in the axial direction that is applied to the tapered snap ring 28, the protrusions 46 of the tapered snap ring 28 engage with the inner wall surface (inside surface in the radial direction) of the ring shaped concave groove 47. In this way, by being able to prevent the tapered snap ring 28 from contracting more than a specified amount, and stabilizing the locked state between the tapered snap ring 28 and locking groove 27, movement in the axial direction of the tapered snap ring 28 is regulated. With this kind construction, the dimension in the axial direction of the housing 11 does not increase, and the work of assembling and locking the tapered snap ring 28 in the locking groove 27 is not troublesome. However, there is a problem in that the shape of the tapered snap ring 28 and the locking groove 27 that is formed around the inner circumferential surface of the housing 11 is complicated, so there is processing is difficult and thus the manufacturing cost increases.

Construction for fastening a bearing and a steering gear unit using this construction for fastening a bearing


There are disclosed a system and method for preventing the leaking of digital content. The system for preventing the leaking of digital content may include a digital content layer generation unit for generating a digital content layer displaying digital content, a security layer generation unit for generating a security layer including security information based on information about a user terminal, and an information display unit for displaying the security layer generated by the security layer generation unit and the digital content layer generated by the digital content layer generation unit in the display device of the user terminal in an overlapping form so that the security information looks like overlapping with the digital content. Accordingly, the illegal leaking of digital content through photographing or screen capture can be prevented.

1. Field of the Invention
The present invention relates to a system and method for preventing the leaking of digital content and, more particularly, to technology capable of preventing the leaking of digital content that may occur through screen capture, etc. in a user terminal, such as a computer terminal or a portable terminal, by displaying digital content including information related to the user terminal when the digital content is displayed by using the user terminal.
2. Discussion of the Related Art
Recently, almost all the business or services in an overall life, such as office business, settlement service, the issue of certificates, banking, and electronic commerce, are being carried out through on-line and computerized environments. In the on-line and computerized environments, digital content is the subject of the creation, reading, storage, edition, and transmission of information. The digital content may mean various forms of pieces of digital information (e.g., digital documents and moving images) including images, text, multimedia, and so on.
The digital content is very vulnerable to leaking through illegal actions because the digital content can be easily duplicated and transmitted even without being lost in view of the characteristic of digital information. In order to provide an environment in which digital content can be soundly used, there is a need for protection means (i.e., a security system) capable of preventing the digital content from illegal actions. Digital content may be protected through, for example, encryption and decryption systems, watermark, a fingerprinting system, and a screen capture prevention system.
The screen capture prevention system may be a system for preventing an action to leak digital content displayed through a terminal, such as a PC, by illegally capturing, storing, using, and distributing the digital content. The screen capture prevention system may be implemented in various ways.
For example, Korean Laid-Open Patent Publication No. 2004-0033540 discloses a screen capture prevention system for digital copyright works. The capture prevention system precludes illegal capture and a change of information by detecting requests of application programs from the system to use system services and system functions and analyzing service request patterns in relation to the system services using the application programs. For another example, Korean Laid-Open Patent Publication No. 2006-0032332 discloses a system for preventing the capture of a still image, in which a normal and complete screen cannot be captured when a still image is captured.
In the conventional capture prevention systems, however, the maintenance and repair of the systems according to a change of a screen capture type and an increase of screen capture programs are inevitable, and the capture prevention functions of the systems may be useless regarding the leaking of photos and moving images through cameras or mobile devices. The systems are also problematic in that it is difficult to prevent screen capture in mobile devices.
As described above, the conventional capture prevention systems have problems in that costs for the maintenance and repair of the systems are high and leaking through photos and moving images for a screen, the leaking of information using screen capture in mobile devices, and so on cannot be fundamentally prevented. Accordingly, there is an urgent need for the development of technology which can prevent the leaking of digital content through screen capture reliably and efficiently.

System and method for preventing the leaking of digital content


Provided is an information processing device including a registration data generation unit (112) that generates registration data that is registered in a P2P database (120) and that includes encrypted identification information generated through encryption using key information of a subject related to the registration data, the encrypted identification information being used to identify the subject and being different for each registration data.

In recent years, services each using a peer-to-peer database represented by blockchain data have actively been developed. As examples thereof, Bitcoin using the blockchain data for exchange of virtual currency and the like can be listed. The services each using the peer-to-peer database represented by the blockchain data can prevent falsification of data managed by the peer-to-peer database and guarantee authenticity of the data.
PTL 1 described below discloses a technique which encrypts data managed in a peer-to-peer database with a public key and allows a user for whom the data is intended decrypts the registration data with a secret key held thereby.

