A digital phase locked loop includes an automatic gain control that applies a gain to an input signal in order to provide a gain controlled signal. A 90xc2x0 phase shifter applies a 90xc2x0 phase shift to the gain controlled signal in order to provide a 90xc2x0 phase shifted version of the gain controlled signal. A phase detector is driven by the gain controlled signal, by the 90xc2x0 phase shifted version of the gain controlled signal, and by sinusoidal and co-sinusoidal signals. A loop filter integrates an output of the phase detector and provide servo equalization for the phase-locked loop. A digital dual frequency oscillator has a fundamental frequency controlled by an output signal from the loop filter. Also, the digital dual frequency oscillator generates the sinusoidal and co-sinusoidal signals.

The present invention relates to a phase locked loop that produces an output signal whose frequency is half of the frequency of the input signal to the phase locked loop.
A phase locked loop is typically implemented as an electronic circuit that controls an oscillator so that the oscillator maintains a constant phase angle relative to a reference signal. Such a phase locked loop may be used for coherent carrier tracking and threshold extension, bit synchronization, symbol synchronization, tape synchronization, modems, FSK demodulation, FM demodulation, frequency synthesizer, tone decoding, frequency multiplication and division, SCA demodulators, telemetry receivers, signal regeneration, and coherent demodulators. Such a phase locked loop can also be used in connection with angular rate sensors.
Angular rate sensors are used as components of navigational and inertial guidance systems for aircraft, spacecraft, ships, missiles, etc. Although mechanical gyroscopes were used in the past for angular rate sensing, ring laser gyros and vibrating quartz gyros have displaced mechanical gyros because ring laser gyros and vibrating quartz gyros have characteristics that are superior to those of mechanical gyros.
A particularly economical vibrating quartz gyro employs pairs of parallel tines. Such a quartz gyro is described, for example, in Fersht et al., U.S. Pat. No. 5,056,366 and in Staudte, U.S. Pat. No. Re 32,931. One pair of tines (the drive tines) is driven by an oscillator so that the tines move toward each other and away from each other. Rotational motion of the tines about a central longitudinal axis causes the vibration of the drive tines to couple, by coriolis force, to the other pair of tines (the pick-off tines). The coriolis force causes the pick-up tines to vibrate in such a way that, when one pick-off tine moves in one direction, another pick-off tine moves in the opposite direction. The force, which drives the pick-off tines, is proportional to the cross-product of the angular rate of rotation and the linear velocity of the drive tines.
The output signal from the quartz gyro appears as a double-sideband suppressed-carrier (DSSC) modulation of the input angular rate, where the carrier frequency is the frequency of oscillation of the drive tines. Therefore, an angular rate signal can be recovered from the output signal by a synchronous demodulator.
Analog circuits have been used for driving the quartz gyro and for synchronous demodulation of the output signal. Analog circuits, however, are subject to voltage offsets and component value drift due to temperature variations and aging. These problems are particularly troublesome due to peculiarities of the quartz gyro that are not apparent from the simplified or xe2x80x9cfirst orderxe2x80x9d operating characteristics of the analog circuit.
One such problem is related to the resonant frequencies of the drive tines and the pick-off tines. If the pick-off tines have the same resonant frequency as the drive tines, a maximum amplitude response is obtained from the pick-off tines. Thus, the signal to noise ratio is optimum. On the other hand, it is undesirable for the pick-off tines to have exactly the same resonant frequency as the drive tines because of the resulting non-linearity between the output angular rate signal and input angular rate that occurs due to the impact of pick-off tines dynamics on the output signal.
Accordingly, a compromise is usually achieved between the need for a more linear function and the need to avoid limiting the dynamic range due to noise. This compromise is achieved by providing a resonant frequency offset that is, to an extent, dependent on the bandwidth of the angular rate signal. In particular, the pick-off tines have a two-pole resonance characteristic, giving a second-order response far away from the resonant frequency.
In practice, these considerations dictate that the difference between the resonant frequency of the drive tines and the resonant frequency of the pick-off tines should be about twice the bandwidth of the angular rate to be sensed by the quartz gyro. A typical quartz gyro for inertial navigation applications, for example, has a difference of about 100 Hz between the drive resonant frequency and the pick-off resonant frequency. This difference in resonant frequencies causes the amplitude of the angular rate signal to be dependent on the frequency, as well as on the amplitude of vibration, of the drive tines. Moreover, the temperature dependence of the difference between the drive and pick-off resonant frequencies is the most critical temperature dependent parameter of the quartz gyro.
To obtain sufficient performance for inertial navigation, the analog circuits associated with the quartz gyro have been relatively complex and expensive. Moreover, it is estimated that the limitations of the prior art analog circuitry cause the performance of the quartz gyro to be about an order of magnitude less than that theoretically possible and attainable by sufficiently complex digital signal processing.
The present invention is directed to a phase locked loop that overcomes one or more of the problems of the prior art.
In accordance with one aspect of the present invention, an apparatus that implements a digital phase locked loop comprises an automatic gain control, a 90xc2x0 phase shifter, a phase detector, a loop filter, and a digital dual frequency oscillator. The automatic gain control applies gain to an input signal in order to produce a gain controlled signal. The 90xc2x0 phase shifter provides a 90xc2x0 phase shifted version of the gain controlled signal. The phase detector is driven by the gain controlled signal, by the 90xc2x0 phase shifted version of the gain controlled signal, and by sinusoidal and co-sinusoidal signals. The loop filter integrates an output of the phase detector and provides servo equalization for the phase-locked loop. The digital dual frequency oscillator has a fundamental frequency controlled by an output signal from the loop filter in order to generate the sinusoidal and co-sinusoidal signals.
In accordance with another aspect of the present invention, a method implemented by a phase locked loop comprises the following: applying a gain to an input signal to produce an in-phase gain controlled signal, wherein the input signal has a frequency 2f0; shifting the in-phase gain controlled signal by 90xc2x0 to produce a quadrature gain controlled signal; detecting a phase difference dependent upon the in-phase gain controlled signal, the quadrature gain controlled signal, and first and second output signals; and, producing the first and second output signals and a third output signal in response to the phase difference, wherein the third output signal has a frequency f0, and wherein the each of the first and second output frequencies has a frequency 2f0.
In accordance with yet another aspect of the present invention, a method of driving a gyro comprises the following: shifting an in-phase signal by 90xc2x0 to produce a quadrature signal, wherein the in-phase signal is derived from a first output of the gyro, wherein the in-phase signal has a frequency 2f0, and wherein the quadrature signal has a frequency 2f0; detecting a phase difference dependent upon the in-phase signal, the quadrature signal, and first and second output signals; producing the first and second output signals and a third output signal in response to the phase difference, wherein the third output signal has a frequency f0, and wherein the each of the first and second frequencies has a frequency 2f0; producing an angular rate indicating signal based upon a second output of the gyro and the first and second output signals; and, driving the gyro in response to the third output signal.

Wide band digital phase locked loop (PLL) with a half-frequency output


A carbonaceous electrode having improved capacities for doping and dedoping of a cell active substance, such as lithium, and suitable for a non-aqueous secondary battery, is constituted by a carbonaceous material obtained by carbonizing an aromatic condensation polymer formed by condensation of an aromatic compound having a phenolic hydroxy group and an aldehyde. The carbonaceous material is characterized by an atomic ratio H/C between hydrogen atoms and carbon atoms of below 0.1, a carbon dioxide adsorption capacity of at least 10 ml/g, and an X-ray scattering intensity ratio IW/ID of at least 0.25, wherein IW and ID represent scattering intensities as measured in a wet state and a dry state, respectively, at a parameter s=2xc2x7sin xcex8/xcex of 0.5 nmxe2x88x921, wherein xcex8 denotes a scattering angle and xcex denotes a wavelength of X-rays in X-ray small-angle scattering measurement.

This application is a 371 application of International Application No. PCT/JP98/00439 filed Feb. 3, 1998.
The present invention relates to a carbonaceous electrode material for a secondary battery. More particularly, the present invention relates to a carbonaceous material having a large capacity for doping with a battery (or cell) active substance and suitable as an electrode material for a non-aqueous solvent-type secondary battery having a high energy density, and a process for production thereof.
Non-aqueous solvent-type lithium secondary batteries having a negative electrode comprising a carbonaceous material have been proposed as high energy density secondary batteries (Japanese Laid-Open Patent Application (JP-A) 57-208079, JP-A 62-90863, JP-A 62-122066, etc.). Such a secondary battery utilizes a phenomenon that lithium as a (cell) active substance easily dopes an carbonaceous material or is dedoped (i.e., released) from the carbonaceous material electrochemically. When the battery is charged, lithium in a positive electrode comprising a chalcogenide, such as LiCoO2, is introduced between layers of negative electrode carbon (i.e., dopes the carbon) electrochemically. The carbon thus doped with lithium functions as a lithium electrode, from which the lithium is released (i.e., de-doped) during discharge to return to the positive electrode. Thus, a secondary battery capable of repetitive charge-discharge is formed.
In case where an electrode is composed of graphite or a carbonaceous material having a developed graphite structure, a graphite intercalation compound is formed to enlarge the spacing between the graphite layers when the carbonaceous material is doped with lithium. When the lithium introduced between the layers is dedoped, the graphite layer spacing is restored to the original state. Accordingly, in a carbonaceous material with a developed graphite structure, the repetition of enlargement/restoration of the graphite layer spacing is caused corresponding to the repetition of charge/discharge of a secondary battery, whereby the graphite crystal structure is liable to be broken. Accordingly, a secondary battery constituted by using a carbonaceous material with a developed graphite structure has been said to have an inferior charge/discharge repetition performance. It is further said that a battery using such a carbonaceous material having a developed graphite structure is liable to cause decomposition of the electrolytic solution at the time of operation of the battery.
On the other hand, it has been also proposed to use carbonaceous materials obtained by calcining phenolic resins as negative electrode materials for secondary batteries (e.g., JP-A 58-209864, JP-A 62-122066, JP-A 63-276873). However, in case where a negative electrode is constituted by using a carbonaceous material obtained by calcining a phenolic resin at a high temperature of, e.g., 1900xc2x0 C. or higher, the resultant negative electrode is liable to have only small capacities of doping and dedoping of an active substance, such as lithium. Further, in case where a negative electrode is constituted by using a carbonaceous material obtained by heat-treating a phenolic resin at a relatively low temperature of, e.g., ca. 480-700xc2x0 C., the resultant negative electrode advantageously has a large capacity of doping with lithium as the active substance but is accompanied with a problem that the lithium doping the negative electrode cannot be completely dedoped to leave a substantial amount of the lithium in the negative electrode, so that the lithium as the active substance is wasted uselessly.
In view of the above-mentioned problems, an object of the present invention is to provide a carbonaceous electrode material for a secondary battery capable of providing a non-aqueous solvent-type secondary battery having large charge/discharge capacities and having little irreversible capacity determined as a difference between a doping capacity and a dedoping capacity, thus being capable of effectively utilizing an active substance.
Another object of the present invention is to provide a process for producing such a carbonaceous electrode material and a secondary battery using such a carbonaceous electrode material.
In the course of our study for obtaining a high-performance carbonaceous electrode material more suitably used in a non-aqueous solvent-type secondary battery, it has been found possible to obtain a carbonaceous material capable of providing a non-aqueous solvent-type secondary battery having large charge/discharge capacities and little irreversible capacity (i.e., a large active substance utilization rate) by using a phenolic resin having a controlled structure as a starting material and subjecting the phenolic resin to an appropriately controlled carbonization process.
More specifically, according to the present invention, there is provided a carbonaceous electrode material for a secondary battery, comprising: a carbonization product of an aromatic condensation polymer formed by condensation of an aromatic compound having a phenolic hydroxy group and an aldehyde; and having an atomic ratio H/C between hydrogen atoms and carbon atoms of below 0.1, a carbon dioxide adsorption capacity of at least 10 ml/g, and an X-ray scattering intensity ratio IW/ID of at least 0.25, wherein IW and ID represent scattering intensities as measured in a wet state and a dry state, respectively, at a parameter s=2xc2x7sin xcex8/xcex of 0.5 nmxe2x88x921, wherein xcex8 denotes a scattering angle and xcex denotes a wavelength of X-rays in X-ray small-angle scattering measurement.
The above-mentioned carbonaceous material according to the present invention has a large capacity for doping with an active substance of a secondary battery, such as lithium and has only a small value of so-called irreversible capacity, i.e., an amount of active substance caused to remain in the carbonaceous material without dedoping. By using such a carbonaceous material as an electrode material for constituting a non-aqueous solvent-type secondary battery, the resultant secondary battery is allowed to have large charge/discharge capacities and a high energy density.
The method for measuring the X-ray scattering intensity ratio IW/ID will be described later.
It is further preferred that the carbonaceous material according to the present invention has an average layer plane spacing between (002) planes according to X-ray diffraction (hereinafter sometimes denoted by d002) of at least 0.360 nm and at most 0.400 nm.
The carbonaceous material according to the present invention may preferably comprise a carbonization product of a resol-type phenolic resin, which is a condensation product between a phenol and an aldehyde. More specifically, the resol-type phenolic resin includes a condensation product initially obtained by reaction between an aromatic compound having a phenolic hydroxyl group and an aldehyde in the presence of a basic catalyst, and a resinous substance obtained by thermal curing of such an initial condensation product.
The carbonaceous material according to the present invention may be produced in the following manner.
More specifically, the carbonaceous material according to the present invention may be produced by carbonizing an aromatic condensation polymer, which is a condensation product between an aromatic compound having a phenolic hydroxyl group and an aldehyde, at a temperature of 1050-1400xc2x0 C. under a pressure exceeding 10 kPa (=0.1 atm) while flowing an inert gas.
The carbonaceous material according to the present invention may also be produced by carbonizing an aromatic condensation polymer, which is a condensation product having a phenolic hydroxyl group and an aldehyde, at a temperature of 1050-1400xc2x0 C. under a pressure of at most 10 kPa.
Herein, the inert gas may include an inert gas, such as nitrogen gas, argon gas or helium gas, and a gaseous mixture comprising such an inert gas, and a halogen gas, such as chlorine gas, in an amount of at most 40 mol % of the gaseous mixture.
The non-aqueous solvent-type secondary battery according to the present invention comprises a positive electrode, a negative electrode, and a separator and a non-aqueous electrolytic solution disposed between the positive and negative electrodes; at least one of the positive and negative electrodes comprising a carbonaceous material according to the present invention as described above.

Carbonaceous electrode material for secondary battery


Aspects of the present disclosure include a method of forming a semiconductor interconnect structure and the interconnect structure. The method includes etching an opening in a first interconnect dielectric material. The method includes performing a nitridation process that converts the surfaces of the opening into nitride residues, and forms a nitrided interconnect dielectric material surface in the opening. The method includes depositing tantalum to create a tantalum layer on the nitrided interconnect dielectric surface region. The method includes depositing copper to fill the opening and planarizing the surface of the first dielectric material.