Information processing device for generating registration data in a peer-to-peer network


A golf club having variable face to body transition is disclosed herein. More specifically, the present invention relates to a golf club head having an indented transition region that helps facilitate the transition of thickness variation from the striking face to a rear aft body. The indented transition region may be located on the crown, the skirt, or the sole, and achieves improved performance by achieving an increased thickness reduction slope.

In order to improve the performance of a golf club, golf club designers are often faced with the dilemma of trying to maximize the discretionary weight of a golf club, allowing that discretionary weight to be shifted and placed at more strategic locations within the golf club head.
In order to fully understand the challenges behind the very basic design guideline above, it is worth first investigating the meaning and importance of the concept of "discretionary weight". Once the concept of discretionary weight has been explained, the discussion can then move towards how and where to strategically place the discretionary weight within a golf club head to improve the performance of a golf club.
Discretionary weight, as it is commonly known in the golf industry, refers to any additional weight that is not used up in the creation and formation of the basic elements of the golf club such as the face, the crown, the sole, the skirt, the hosel, and or any accompanying components. Because there are several components in a golf club, and each of those specific components has a minimum amount of weight required, there is a "theoretical minimum amount of weight" needed for the formation of a golf club. However, with the advances in material sciences and construction methodology, this "theoretical minimum amount of weight" can often be a floating number that decreases over time, resulting in an increase in the amount of discretionary weight that can be achieved in a golf club head.
Discretionary weight to a golf club designer is important because it allows the center of gravity of the golf club to be changed to achieve center of gravity goals to meet different design objectives. Because the laws of physics govern the impact between a golf club and a golf ball, the resultant trajectory of a golf ball is heavily influenced by the center of gravity of a golf club. Having a low and deep center of gravity will generally promote a golf club with high launching and low spinning golf ball, while having a high and forward center of gravity will promote a low launching and high spinning golf ball. Ultimately, determining the exact location of the center of gravity may be just as much of an art form as it is precise science, but having the maximum amount of discretionary weight allows the golf club designer the flexibility to achieve the maximum amount of center of gravity movements.
Hence, based on the above, it can be seen that one of the main concerns of a golf club designer is to maximize the amount of discretionary weight of a golf club by eliminating weight from locations of the golf club head that are now unnecessary due to certain material, design, or process improvements. By being conscious of the location where weight can be saved increases the discretionary weight, which can ultimately lead to improved golf club performance. U.S. Pat. No. 5,997,415 to Wood illustrates the concept of discretionary weight in a golf club head and one of the earlier attempts of increasing discretionary weight by using rings and frames.
U.S. Pat. No. 5,318,300 to Schmidt shows another one of the earlier attempts to manipulate the thickness of the striking face of a golf club head to improve performance. Although the intent of the Schmidt patent was to improve the ballspeed across the striking face, the thinning of specific portions of the striking face also saves weight and can help increase the discretionary weight.
U.S. Pat. No. 7,144,331 to Poynor shows another attempt to increase the discretionary weight of a golf club by having a wraparound face insert welded to the front face, resulting in an unsupported face area. This concept removes unnecessary material from certain portions of the golf club head to increase the discretionary weight within the golf club head.
Up till recently, most of the manipulation of wall thickness of a golf club head has always been focused on the thickest portion of the golf club head, the striking face. However, this portion of the club head, despite having the highest thickness, can only be thinned so much due to the fact that it must withstand the stresses of an impact with a golf ball. Hence, in order to find more discretionary weight, other portions of the golf club head must also be considered.
U.S. Pat. No. 7,789,773 to Rae et al. attempts to increase discretionary weight by adjusting the crown portion of a golf club head. U.S. Pat. No. 7,789,773 to Rae et al. attempts to do this by altering the geometry of the crown with recesses towards the ground plane to include a plurality of drop angles and recovery angles to create a crown portion that deviates from the conventional shape and geometry. This attempt, although could potentially be helpful in generating more discretionary weight, distorts the aesthetic appeal of a golf club head. Moreover, when the crown of a golf club head is manipulated, it often results in a destruction of the sound quality of golf club, further decreasing its desirability.
Hence, it can be seen that there exists a need for ways to further explore and increase the discretionary weight of a golf club head without disfiguring the aesthetic appeal of the golf club head itself. More specifically, there is a need in the field for ways to increase discretionary weight by focusing on the transition portion between the striking face and the aft portion of the golf club that leads to an increase in performance by normalizing the stresses at the crown portion of the golf club head and preserves the aesthetic appeal and audio feedback of a golf club head.