Conventional semiconductor devices typically are made up of a semiconductor substrate, normally a monocrystalline silicon with a plurality of dielectric and conductive layers formed on it. An integrated circuit (IC) is formed of semiconductor devices connected by a set of spaced-apart conductive lines and associated interconnection lines, such as bus lines, word lines and logic interconnection lines. Such interconnection lines generally constitute a limiting factor in terms of various functional characteristics of the integrated circuit.
Many interconnection lines are copper or copper-based alloys. One drawback of using copper or copper based alloys, for example, is that copper readily diffuses through silicon dioxide, the typical dielectric material employed in the manufacture of semiconductor devices.
A suitable conductive barrier layer is needed between the copper interconnection lines and both the surrounding dielectric and any other metallic contacts it might make. Such a barrier layer can be conveniently formed by employing a material that is substantially impervious to the diffusion of impurities into the copper interconnection lines and to the diffusion of copper atoms into the dielectric or nearby metal contacts. In the copper interconnection processes, conventional tantalum nitride (TaN) is the most commonly used conductive barrier material. The use of TaN requires additional deposition chambers because the deposition of TaN cannot be performed using the same deposition chamber as one with a pure metal. The need for additional deposition chambers for TaN deposition undesirably increases the cost and process complexity for the production of semiconductor devices.

Interconnect structure and method of forming


According to one aspect of the invention, a gas turbine engine includes a combustor, a fuel nozzle placed in an end of the combustor, and a passage configured to receive an air flow from a compressor discharge casing, wherein the passage directs the air flow into a chamber downstream of the nozzle, wherein a chamber pressure is lower than a compressor discharge casing pressure. The gas turbine engine also includes a flow control device configured to control the air flow from the compressor discharge casing into the passage.

The subject matter disclosed herein relates to gas turbines. More particularly, the subject matter relates to an assembly of gas turbine stator components.
In a gas turbine engine, a combustor converts chemical energy of a fuel or an air-fuel mixture into thermal energy. The thermal energy is conveyed by a fluid, often air from a compressor, to a turbine where the thermal energy is converted to mechanical energy. During low load or turndown conditions, it is desirable to reduce fuel flow to the turbine engine to reduce consumption. In some cases, however, the amount of fuel supplied to combustors may be limited by a constant flow of oxygen, wherein a certain amount of fuel is necessary to enable clean burning in the combustor.

Turbine engine and method for flowing air in a turbine engine


A light fixture and a method for control of a light fixture is supervised by at least one thermoswitch which protects the light source by disconnecting the power supply to the light source at elevated temperature. To achieve a safety circuit in a light fixture without switching the supply circuit to a light source, the at least one thermoswitch is connected to a low voltage safety loop, which safety loop is connected to a current source that generates a constant current in the safety loop. The safety loop is supervised by a current measuring device. Hereby, it is achieved that the switching, if temperature rises, is achieved by switching contacts that only carry a very limited current. This will increase the life time of the thermoswitch and very small switches can be used.

1. Field of the Invention
The present invention relates to a light fixture comprising at least one light source, which light source is eclectically connected to an ignition circuit, which ignition circuit is further connected to a power unit, which power unit comprises an electronic ballast, which lamp is supervised by at least one thermo switch, which thermo switch by increasing temperature protects the light source by disconnecting the power supply to the light source.
The present invention further relates to a method for temperature supervision of a light fixture, in which light fixture a beam of light is generated by at least one light source, in which light fixture a number of blowing units generates airflow for cooling the light fixture, in which light fixture thermo sensors detect the temperature.
2. Description of Related Art
U.S. Pat. No. 5,978,196 concerns a thermal protection system for use with a lighting fixture includes a temperature-sensitive switch responsive to the ambient temperature which may have a rating less than that of the lamp. The temperature-sensitive switch controls the operation of a suitably higher rated control device connected to the lamp to turn the lamp off when the ambient temperature above the thermal switch exceeds a predetermined level.
U.S. Pat. No. 4,713,721 describes a two-terminal A.C. device is described which can be series connected with a lighting fixture to prevent overheating of the fixture in an overload condition, namely, when a lighting element exceeding the power rating of the fixture is installed. In broad terms, the device includes a bidirectional, self-extinguishing switch which can be triggered to conduct current between the two terminals of the device, and control circuitry operable from the voltage difference and current between the two terminals occurring in use to regulate the triggering of the switch. The control circuitry includes triggering circuitry which generates triggering signals from the voltage difference across the terminals of the device and normally applies the triggering signals to the control terminal to permit a predetermined measure of conduction. In an overload condition detection circuitry detects an overload current and activates trigger signal suppressing circuitry which temporarily suppresses the application of triggering signals to the switch thereby reducing the mean level of the current delivered to the fixture in an overload condition. In an overload condition, the lighting fixture is operated in a dim or intermittent fashion thereby indicating the overload condition to the user.


High quality phosphoric acid is produced from phosphate rock and high alumina pebble which is a byproduct of phosphate rock mining operations. The rock or pebble with or without comminution is digested in phosphoric and sulfuric acid and the resultant phosphoric acid contains the metallic ions normally present in the treated rock and pebble. The metallic ions are then extracted from the acid by ion exchange with a water-immiscible organic sulphonic acid compound (preferably in the presence of an organophosphate or phosphonate). After phase separation the organic phase containing the extracted metallic ions can be regenerated. The process is especially useful when the digestion is done at a P.sub.2 O.sub.5 concentration and temperature which produces calcium sulfate hemihydrate.

Pebble results as a by-product from phosphate rock mining operations. In Northern Florida the pebble is of high alumina, iron and magnesia content and is considered a waste material which presented a disposal problem. The pebble has a size ranging from 1/4" to +14 mesh and a BPL (Bone Phosphate of Lime) value ranging from 38 to about 68 (17.8-31.2% P.sub.2 O.sub.5). With the declining quality of rock, in recent years small amounts of pebble have been ground and blended into higher quality, beneficiated rock. In the past, pebble having a BPL value higher than 58 (26.6% P.sub.2 O.sub.5) was stored while the lower grade, high alumina pebble was discarded with the tailings.
Typically, pebble is obtained by screening "as mined" rock and retaining the +14 mesh or "pebble" fraction, but in recent years some pebble has been retained from screening at +10 mesh.
In spite of the tremendous reserve of P.sub.2 O.sub.5 which the high alumina pebble represents, it was not processed because of its high content of metal compounds such as compounds of calcium, magnesium, aluminum and iron. This is due in part to a need to produce phosphoric acid of low metallic ion content that can be readily converted to superphosphoric acid (70-76% P.sub.2 O.sub.5) for use in liquid fertilizer manufacture.
When high alumina phosphate pebble rock is digested with phosphoric acid and sulfuric acid to form aqueous phosphoric acid and calcium sulfate by the usual gypsum processes, a great many soluble metallic phosphates are formed. When the phosphoric acid is concentrated to merchant grade phosphoric acid and superphosphoric acid, after removal of the solid calcium sulfate and gangue and after clarification, the presence of the soluble metallic phosphates values greatly increases the viscosity of the phosphoric acid. The viscosity of the phosphoric acid can increase to such an extent that the phosphoric acid cannot be handled or transported as a fluid. As the concentration of phosphoric acid is increased, the solubility of the metallic phosphates sharply decreases to form sludges, scale and complex precipitates in phosphoric acid. These sludges settle out in the phosphoric acid creating storage, handling and transportation problems for the acid. In addition, formation of sludges, scale and precipitates causes an appreciable loss of the P.sub.2 O.sub.5 values in the phosphoric acid.
As can be seen in the pebble analyses given in the examples herein, the total of the analyses of Al.sub.2 O.sub.3 and Fe.sub.2 O.sub.3 in high alumina pebble can be at least about 3.2 weight % (in Example 4) and at least about 3.78% (in Example 1). The total of the analyses for Al.sub.2 O.sub.3, Fe.sub.2 O.sub.3 and MgO can be at least about 3.73 (in Example 4) and at least about 4.47 (in Example 1). The weight % CaO can be about 44.1 (in Example 4) and about 43% (in Example 1).
The ratio of each impurity (e.g., metals, SiO.sub.2, F, carbonate) to P.sub.2 O.sub.5 is also indicative of the difficulty of economically manufacturing wet process phosphoric acid from a a given phosphate rock. In general, the CaO/P.sub.2 O.sub.5 ratio will tell whether the sulfuric acid consumption will be too costly. That is, any calcium in excess of stoichiometric for the so-called "marine apatite" or fluorapetite (e.g., Durango) can be considered undesirable because it can consume sulfuric acid without producing the stoichiometric quantity of phosphoric acid.
When the high alumina pebble is initially converted to impure phosphoric by a hemihydrate process, in the order of 50% less alumina is extracted from the rock into the acid than is extracted by the usual gypsum process which makes 22 to 30% P.sub.2 O.sub.5 acid V/S at least 36% P.sub.2 O.sub.5 by hemihydrate processes.
Other factors which made pebble use prohibitive by the gypsum-type wet process is the higher sulfuric acid requirements per ton of pebble, as compared to phosphate rock, to react with and precipitate calcium. This is another advantage which can arise from use of such hemihydrate processes as those of the patents of Ore' and of Ore', Ellis and Moore; namely, lower sulfuric acid consumption.
The following table compares typical phosphate rock and high alumina pebble produced in Northern Florida:
______________________________________ Amount (Weight-Percent) Values Phosphate Rock High Alumina Pebble ______________________________________ P.sub.2 O.sub.5 34.32 27.46 INSOL 4.5 7.80 CaO 48.4 39.90 MgO 0.3 0.76 Al.sub.2 O.sub.3 1.5 2.10 Fe.sub.2 O.sub.3 0.6 1.30 F 3.75 3.30 SiO.sub.2 3.0 9.90 CO.sub.2 3.75 6.00 Organic Carbon 0.15 0.20 ______________________________________
The present process can produce low impurity wet process phosphoric acid from such high alumina pebble especially uses the hemihydrate digestion steps.
In Central Florida, the pebble is coarser, generally has a BPL value around 68 (31% P.sub.2 O.sub.5) and is of lower metallic content than Northern Florida pebble. In addition, it is sand-free and clay lumps disintegrate easily, which aids in its removal. This pebble has a market value because it may be used as a feed to electric furnaces to produce elemental phosphorous and can also be used with phosphate rock within restrictions imposed by product quality standards.
However, high alumina pebble inventory in Central Florida also increased with increased emphasis on low metallic content phosphoric acid which can be converted to high quality superphosphoric acid. This made even more remote the processing of high alumina pebble by the usual gypsum type wet process, in both Central and certainly Northern Florida.
Beneficiated phosphate rock also contains metallic impurities, though less than a high alumina pebble, which are undesirable and complicate the production of superphosphoric acid due to the metallic phosphate complexes that are formed which increase the viscosity of the acid and form sludges, which settle resulting in a P.sub.2 O.sub.5 loss.
"Pebble or phosphate pebble," as used hereinafter, refers to the phosphate pebble rock, particularly high alumina phosphate pebble rock which is a by-product in phosphate mining operations.
"Pebble acid," as used hereinafter, refers to the phosphoric acid which is made from phosphate pebble rock.
"Sulfonic" acid and "sulphonic" acid are used interchangeably in the specification and have the same meaning.

Process for production of high purity phosphoric acid from high alumina phosphate pebble rock


Cyclopentadienes are alkylated by initially reacting primary or secondary alcohols at elevated temperatures in the presence of an alkali metal hydroxide with removal of water to form dimers of said primary or secondary alcohols, and thereafter reacting said alcohol dimers with a cyclopentadiene to alkylate said cyclopentadiene.

Cyclopentadienes and alkylated derivatives thereof are known in the art. Further, methods are known for preparation of alkylated cyclopentadienes. There is described in Applicant's prior filed applications which have issued as U.S. patents, novel cyclopentadienes, their use as synthetic lubricant compositions and methods for their preparation. The cyclopentadienes invented previously by Applicant's are disclosed in prior U.S. Pat. Nos. 4,849,566, 4,929,782, and 4,721,823. The disclosures of these prior filed U.S. patents are specifically incorporated herein by reference as these patents described the classes of alkylated cyclopentadienes which can be prepared according to the present invention using cyclopentadiene starting materials.

Preparation of alkylated cyclopentadienes


An improved sidelighting arrangement, device and method of controlling sidelight illumination of a motor vehicle during cornering employing two sets of side lamps, one for each side of the vehicle. The sidelighting arrangement apparatus includes a steering wheel angle sensor mounted on the column of the steering wheel for detecting a change in steering angle, a turn indicator sensor for detecting actuation of the turn indicator, a microprocessor for outputting an electrical signal to selectively illuminate a set of side lamps mounted on the side of the vehicle for controlling illumination of the sidelights during cornering of the motor vehicle responsive to the steering wheel in actuation of the turn signal for improved visibility for the operator of the vehicle and for improved safety of operation thereof by providing notice to other drivers of the cornering condition of the vehicle.

1. Field of Invention
Improvements in lighting devices for motor vehicles today are typically directed toward increasing the illumination of the rear, fixed lights of a motor vehicle, with the objective of reducing rear end collisions by providing a larger illumination surface for alerting following motorists of a driver's intention to stop his vehicle, particularly where high speed travel is involved. Very little attention has been directed toward the lighting of vehicles and the direction toward which the vehicle, particularly tractor trailers are turning. Dangers are acknowledged to exist, particularly associated with turning of tractor trailers in that it is common to have signs posted at the rear of tractor trailers providing a warning that the vehicle makes "wide turns" and that motorists to the rear should be alerted of such turns. Clearly such signs are operative only during the daylight hours when it is indeed easier to detect that a tractor trailer is in the process of cornering, and such signs are of little or no value at night.
2. Description of Prior Art
Applicant is aware of other prior art cornering lights. One such device is disclosed in U.S. Pat. No. 4,663,696 issued to Miyazawa et al., which teaches a dual purpose lamp assembly for use as a combined fog and cornering lamp positioned in a flood front headlight fixture of a motor vehicle. The Miyazawa headlight includes a movable reflector which is a pivotable such that light rays can be projected forward where the rays function is fog lights, or alternatively the movable reflectors can provide a dual function and be pivoted such that light rays are reflected to the side and function as cornering headlights, as well as illuminating lights in front of the vehicle. This reference also discloses that cornering lights can be used in combination with a turn signal system to supplement such headlights. Miyazawa, however, differs from the present invention in that the lamp assembly is positioned at the front of the vehicle, in the conventional headlight fixture, is not positioned on the side of the body of the vehicle, is directed toward focusing light in front of the vehicle in the direction that the wheels are turning and does not illuminate the area to the side of the vehicle in the direction toward which the vehicle is turning such that it is visible to a following motorist. In another reference, U.S. Pat. No. 4,442,477 issued to Hennessey, teaches cornering lights that are switched on by operating a headlight turn lever, which are connected to a light-detecting sensor for controlling the brightness of illumination. Again, Hennessey is directed toward headlight cornering illumination, and does not disclose use of side lamps for illuminating the area to the side of vehicles. Another prior art device disclosed in U.S. Pat. No. 4,971,405 issued to Hwang, teaches a headlight for a vehicle which is interconnected to the steering mechanism of the vehicle so as to rotate in conjunction with the turning of the front wheels. Hwang also discloses corner lights adjacent to the headlights which are disposed to the right and left corners of the vehicles. The light detecting sensors detect the light of the headlights from opposing vehicles, in controlling brightness of the illumination of the light system to prevent the view of a driver from an opposing vehicle from being disturbed and therefore is distinguishable from applicant's invention.
Accordingly, it is desirable to provide for a new and improved, effective sidelighting arrangement and to a method for controlled projection of illumination of the side of a vehicle during cornering of such motor vehicle to provide for employment of the improved sidelighting arrangement which overcomes at least some of the disadvantages of the prior art.