Golf club head with variable thickness face to body transition


A butadiene homopolymer latex is prepared by emulsion polymerizing appropriate monomers in the presence of polyvinyl alcohol and a stabilizing solvent. The butadiene homopolymer latices can be prepared without problems of coagulation and can be utilized effectively in adhesive compositions without the use of volatile solvents. Adhesive bonds prepared from the butadiene homopolymer latices also avoid the side effect problems associated with polymers prepared utilizing conventional surfactant-based emulsion polymerization techniques.

Along with the increasing concern for preserving the world environment comes a call from the adhesives industry for adhesive systems which avoid the use of highly volatile and environmentally detrimental solvents. One possible reply is the utilization of aqueous adhesive compositions wherein the polymeric materials contained therein are emulsion or otherwise polymerized in the presence of water. Traditional surfactants utilized in preparing emulsion-polymerized polymers include anionic and nonionic surfactants such as alkali alkyl sulfates, ethoxylated aryl sulfonic acid salts and ethoxylated alkyl aryl derivatives. A latex (polymer in water dispersion) prepared utilizing such traditional surfactants necessarily contains surfactant molecules in the latex. The presence of these surfactant molecules can have a deleterious effect (i.e., result in a "surfactant penalty") upon adhesive or other similar compositions containing the surfactants, especially when the compositions are exposed to high temperature or other severe environments. This surfactant penalty is particularly evident in adhesive compositions since the surfactant molecules directly interfere with the ability of the adhesive molecules to interact with a surface being bonded. Furthermore, emulsions prepared with conventional type surfactants are relatively unstable and will readily undergo coagulation in the presence of solvents or divalent ions which may be present as impurities. Conventional emulsions are also easily destroyed by freezing temperatures.
An aqueous emulsion polymerization process is disclosed in British Patent No. 1,166,810. The process involves the emulsion polymerization of chloroprene, alone or with copolymerizable comonomers, in an emulsifying composition which contains potassium salts of a rosin acid, a formaldehyde condensate of a naphthalene sulfonic acid and a polymerized unsaturated fatty acid. It has also previously have proposed to utilize polyvinyl alcohol in an emulsion polymerization process. For example, British Patent No. 1,469,993 describes the formation of polychloroprene latices by polymerizing an aqueous suspension of chloroprene monomers in the presence of polyvinyl alcohol and a dialkyl xanthogen disulfide or an alkyl mercaptan.
U.S. Pat. No. 3,920,600 describes a neoprene latex used in pressure sensitive adhesive coatings which contains an alkylated melamine-aldehyde resin, in combination with an aqueous dispersion of a copolymer prepared by polymerizing an aqueous suspension of chloroprene monomers and .alpha., .beta.-unsaturated carboxylic acid monomers in the presence of polyvinyl alcohol and a dialkyl xanthogen disulfide or an alkyl mercaptan. U.S. Pat. No. 4,128,514 discloses a process for preparing latex compositions by polymerizing an aqueous suspension of chloroprene and .alpha.,.beta.-unsaturated carboxylic acid monomers in the presence of hydroxyalkyl cellulose, polyvinyl alcohol, and an alkyl mercaptan, or a dialkyl xanthogen disulfide.
A need exists for a latex composition which would exhibit substantial bonding activity with a minimal or non-existent surfactant penalty and which would exhibit stability in the presence of solvents, divalent ions, and freezing temperatures.


A webbing take-up device (10, 100) is disclosed, wherein a motor (44) is provided directly below a take-up shaft (20) between a pair of leg plates (16, 18) with a rotary shaft (50) of the motor (44) disposed perpendicularly to the take-up shaft (20), and a clutch (26) is provided at one side of one leg plate (16). Further, a gear (76) of a motor gear portion (46) is removably connected to a worm gear (34) in a clutch gear portion (28), and a mounting stay (84) is detachably attached to a case (30) with screws (86), so that the motor (44) and the motor gear portion (46) can be detached independently of the case (30) while still being assembled together. Still further, a pretensioner mechanism (156) and a sensor mechanism (182) are provided at one end side of a spool (118), and an urging mechanism (136) is disposed at the other end side thereof.