An application processor includes a central processing unit (CPU), intellectual properties (IPs), a hardware power management unit (PMU) configured to determine whether the application processor is in system idle based on a first idle signal output from the CPU and output control signals as a result of the determination, and a clock signal supply control circuit configured to change an output signal supplied to the CPU and the IPs from clock signals to an oscillation clock signal, based on the control signals. The oscillation clock signal has a frequency lower than that of the clock signals.

Apparatuses and methods consistent with exemplary embodiments of the inventive concept relate to an integrated circuit, and more particularly, to an application processor for changing a clock signal used in an integrated circuit into a clock signal of an oscillator using a hardware power management unit when the integrated circuit is in system idle and devices including the same.
Dynamic voltage and frequency scaling (DVFS) is a technique whereby an operating frequency and an operation voltage are dynamically adjusted. Electronic systems can reduce unnecessary power consumption using DVFS. In most commonly used DVFS, the usage of a target circuit is periodically checked and an operating frequency and voltage applied to the target circuit are adjusted according to the check result to reduce unnecessary power consumption of the target circuit.
DVFS performed based on a result of checking the usage of a target circuit during the operation of an electronic system including the target circuit can reduce current consumption at the electronic system to some extent and sustain the performance of the electronic system. However, when DVFS is performed based on the result of checking the usage of the target circuit while the electronic system is in a system idle state, DVFS itself adversely affects current consumption at the electronic system. Recently, a system on chip (SoC) supports a low-power mode in order to increase the use time of batteries. When a central processing unit (CPU) periodically wakes up in a SoC using the low-power mode in order to perform DVFS, power consumption of the CPU takes a significantly large part of the entire power consumption of the SoC.

Application processor for adjusting clock signal using hardware power management unit and devices including the same


An improved failure detection circuit for anti-skid braking systems is disclosed. The failure detection circuit sends electrical test pulses to the individual valves which control the flow of pressurized brake fluid to the individual brakes and uses a feedback signal from these valves to determine a failure in any of these circuits. The failure detection circuit also includes a voltage monitoring circuit which monitors the voltage which is supplied to the anti-skid braking controller while applying an electrical load to the main power circuit for the controller such as by testing a plurality of valves at once. If the voltage drops below a minimum acceptable level, it indicates an actual or incipient failure of the main power supply circuit. This indication can be used to trigger a warning or to shut down the anti-skid braking system as can a detection of a failure in an individual circuit.

1. Cross-Reference
The present application is the United States counterpart of earlier-filed Japanese patent application no. 1-310593, filed Dec. 1, 1989, which application is incorporated herein by reference and to which application applicants claim priority under 35 USC .sctn.119.
2. Field of the Invention
The present invention relates generally to the field of anti-skid braking systems. More particularly, it relates to failure detection circuits for use in such systems.
3. Background Art
Various anti-skid control devices have been developed to prevent the wheels of a vehicle from locking or skidding during braking. In general terms, these devices function by controllably modulating the amount of braking action (via modulating brake fluid pressure) at each of the four wheels by using valves and electronic control means.
An anti-skid control device generally consists of wheel speed detecting means located at each of the wheels, a computational arithmetic means capable of calculating the slip ratio based on the wheel speed and acceleration, and a control means to control (modulate) the amount of brake fluid pressure applied to each of the wheel brakes based on the output signal from the computational arithmetic means. Such devices are capable of facilitating the deceleration of a vehicle while regulating the wheel deceleration speed within an appropriate slip angle ratio by controlling the braking pressure according to the slip conditions of the wheel. When functioning properly, the presence of an anti-skid braking system is generally indetectable to the driver. That is, the driver is unaware that the anti-skid braking system is present. Anti-skid braking systems have substantial advantages in preventing wheel skid and allowing the application of brakes during turning motions and on surfaces of variable coefficient of friction. It is very important that a driver be informed if there is an inadvertent failure in the anti-skid braking system. Although, typically, the failure of the anti-skid system will lead to normal (no anti-skid) braking action, the advantages and safety margin provided by the anti-skid system will be missing. Thus it is important that the driver be alerted to the failure of the anti-skid system. It is known in the art to provide anti-skid braking systems with a failure detection circuit to send a signal to the driver and, at the same time, cause the anti-skid braking system to revert to a normal braking system.
Typical failure detection circuits used in the past comprise a voltage monitoring circuit monitoring the integrity of the electronic functions in the anti-skid braking system, a physical failure detection circuit monitoring the physical integrity of the pressurized brake fluid control circuit, electromagnetic valves, etc., a main power source circuit breaker which shuts down the system in case of a failure, and a means for providing a warning if any of these systems detects a failure. Two power feed circuits are ideally required for the means for warning. This redundancy allows the means for warning to continue to send a warning signal even if the failure that the system has detected has occurred in the primary electrical power feed to the detection system.
Although these background systems are well understood, there are a number of disadvantages inherent in them. These inadequacies of prior systems include:
(1) When a failure occurs in the main power source circuit breaker or in the main power source circuit, current from the vehicle will be permitted to flow to the warning circuit through the remainder of the two above-mentioned power feed circuits. Accordingly, the failure in the main power source breaker or the main power source circuit would be difficult to diagnose and correct.
(2) When a failure occurs in the main power source circuit breaker or the main power source circuit itself, in conventional systems this will lead to an increase in consumption of electric current, but since the failure is in the main power source circuit breaker or in the main power source circuit itself, this increase in current may not be detected if the available current is not overtaken by demand and no voltage drop occurs.
(3) The above two problems can be solved by installing a separate dedicated failure-detecting device to detect specifically a failure in the main power source breaker and main power supply circuit. However, such a device requires intricate circuit structure and can lead to high manufacturing costs.

Failure detection circuit for anti-skid braking system


Polyoxyalkylene diamines react with excess acrylate to form diesters which react with 2,2',6,6'-tetramethyl-4-aminopiperidines to give a product of formula 1, useful as photostabilizer for photosensitive materials. ##STR1##

1. Field of the Invention
This invention concerns new tetramethylaminopiperidine derivatives, and more particularly to products of polyoxyalkylene diamine reacted with alkyl acrylate and further with 2,2',6,6'-tetramethyl-4-aminopiperidine, which are useful as photostabilizers.
2. Description of Related Information
Various synthetic polymers and other materials are light sensitive. When exposed to sunlight or other sources of ultraviolet light, such materials undergo a progressive change in physical properties, typically losing mechanical strength and changing color, resulting in softening, brittleness, discoloration and other undesirable consequences. Photostabilizers have been added to such materials to prevent or diminish their deterioration.
Derivatives of 2,2',6,6'-tetramethyl-4-aminopiperidine (TMAP) have been used as photostabilizers. For example, U.S. Pat. No. 4,526,972 (Speranza et al.) discloses TMAP derivatives made by hydrogenating the product of TMAP reacted with polyoxyalkylene polyamine. U.S. Pat. No. 4,847,380 (Speranza et al.) discloses TMAP derivatives made by reacting polyoxyalkylene diamine or diol with dicarboxylic acid or diisocyanate followed by reaction with TMAP to form TMAP dimer linked to polyoxyalkylene through amide, urea or urethane bonds.
U.S. patent application Ser. No. 07/410,444 (Lin et al.) filed Sep. 20, 1989 discloses reacting alkyl acrylates with a molar excess of polyoxyalkylene polyamine to make polyamidoamines useful as epoxy curing agents, reaction-injection-molding (RIM) chain extenders and other polymer applications.


One embodiment is directed to a method for creating translumenal vascular access, comprising utilizing a dilator adaptor to assist with forming a substantially atraumatic geometric outer junction between a dilator member/introducer member assembly and a guidewire which may be somewhat undersized relative to a lumen formed through the dilator member, thereby creating a geometric fit gap which may be suboptimal from a tissue interfacing perspective. The dilator adaptor may be interposed between the guidewire and dilator member to assist in remedying this fit mismatch, and in generally providing a preferred outer instrument interface for insertion through a small defect in a vessel to gain access to a lumen defined through the vessel.

A number of diagnostic and interventional vascular procedures are now performed translumenally, where an elongate instrument such as a catheter is introduced to the vascular system at a convenient access location—such as the femoral, brachial, or subclavian arteries—and guided through the vascular system to a target location to perform therapy or diagnosis. When vascular access is no longer required, the catheter and other vascular access devices must be removed from the vascular entrance and bleeding at the puncture site must be stopped. One common approach for providing hemostasis is to apply external force near and upstream from the puncture site, typically by manual compression. This method is time-consuming, frequently requiring one-half hour or more of compression before hemostasis. This procedure is uncomfortable for the patient and frequently requires administering analgesics. Excessive pressure can also present the risk of total occlusion of the blood vessel, resulting in ischemia and/or thrombosis. After hemostasis is achieved by manual compression, the patient is required to remain recumbent for six to eighteen hours under observation to assure continued hemostasis. During this time bleeding from the vascular access wound can restart, potentially resulting in major complications. These complications may require blood transfusion and/or surgical intervention.
Bioabsorbable fasteners have also been used to stop bleeding. Generally, these approaches rely on the placement of a thrombogenic and bioabsorbable material, such as collagen, at the superficial arterial wall over the puncture site. This method generally presents difficulty locating the interface of the overlying tissue and the adventitial surface of the blood vessel. Implanting the fastener too far from the desired location can result in failure to provide hemostasis. If, however, the fastener intrudes into the vascular lumen, thrombus can form on the fastener. Thrombus can embolize downstream and/or block normal blood flow at the thrombus site. Implanted fasteners can also cause infection and auto-immune reactions/rejections of the implant.
Suturing methods also have used to provide hemostasis after vascular access. The suture-applying device is introduced through the tissue tract with a distal end of the device located at the vascular puncture. Needles in the device draw suture through the blood vessel wall on opposite sides of the punctures, and the suture is secured directly over the adventitial surface of the blood vessel wall to close the vascular access wound. Generally, to be successful, suturing methods need to be performed with a precise control. The needles need to be properly directed through the blood vessel wall so that the suture is well anchored in tissue to provide for tight closure. Suturing methods also require additional steps for the physician.
In view of the deficiencies of the above methods and devices, a new generation of "self-sealing" closure devices and methods has been developed to avoid the need for implantation of a prosthesis member, and also to minimize the steps and time required for closure of the vascular site. Such self-sealing configurations are available, for example, from Arstasis, Inc., of Redwood City, Calif. under the tradename Axera™, and are described in publications such as U.S. Pat. Nos. 8,083,767, 8,012,168, 8,002,794, 8,002,793, 8,002,792, 8,002,791, 7,998,169, and 7,678,133, each of which is incorporated by reference herein in its entirety.
With self-sealing and other configurations of closure devices, it may be desirable to achieve vascular access with relatively small instruments before dilation up to larger working lumens for subsequent diagnostic or interventional steps. For example, rather than starting with a Seldinger access technique wherein a needle and guidewire set configured to place a conventional 0.035″ diameter guidewire are utilized, a self-sealing access technique may be employed to place a much smaller guidewire, such as an 0.018″ diameter guidewire. With a relatively small guidewire, such as an 0.018″ diameter guidewire, in place by the Seldinger technique, a subsequent process step may be to install an introducer catheter assembly, generally comprising an introducer catheter defining an introducer lumen, and a dilator member configured to fit with in the introducer lumen. The dilator member generally will define its own dilator member lumen through which the guidewire may be threaded, to facilitate an "over-the-wire" installation of the distal portions of the introducer catheter and dilator member into the vascular lumen.
One of the challenges with an over-the-wire installation of a conventional introducer-dilator assembly over a relatively small guidewire, such as an 0.018″ diameter guidewire, is that many readily available off-the-shelf introducer-dilator sets are configured to fit more conventional guidewire diameters through the dilator member lumen, such as diameters in the range of 0.035 inches. The geometric mismatch between a 0.018″ diameter guidewire and a distal end of a dilator member sized for a 0.035″ diameter guidewire, for example, can result in what may be termed an "annular gap" that may form a mechanical edge at the interface between these structures, and insertion of this gap or edge relative to the vascular tissue to place the dilator member and associated introducer catheter distal tips within the vascular lumen may result in unwanted localized tissue trauma, heightened insertion forces, and undesirable localized stress concentrations on portions of the guidewire, dilator member, and/or introducer catheter. There is a need to address this challenge so that conventionally-sized dilator-introducer assemblies, such as those designed for 0.035″ diameter guidewires, may be more optimally utilized with relatively small guidewires, such as those having diameters in the range of 0.018 inches, which may be desirable with procedures such as self-sealing vascular access and closure procedures.


An example embodiment may include an interferometer. The interferometer may include a multimode waveguide with an input waveguide optically coupled to a first side of the multimode waveguide, for feeding a light signal to the multimode waveguide. The interferometer may also include a first waveguide at one end optically coupled to a second side of the multimode waveguide, and at the other end terminated by a first waveguide mirror. The interferometer may also include a second waveguide at one end optically coupled to the second side of the multimode waveguide and at the other end terminated by a second waveguide mirror. The multimode waveguide may be adapted to distribute the light signal towards the first and second waveguide mirror via the first waveguide and via the second waveguide.

Many photonic circuits include interferometers or resonators, for example, to provide a periodic transmission spectrum for spectroscopy. Spectroscopy may, for example, be used for identifying molecules. Thereby vibrational information which is specific to the chemical bonds and to the symmetry of the molecules may be studied.
For spectrometer applications, the interferometer size may be small. Many of the typical interferometer components contain waveguide bends. These waveguide bends are introduced to create a path length difference between a first waveguide and a second waveguide of the interferometer. The presence of the waveguide bends can be very space consuming.
An example of such an interferometer is a Mach-Zehnder interferometer. Such an interferometer outputs a sinusoidal transmission as a function of wavelength. The sinusoidal transmission of a Mach-Zehnder interferometer is desired for many applications. The Mach-Zehnder interferometer itself is, however, is a very space-consuming device.
Another example of an interferometer is a ring resonator. Such a resonator gives Lorentzian shaped resonances. Ring resonators consume a lot of space in most material systems.
Yet another example interferometer is a Fabry-Perot resonator. The transmission spectrum of a Fabry-Perot resonator gives Lorentzian resonances. Fabry-Perot resonators can be made in a more compact form factor.
US2004/151436 discloses a scannable mirror arrangement for an interferometer. The interferometer in US2004/151436 comprises a scannable mirror moveable in an optical waveguide. The optical waveguide may be fluid filled and the mirror may be moved by an electromagnetic or electrostatic motor.
WO2012/015995 discloses a transform spectrometer measurement apparatus and a method for a planar waveguide circuit including phase shifting for error correction. The spectrometer typically includes an input optical signal waveguide carrying an input optical signal; a plurality of couplers, each connected to the input optical signal waveguide, and each including a coupler output for carrying a coupled optical signal related to the input optical signal; and an array of interleaved, waveguide Mach-Zender interferometers (MZI), each having at least one input MZI waveguide, each MZI input waveguide receiving a coupled optical signal from a respective coupler output.
Design parameters for an interferometer may include the size of the interferometer and the transmission, which may be predictable for different production runs. In view of the example interferometers described above, which either do not have a compact form factor or do not have a predictable sinusoidal transmission as a function of wavelength, there is still room for improved interferometers.