A seat-belt apparatus for restraining a vehicle occupant has a webbing take-up device. Among the webbing take-up devices, there are so-called tension reducer mechanisms for mitigating or canceling a feeling of excessive pressure which a vehicle occupant suffers from when the vehicle occupant puts on the webbing, pretensioner mechanisms for eliminating slight looseness referred to as "slack" by causing the take-up shaft to take up a predetermined amount of a webbing belt at the time of a sudden deceleration of a vehicle, to increase the restraining force applied to a vehicle occupant's body by the webbing belt, and to hold a vehicle occupant's body with increased certainty. Further, there is known a so-called motor retractor which carries out the aforementioned functions by using a motor (see Patent Documents 1 and 2, as an example).
Such a motor retractor is quite useful because the motor retractor can implement the same functions as the aforementioned tension reducer or pretensioner can do, and also help the device take up and retract webbing at the time when the webbing is ordinarily fitted onto a vehicle occupant.
Particularly in recent years, in such a motor retractor as described above, a structure is considered in which a distance from a vehicle on which a vehicle occupant is riding to another vehicle or obstacles in front is detected by a forward-observation device such as a distance sensor, and when the distance between the vehicle and another vehicle or obstacles in front becomes less than a predetermined value, a motor is operated, and due to rotation force of the motor, a take-up shaft is rotated in a take-up direction.
Meanwhile, in the case of such a motor retractor as described above, in order to prevent transmission of rotation from the take-up shaft to the motor, a clutch is interposed between the output shaft of the motor and the take-up shaft. Accordingly, the clutch transmits only the rotation from the output shaft of the motor.
However, in such a conventional motor retractor, there has been a need to dispose a clutch opposite to an end portion of the take-up shaft. Therefore, the retractor has been structured such that a clutch device is disposed at the outer side of a pair of leg plates constituting a frame, a motor is disposed at the outer side of the leg plate at which the clutch is disposed (in other words, the same as the clutch), and the motor is disposed at the upper side or the lower side of the frame with respect to the pair of the leg plates. However, in such cases, since a comparative large and heavy part like the motor is positioned at the outer side of the frame and at the upper side or at the lower side, there have been drawbacks in that the entire body of the motor retractor becomes large, and the weight balance of the motor retractor itself becomes bad.
Also there is a desire that it be easy in such a motor retractor to change and set a gear ratio (deceleration ratio) of the driving force to be transmitted from the motor to the clutch, a rotational speed to be transmitted to the clutch when the motor is driven, and a rotational speed of the take-up shaft (set variations in the webbing take-up characteristics).
A certain webbing take-up device comprises a spool around which a webbing is taken up, a pretensioner mechanism for taking up the webbing around the spool in a vehicle emergency, and a detection mechanism for detecting a vehicle acceleration and a webbing pull-out acceleration from the spool (see Patent Document 3 as an example).
In the webbing take-up device, a pretensioner mechanism is disposed at one end portion of the spool, while a detection mechanism is disposed at the other end of the spool to exhibit excellent arrangement balance (spatial balance) of the mechanism between one end and the other end of the spool.    Patent document 1: Japanese Patent Application Laid-Open (JP-A) No. 2001-130376    Patent document 2: JP-A No. 2001-347923    Patent document 3: JP-A No. 8-133015


Disclosed herein are metal-organic frameworks (MOF) and uses thereof, including those comprising a repeat unit of the formula [Cu3(L1)2(H2O)3] or [Cu3(L2)2(H2O)3], wherein L1 is a ligand of the formula: (structurally represented), and where L2 is a ligand of the formula: (structurally represented). These are useful for many applications, including in the purification of hydrogen gas from production byproducts CH4 and CO2, sensing, heterogeneous catalysis, drug delivery, lithium sulfide battery, membrane and analytical devices.

I. Field of the Invention
The present disclosure relates generally to the fields of chemistry and materials science. More particularly, it concerns metal-organic frameworks, compositions thereof and methods use thereof, including for separating gas molecules, sensing, heterogeneous catalysis, drug delivery, lithium sulfide battery, membrane and analytical devices.
II. Description of Related Art
Microporous metal-organic frameworks (MOFs) have been rapidly emerging as new type of porous materials for gas storage, separation, sensing and heterogeneous catalysis. The tunable pores and the immobilized functional sites within such microporous MOFs have enabled them to direct specific recognition of certain molecules based upon size and functionality.
Precise control of pore sizes and pore surfaces within porous materials is very important for their highly selective recognition and thus separation of small molecules. The pores within such porous MOFs can be systematically modified simply by changing the secondary building blocks (SBUs), changing the organic bridging linkers and controlling the framework interpenetration (Deng et al., 2010; Chen et al., 2010; Ma et al., 2010; Horike et al., 2009). In fact, to systematically tune the micropores to induce their size specific encapsulation of small gas molecules, various series of microporous metal-organic framework materials have been emerging as the promising microporous media for the recognition and separation of small gas molecules (Kitaura et al., 2004; Chen et al., 2004; Cho et al., 2006; Liu et al., 2010; Murray et al., 2010; Ma et al., 2009; McKinlay et al., 2008; Dubbeldam et al., 2008; Chen et al., 2006; Finsy et al., 2008; Bae et al., 2010; Zhang et al., 2008; Dybtsev et al., 2004; Li et al., 2009; Vaidhyanathan et al., 2006; Nuzhdin et al., 2007; Dybtsev et al., 2006; Chen et al., 2008).
When considering the organic linkers, m-benzenedicarboxylate organic linkers in MOF play a crucial role in the realization of highly porous MOFs. In fact, this fundamental organic building unit can be incorporated into a great number of organic linkers with different aromatic backbones, leading to a variety of highly porous MOFs for gas storage and separation. (Chen, et al., 2005; Lin, et al., 2006; Lee, et al., 2008; Hu, et al., 2009; Farha, et al., 2010; Yuan, et al., 2010; Yan, et al., 2010; Li, et al., 2011; Zheng, et al., 2011; Guo, et al., 2011; Liu, et al., 2012; Farha, et al., 2012) Recently, the two porous MOFs with BET surface area over 7000 m2/g have been targeted from two hexacarboxylate organic linkers build from three m-benzenedicarboxylate units in Farha, et al., 2012, which is incorporated herein by reference. The introduction of the multivalent ligand by modifying the connection point of the chelating ligand provides the flexibility to augment the pore size of the MOF through systematic modification of the organic linkers. The systematic modification allows for the selective incorporation of different gas molecules based upon the linkers and the resultant pore size.
Motivated by the power of the m-benzenedicarboxylate organic building unit to construct highly porous MOFs, work has been done to expand the organic units as shown in FIG. 1(a) (middle and right ones), for the design of new organic linkers and thus porous MOFs through their self-assembly with the paddle-wheel Cu2(CO2)4 SBUs. Such expanded organic units have never been utilized before to create porous MOFs.

Metal-organic frameworks for selective separations

THE BOARD OF REGENTS OF THE UNIVERSITY OF TEXAS SYSTEM


The present invention provides a method for easily determining the specifications of a fuel cell and a capacitor constituting a fuel cell power generation system according to an operational mode of an electric load connected to the fuel cell power generation system and a fuel cell power generation system having its specification set using the method. The specifications of the fuel cell and the capacitor connected in parallel to the fuel cell are determined by meeting three requirements: the driving performance, the fuel economy, and the durability, in good balance.

1. Field of the Invention
The present invention relates to a method for determining specifications of a fuel cell power generation system constructed of a fuel cell and a capacitor, which are connected in parallel, according to an operational mode of an electric load connected to the fuel cell power generation system, and a fuel cell power generation system with its specifications set using the method.
2. Description of the Related Art
Hitherto, there has been known a hybrid fuel cell power generation system constructed of a fuel cell and a capacitor connected in parallel (refer to, for example, Japanese Unexamined Patent Application Publication No. 2002-305011). Such a fuel cell power generation system is adapted to control the amount of a reactive gas (a reducing gas, such as hydrogen, providing a fuel and/or an oxidizing gas, such as air, which is reacted with the reducing gas to take out electrons) supplied to the fuel cell on the basis of the power required by an electric load connected to the fuel cell and the capacitor.
If the power required by the electric load suddenly increases, and the fuel cell fails to generate sufficient amount of power quickly enough to catch up with the increase in the supply amount of a reactive gas, causing insufficient power supplied from the fuel cell in response to the request for the power, then the capacitor discharges current to make up for the insufficient power supply.
It is required to determine specifications of a fuel cell and a capacitor constituting a fuel cell power generation system so that they match an operational mode of an electric load connected to the fuel cell power generation system. For instance, if the fuel cell power generation system is used as a power source of an electric automobile, then it is necessary to determine the specifications of the fuel cell and the capacitor to provide driving performance, fuel economy, durability, etc. required of the electric automobile according to operational modes of electric auxiliary equipment, including an electric motor for actuating driving wheels and an air conditioner, of the electric automobile.
However, the fuel cell and the capacitor cooperatively supply power to an electric load, making it difficult to determine the specifications of the fuel cell and the capacitor in good balance to meet various requirements according to the operational modes of electric loads.

Method for determining specifications of fuel cell power generation system and fuel cell power generation system


Disclosed herein is a computed tomography system, comprising: a table with a hole therein, wherein the table is configured to support a person lying face down thereon, with at least one of the person's breasts projecting through the hole; an X-ray source; an X-ray detector comprising a plurality of pixels; wherein the X-ray source is configured to rotate around the at least one of the person's breasts.