A device which connects to standard telephone lines and automatically dials into, and receives information from, an automated tee time scheduling system. The device may be programed with information for a specific tee time request in advance of the day selected to play. Information stored in the unit includes day to play, particular course, time requested to play, number of players, and other information. The unit may be programmed with multiple options of the above information, each configured to suit the operation of a given golf club or group of clubs.

Due to the popularity of the sport of golf, it is a recognized predicament whereby there are more golfers than suitable or preferred available tee times. It is common procedure at golf courses nationally and internationally that tee time reservations for a given day are allotted on a first-come first-serve basis, on a particular day and at a particular time in advance of the required reservation day. This scenario inevitably results in severe congestion at the point of reservation at the predetermined time.
Historically, tee time reservations are allotted to individuals present at the golf course, through a lottery system whereby individuals have registered in the lottery with the drawing being made at a predetermined time, by telephone call to the golf course, or a combination of each of the above, in each case the most commonly accepted and convenient method being by telephone. Subsequently, severe congestion on the telephone lines results with a bottleneck situation created through one person answering the telephone, one line at a time.
In recent years, technology has assisted in alleviating the congestion through the use of automated scheduling systems. These are effectively "smart" computer systems capable of answering multiple telephone lines and processing tee time reservation requests simultaneously, the net result being the amount of time for an individual to get through to the golf course to reserve a tee time being considerably reduced.
Practically all golf courses endure this same problem. Practically all golfers are subjected to the same frustration of experiencing busy signals when calling the course. These automated scheduling systems are gradually gaining acceptance within the golfing community. Several technology enhancements in the telephone industry have assisted in making the calls to the course easier, typically, "Automatic Call Back" and telephone number identification. Regardless, in each case, the caller must be physically at the telephone in order to process the tee time request. The "Teephone" advantage is simply that the tee time request is "unattended". The user does not physically have to be at a telephone in order to make the tee time request.


The weight, space and convenience advantages of a run-flat tire can be substantial. This is especially true for the urban-economy car or family type vehicles which have limited space available for a spare tire and inadequate space for the removed flat tire. These vehicles also have higher comfort requirements that must be addressed. The mini-spare solution to the flat tire problem has very limited performance capabilities. Other solutions include major modifications in the rim and/or the tire, which are not cost effective or compatible with a conversion to standard tires on the same rims.. The run-flat tire of this invention includes thickened sidewall portions, a belt package with a cap ply, lower sidewall rubber support portions, a specially designed bead seat area with a rim seat ply and three carcass layers. The classical problems of inflated vs. deflated performance tradeoffs in ride comfort, handling, radial stiffness and endurance of the tire are substantially improved. This is accomplished with a run-flat tire having relatively small weight increases over a standard tire and a rim that can be used interchangeably with the standard tire.. The run-flat tire system of this invention is capable of maximum lateral accelerations under nominal operations of approximately 0.90 g.sup.S and extended operating efficiency (i.e., handling and durability) at higher speeds for longer distances.