FIG. 1 schematically shows a dedicated breast CT ("DBCT") system 10, which is a medical imaging system designed to conduct CT on human breasts. The DBCT system 10 has a table 11 with a hole 12 therein, an X-ray source 13, and an X-ray detector 14. The table 11 is configured to support a patient thereon. During imaging, a patient lies on the table 11 face down on the table 11, with at least one of her breasts 99 projecting through the hole 12. The X-ray source 13 and any suitable optical components direct an X-ray beam toward the breast 99. The X-ray detector 14 is positioned to capture an image composed of X-ray that has passed through the breast 99. The X-ray source 13 (and optionally the X-ray detector 14 as well) may rotate around the breast 99.
A DBCT system may use an X-ray beam having large divergence in both the first direction and the second direction. Namely, the X-ray beam in a DBCT system may be cone-shaped. Therefore, the X-ray detector in a DBCT system may be a two-dimensional array of detector modules. In contrast, a conventional whole body CT system may use an X-ray beam having large divergence in the first direction and little divergence (e.g., 2° or less) in the second direction orthogonal to the first direction. Namely, the X-ray beam in a conventional whole body CT system is fan-shaped. Therefore, the X-ray detector in a conventional whole body CT system is usually strip-shaped, e.g., a row of detector modules.
A DBCT system may not need compression of the breast, which reduces the adverse effect of overlapped tissue caused by compression (e.g., in mammography). The slice sensitivity of a DBCT system may be essentially constant with respect to the breast diameter, and thus the resolution is consistent across any desired plane.

Dedicated breast computed tomography system

SHENZHEN XPECTVISION TECHNOLOGY CO., LTD.


An intelligent total air climate conditioner (iTACC) that includes an optically programmed adaptive system controller in electrical communication with at least one sensor and at least one fan motor that is capable adaptive operation of the fan motor based input signals from the at least one sensor.

The present disclosure generally relates to the application of optical and graphical programming (sometimes referred to as OP/GP) to the control of the operation of electrical devices such as electromechanical devices integrated with an HVAC system. U.S. Pat. No. 5,665,965 (incorporated by reference) and U.S. Pat. No. 6,087,654 (incorporated by reference) disclose the concepts of optical and graphical programming. U.S. Pat. No. 7,204,429 (incorporated by reference) and U.S. Pat. Publication No. 2005/0278071 (incorporated by reference), disclose applications of optical and graphical programming to HVAC systems. It has been found that the addition of an Adaptive Climate Controller (ACC) that is based on optical and graphical programming to a standard PTAC (Packaged Terminal Air Conditioner) results in many beneficial features.
U.S. Pat. No. 5,665,965 discloses converting an electronic signal using electromagnetic wave emitters (e.g. Light Emitting Diodes—LEDs, Infrared Emitting Diodes—IREDs, Photodiodes, Hall effect devices, emitting transducers, etc) to a free space transmissible electromagnetic wave (e.g. an optical or electromagnetic wave or "opto wave" as opto shows this technique includes much more than what is normally considered optical or light based only) and manipulating the electromagnetic or opto wave to change the content thereof in the electromagnetic domain (e.g. optical domain/opto domain). As a result, programming could be accomplished in the electromagnetic/opto domain, rather than in the electronic domain.
U.S. Pat. No. 5,665,965 disclosed a method for programming in the electromagnetic domain (e.g. optical domain) which used graphical wave shaping windows and other co-processing optical path elements to accomplish optical programming. These other optical path elements included one or more graphical shapes that altered and reshaped the optical wave, whereby the content thereof, which originated from an electronic signal, was changed thus accomplishing optical programming. The altered electromagnetic wave was then received by at least one compatible detector (e.g. Photo Txs, Photo Diodes, CdS Cells, sensing transducers, etc) and converted to a proportional electronic output signal. That proportional electronic output signal, therefore, could be changed or re-programmed by changing or reprogramming the input electromagnetic wave. Thus, the prior art teaches the conversion of electronic signals into a free space transmissible electromagnetic wave (e.g. optical wave), alteration of the electromagnetic wave by passing the same through a graphical shape to obtain an altered electromagnetic wave (the programming step), and conversion of the altered electromagnetic wave into an electronic signal, thereby allowing for the generation of a new electronic signal by altering the content of the original signal graphically in the electromagnetic (e.g. optical) domain as opposed to manipulating the content of the signal electronically. The combination of emitters, graphical shapes, and detectors, therefore, served as a basis for a processor or opto/optically programmed processor (OPP) capable of altering the information (content) contained in any electronic signal in the electromagnetic (e.g. optical) domain, for example, by changing the shape of the optical signal. This process has been referred to as optical programming in prior patents.
U.S. Pat. No. 5,665,965 discloses an implementation of OP/GP using an encoder. The encoder used shaft motion to create the "clocking" function for most of the processing. This arrangement used simpler vectors or mostly integer type graphical functions to generate programs based on OP.
U.S. Pat. No. 6,087,654, which was based on the original concept of electromagnetic wave shaping, taught more sophisticated techniques to obtain more complex vectors and non-integer shapes for the mapping, the programming and the execution of virtually any 2d or 3d function in the electromagnetic domain (e.g. optical domain). The new methodology disclosed and performed another "clocking" method by driving the emitters and detectors with active electrical vectors or signals to cause the "motion" of the electromagnetic wave (e.g. by the selective operation of an optical emitter) without the need for the motion of the shaft of an encoder. The generated "clocked" electromagnetic wave could still be shaped using the appropriate graphical shaping windows thereby allowing for optical programming.
U.S. Pat. Nos. 5,665,965 and 6,087,654 disclosed OP control methods/techniques, and an apparatus for implementing the techniques, embodied in a single small package that could be used with a user's power devices or power amplifiers. This package had the controls, intelligence and OP "software" embedded and generally separate from the power electronics and could be packaged inside an encoder or some other small control package. The encoder was a controller very much like a microchip, except the encoder also included the memory, clocks, I/Os, buffers, software, etc. These earlier patents did not disclose a specific type of power driver method or apparatus. Rather, these patents disclosed a package that would only provide an input signal to a "dumb power device" so that it could be used with any off-the-shelf "generic power amplifier or driver".
U.S. Patent Publication No. 2005/0278071 discloses applications of OP. For example, it shows an opto-programmed controller that can be programmed with a number of climate profiles that operates a fan motor of an HVAC system according to a non-linear climate profile, which includes target speed values for the fan motor based on a climate condition (for example, thermal capacity of air). Furthermore, it discloses using OP to program math functions and signals at low power levels while concurrently, and directly controlling, programming and managing high power signals, circuits and power devices, thereby achieving multi-tasking, concurrent parallel processing. In addition, it discloses using additional expanded sensor vector clocking techniques and combining the control intelligence with the power devices, circuits and drivers all in a single, simple, complete package. There is, therefore, no need for the use of any outside shaft type encoder or a separate small controller package; nor is there a need for a separate or generic power amplifier.
The present disclosure teaches a new application for the controller disclosed in U.S. Patent Publication 2005/0278071. The controller is called an A1 Adaptive Climate Controller (A1 ASC or A1ASC) in this application. The A1 ASC is an OP (optically/Opto Programmed) system controller. It is not a 2-state, but rather continuously dynamic, adaptive intelligent controller. In one preferred embodiment, an A1 ASC unit (disclosed in U.S. Patent Publication No. 2005/0278071) is conveniently placed inside a Packaged Terminal Air Conditioner (PTAC) and interfaces with its existing controls. The A1 ASC has multiple parallel Opto Processors for the performance of multiple concurrent control functions giving powerful new features to a PTAC in a simple and reliable way. For example, the improved operation of both indoor and outdoor fan motors is done with the A1ASC unit along with the improved operation of the compressor and the heating element.
A typical conventional PTAC utilizes 3 primary motors:
a. Indoor air fan motor;
b. Outdoor air fan motor;
c. Compressor motor.
A conventional PTAC includes a simple controller board to control these motors. The controller utilizes simple logic and simple relays. These relays are typically 2 state devices: ON/OFF.
Integrating the A1 ASC into a PTAC brings "Adaptive Control" to the controlled motors. Thus, the motors are no longer 2-state devices, but are fully programmable, adaptive and are ultimately controlled by the A1 ASC's application specific, dynamic, optically programmed profiles. The OP controller can either directly control the motors, or can piggy-back (series or parallel) on the already-existing controller circuitry.
Adaptive speed control of the indoor fan, adaptive speed and idle speed in particular, facilitate new functions that were in the past, unrealizable.
To Summarize, a system according to a preferred embodiment of the present invention may include at least one central feature and one or more of the novel features listed below. The features marked novel are considered new features (i.e. new in combination with a conventional PTAC). Those marked known are considered related to or disclosed in the references cited above.
1. Adaptive Speed Indoor fan (Novel)
a. With Two Multi selectable top speed levels
b. And a continuous low "idle speed" operation
2. Adaptive Output Power OP Electronic Air Purifier (Novel)
3. Application Specific "Adaptive" Air Filters (Novel)
4. Discharge Air Flow Temperature Sensor (Novel)
5. A1 ASC unit (known)
6. Full variable Manual Speed Indoor Fan Control (Novel)
7. New Moisture Removal Techniques (Novel)                a special moisture absorbing Compressor Sleeve Cover (Novel)
8. Compressor Noise Reduction Sleeve (Novel)
9. Adaptive Speed Outdoor Fan (Novel)
10. Special Outside Equipment Filters (Novel)
11. Custom and Designer Colors and Designer Artwork (Novel)
12. Adaptive Heating/Adaptive BTU Capacity (Novel)
13. Adaptive Outdoor Air Louver (Novel)
14. Remote Adaptive Controlled Room Management System—RMS (Conventional 1).
It has been found that when an A1 ASC is used as a controller in a conventional PTAC, the way the actual PTAC operates is dramatically altered and improved. Specifically, in the simplest application, the A1 ACC runs the PTAC's internal fan in continuous but variable speed mode that intelligently adapts the air flow to match discharge air temperature output, which helps to maintain tighter temperature control to set point within the climate controlled space room. Since the total room temperature is maintained and stratification effects are reduced, compressor and heating element demand of the PTAC are significantly reduced (up to over 40%). As a result:
1. tighter system and room temperature control is maintained to set point;
2. less cycling of the compressor is achieved while maintaining the same set point temperature saving energy and reducing compressor wear;
3. less cycling of the heating elements is achieved while maintaining the same set point temperature saving energy and reducing heating element wear;
4. humidity is better controlled and reduced;
5. noise reduction benefits are obtained;
6. the indoor fan runs at much reduced speed during the compressor off cycles using less energy;
7. the outdoor fan speed gently ramps up to high speed as the condenser increases Btu output saving fan and condenser energy and lowering fan noise.
Moreover, new additional features can be added that without the adaptive speed fan motor would not be of equal functional benefit. Specifically, the following features can be added to enhance airflow and thermal discharge without system degradation:
1. indoor air intake air filters with much higher (7-15) MERVs (minimum Efficiency Reporting Values) ASHRAE Standard 52.2 that better filter room air for both equipment and occupants;
2. discharge air exhaust filter and ion reduction filter; a secondary filter that helps charge and enlarge air particles and contaminants for better subsequent capture and removal (including variable level and softer ionization);
3. variable level charge air purification;
4. adaptive speed indoor fan;
5. adaptive speed outdoor fan;
6. outdoor air vent louver control;
7. drawing air through the outside coil vs. pushing air through the outside coil;
8. variable and adaptive heating element control; and
9. compressor demand reduction and soft ramping functions.
A system according to the present invention can further include the following features:
1. compressor noise reduction sleeve;
2. compressor moisture removal reduction sleeve;
3. custom colors, images, graphics, logos;
4. outside grilles that can be customized for decoration and advertisement.
5. ITACC indoor custom built quality enclosure to make the unit a rich piece of furniture instead of a piece of commodity equipment.

Intelligent total air climate and cleaning conditioner


The present invention relates to the forming of extruded foam products such as backer rods which are of a cross-linked polyethylene. Disazo condensation color pigments have been found to be particularly suitable as relative fast cross-linking occurs after extrusion. Use of traditional inorganic color pigments substantially impede the cross-linking mechanism. The invention is also directed to a method of forming such cross-linked products.

Extruded foam and backer rods have been used for many years and basically provide a compressible filler member which may be placed in a crack to provide a support surface for a sealant. In some cases, open celled backer rods have been used, and in other cases the backer rods are closed celled. The compressibility of the backer rod can also vary with the application.
Some backer rods are manufactured for use with hot sealants, and thus, must retain their integrity when a hot sealant comes in contact therewith. To achieve this result, a cross-linked extruded polyethylene foam product is used. Basically, the extruded foam product undergoes cross-linking after the manufacturing thereof, typically for at least 24 hours. Foam polyethylene cross-linked product that uses carbon particles as a coloring agent has sufficient cross-linking for its intended use within 72 hours of manufacture thereof. The rate of cross-linking can vary, but typically it is desired to have sufficient cross-linking to allow the foam product to work for a hot sealant application, at least within one week of manufacture and preferably within 72 hours of manufacture.
In most cases, cross-linked backer rods for hot sealant applications were manufactured in a black color by adding carbon particles to the polyethylene material, which is eventually extruded to form the backer rod. The carbon particles do not appear to significantly alter the rate of cross-linking.
It is also possible to provide a generally white type product by not adding any color pigments. In some applications, it is desirable to have different color identifications for different applications. It was found that adding non-black color pigments or dyes to the polyethylene material used to form cross-linked product seriously adversely affected the rate of cross-linking, as it appears that the color pigments interfered with this process. The color pigments and dyes used were those typically used in noncross-linked foam polyethylene backer rod products. In particular, it was found that red color pigments of an inorganic type, which would be used in this type of product if it was not cross-linked, seriously delayed the cross-linking process and resulted in either very poor cross-linking or cross-linking that was not substantially completed, even 30 days post-manufacture.
There remains a need to provide a simple arrangement for allowing effective color coding of a cross-linked foamed product, and in particular, such a product that is red in color.

Colored extruded foam cross-linked backer rod