1. Field of the Invention
This invention relates to a radial pneumatic tire and more specifically to an improved self-supporting run-flat tire.
2. Description of the Prior Art
There is a current ongoing effort by automobile manufacturers to eliminate the spare tire in order to reduce vehicle curb weight, increase available space within the vehicle and provide operator convenience. This is particularly true for vehicles having higher comfort specifications such as conventional luxury, family or urban-economy type vehicles. For example, new generation electrical and hybrid type vehicles have critical space and weight restrictions.
One solution to increase trunk space and reduce weight of the spare tire is the mini-spare. This tire is a specifically designed and constructed narrow tire mounted on a special rim. The tire has a slightly smaller diameter than the standard factory equipment tire. These tires are very limited in the number of travel miles permitted and the speed of the vehicle. They are intended to get the vehicle to a service station so the standard tire can be repaired. Special mini-spare standards are provided by the Tire and Rim Association (T&RA) of Copley, Ohio and are based on vehicular weight and performance. The mini-spare is not the best solution because the tire loses air over time (by permeation) and will not have the performance characteristics of a properly inflated mini-spare. Furthermore, space for the removed flat tire is frequently not available.
Another recent solution is the run-flat tire. The advantage of this tire is to eliminate the need of a spare tire and ancillary equipment, achieving substantial savings in vehicle weight and increasing the space for other automotive systems and cargo. Numerous variations of run-flat tires have been developed. These involve changes to the structure of the tire itself and modifications to the rim to hold and support the flat tire. Each variation is limited by safety restrictions on vehicle speed, length of travel, zero inflation pressure handling and the magnitude of the lateral accelerations that force the bead of the tire off the rim seat. Further, the best solutions are those which do not affect the vehicle's nominal performance. Therefore, the need for improvements in the design of run-flat tires continues.
A number of generic features of run-flat tires have been disclosed which yield improvements, although limited, in vehicle performance. These features include thickened tire sidewalls, sidewall reinforcing plies, tire bead seat and vehicle rim configuration modifications, tire sidewall to rim flange contact and tire belt package edge modifications. Each of these features can be used to help solve known run-flat performance problems.
One feature of some run-flat tires is thickened sidewalls to support the vehicle after loss of inflation pressure. Such a sidewall, as the tire is viewed in cross-section, presents a crescent-shaped mass of rubber to the inside of the carcass reinforcing. On complete deflation of the tire, the crescent-shaped mass is put into compression while the carcass cord reinforcement is in tension; thereby preventing collapse of the sidewall. The respective inner wall surfaces of the tire do not contact one another and the rolling radius of the tire is maintained at a relatively large percentage of the inflated rolling radius of the tire. Seven patents that disclose a thick sidewall design are U.S. Pat. Nos. 4,067,374; 4,779,658; 5,058,646; and 5,217,549, European Patent No. 456,437 (EP), Japanese Patent No. 1-30809 (JP) and French Patent No. 2,469,297 (FR).
U.S. Pat. No. 4,067,374 discloses the use of a crescent-shaped sidewall reinforcing rubber portion inside the carcass layer which has a high dynamic modulus with low hysteresis properties and high aging properties. The crescent-shape sidewall reinforcing rubber is put into compression while the cords of the carcass are put into tension, thereby inhibiting collapse of the sidewall. A cap ply located outside the belt package cooperates with the sidewall construction to increase the run-flat performance of the tire. The patent also discloses a lower sidewall support on the tire that contacts a rim flange when the tire is in an uninflated mode.
In European Patent No. 458,437, the inner sidewalls of the tire have a crescent-shaped reinforcing rubber with a specified radius of curvature of the axially inner face in relation to the section height of the tire. Two radial carcass plies are turned up around the bead cores from the inside to the outside. Two cap plies are positioned radially outward of two belt plies. In addition, this run-flat tire design includes an extension of the bead area to form a bead toe for a bead retaining system.
The crescent-shaped reinforcement rubber portion of the run-flat tire in U.S. Pat. No. 4,779,658 has two layers; i.e., an anticrack layer adjacent to the carcass and a reinforcing layer inside the anticrack layer. The reinforcing layer provides more support for the tire when deflated and the anticrack layer is stated to provide a balance between ride comfort and crack resistance. This tire also has a protruding rubber bead toe portion supported by a rubber chafer and a fabric member made of textile cord.
U.S. Pat. No. 5,058,646 is similar to EP 458,437 but discloses a three-layer crescent-shaped cushion on the inner sidewall in terms of thickness of the layers. A hard rubber bead filler is further disclosed for the bead area of the tire.
The pair of crescent-shaped elastomeric reinforcing members disclosed in U.S. Pat. No. 5,217,549 are preferably for high profile tires having a section height of 5 inches (127 millimeters) or greater. Sidewall stiffness is achieved by a single high modulus crescent-shaped member in each sidewall with a reinforcing bias ply strip on the inside or the outside surface of the two carcass plies. These bias ply strips are bias at 60 degrees and reinforcing members are of a nylon material.
In the JP 1-30809 patent a crescent-shaped low heat generating rubber with a specified maximum thickness of 1.0 to 1.5 times the sidewall rubber plus the carcass thickness is arranged inside the sidewall. The crescent-shaped run-flat strip extends radially inward and overlaps the apex of the bead filler rubber by 10 millimeters or more.
A two part crescent-shaped sidewall reinforcing ply of FR 2,469,297 has a relatively thick mass. The exterior portion adjacent the carcass plies is of a flexible cellular structure having a relatively low density and Shore A hardness. Preferably the neutral axis of the sidewall during bending is located in the interior portion of the reinforcing ply.
A critical and limiting feature of the run-flat tire is the ability of the deflated tire to stay on the rim during cornering maneuvers of the vehicle. This is known in the art as resistance to bead-unseating or bead retention. Bead unseating resistance is improved by extending or recessing the toe portion of the bead area to engage a rim having an extended or recessed portion. This feature of run-flat tires is noted in European Patent 456,437 (EP), U.S. Pat. Nos. 4,554,960; 4,779,658; and 4,917,164 and Japanese Patent No. 2-179513 (JP).
In patent EP 456,437, each bead area has a relatively thin rubber portion shaped axially inward of the carcass to form a bead toe. The toe extends radially inward to be inserted into a rim groove at the axially inner end of a tapered bead seat of a wheel rim. The base of the bead of the tire is further provided with a groove immediately axially outside the bead toe and inside a bead core. The groove fits into a hump formed in the bead seat of the rim for which the tire is designed.
U.S. Pat. No. 4,779,658 also shows a protruding rubber member which serves to reinforce the bead area to prevent the bead from unseating during run-flat travel. The protruding rubber seats the tire to a rim which is modified to receive the protruding rubber member. U.S. Pat. No. 5,058,646 discloses a similar protruding member that seats in a modified rim.
The extended rubber toe portion of each bead area disclosed in U.S. Pat. No. 4,917,164 is a hard rubber member bonded to the crescent-shaped reinforcing layer. The toe portion has a preferred elastic modulus at 100 percent unit strain of 75 to 95 kilograms per square centimeter. A fabric reinforcing member or ply is attached to the exterior of the toe portion as an interface to the rim seat. Another rubber member is bonded to the heel portion at the rim interface. All these components help to maintain the tire on the rim after it becomes deflated.
The problem of maintaining the tire on the rim with a loss in inflation pressure is also discussed in U.S. Pat. No. 4,554,960. To resist bead-unseating, this patent discloses a specially designed bead area base and precise placing of the beads on the rim seats. A rim hump is formed on a standard rim with a circumferential hump having radially a cylindrical generatrix. Japanese Patent No. 2-179513 also discloses the modification of the bead toe portion as well as the rim seat.
With the extensive flexing of the run-flat tire and the large deflections associated with the deflated rolling tire, the various components within the run-flat tire undergo gradual breakdown. High component temperatures also contribute to the breakdown of the materials in the run-flat tire.
Efforts to give the crescent-shaped sidewall supporting members additional performance improvements are disclosed in U.S. Pat. Nos. 3,994,329 and 4,287,924, Japanese Patent No. 3-14370 (JP) and French Patent Nos. 1,502,689 and 2,458,407. Improvements include better heat conduction from the thickened sidewall portions, limited flexing or sagging of the deflated tire and reductions in the required thickness of the crescent-shaped reinforcement.
The chambers of the tire disclosed in U.S. Pat. No. 3,994,329 are lenticular in shape. These chambers are filled with a flexible cellular material and are bounded on both lateral sides by reinforcing layers, such as plies of the carcass. These layers form walls that render the sidewalls suitable to support the load of a wheel with limited sagging of the tire.
In U.S. Pat. No. 4,287,924 a two part crescent-shaped member has a heat conducting sheet or layer between the two parts. The layer extends over the whole height of the crescent-shaped portions and the two crescent-shaped parts are of different flexibility. The heat conducting layer may have parallel metallic cords extending radially to assist in the heat conductivity. The height of the tire is 31 percent of its inflated height when the inflation pressure is zero.
The cord reinforcing unit on the interior surface of the sidewall crescent-shaped reinforcing member in JP 3-143710 consists of at least one reinforced ply. The crescent member and the reinforced ply provides the overall sidewall support for run-flat performance. Also, the bead area has a rubber toe portion that fits into a rim recess for bead seat retention.
The FR 1,502,689 patent discloses a very thin crescent-shaped member at the interior of the sidewall which is heavily reinforced by one or two plies having reinforcing members. These reinforcing members are at an angle of .+-.30 degrees with the radial plane to help support the sidewall by triangulation with the radial reinforcing members of the carcass in the sidewall. This tire is designed for resistance of the sidewall to punctures.
A portion of the crescent-shaped reinforcing member in FR 2,458,407 is positioned inside the innerliner rubber (FIG. 3). This interior portion has some load bearing abilities, but also becomes an interior sealant material. The total thickness of the sidewall portion at an median plane of the tire is expressed as a function of the load on the tire, the section width of the tire and the radial distance from the axis of rotation to the median plane.
The features discussed above can be used in the design of a run-flat tire having some run-flat endurance capability. However, even combining all of such features will provide a run-flat tire with only limited performance capabilities. There remains a need to have improved tire performance to permit additional travel distances and especially to achieve improved load supporting capabilities for the vehicles using higher aspect ratio tires. Problems continue to inhibit run-flat tire performance when vehicle ride comfort of the inflated tire is considered. The need is to add features to create a run-flat tire which has little or no influence on the vehicle during inflated tire running but which have a significant influence after loss of tire inflation pressure, particularly in improvements to the load supporting and cornering comfort capabilities of the vehicle.
The addition of sidewall components, such as harder rubber bead fillers and reinforcing plies have been disclosed in standard T&RA tires to improve handling. However, these components in a tire degrade the ride comfort or other performance characteristics of the inflated tire.
There is a need for a new run-flat tire having improved performance characteristics that overcome some of the limitations discussed in the art. A run-flat tire that has less deflection when deflated allows the trip to continue and permits the continuation of almost normal operation of the vehicle. This is a particular need for a luxury car, family or urban-economy vehicle and the like. A durable run-flat tire is also needed that has an acceptable response to steering inputs at zero inflation pressure yet capable of adequate inflated ride comfort with a relatively soft vehicle suspension system. Furthermore, vehicles of the family or urban-economy type have available space problems as a result of their overall dimensions and the relatively large size of the passenger and luggage spaces.


The specification discloses a steambox for assisting in the drying of sheet material. The steambox has a means for preventing steam which condenses inside the steambox plenum from dripping onto the sheet. The steam is jetted from the plenum toward the sheet through a single cross-directionally oriented slot to decrease entrainment of ambient air and thereby increase heating efficiency.

The present invention relates to a type of steam distributor known as a "steambox" which is used in the manufacture of sheet materials, and in particular, to a steambox design that increases the production rate of paper sheet while decreasing energy utilization. Even more particularly, the present invention relates to a steambox design which substantially eliminates undesirable dripping of condensation onto the paper sheet from the steambox itself and from adjacent structures.
One of the parameters used in grading sheet materials is the moisture content of the material. For example, in the paper production process, various grades of paper having different moisture contents are produced to suit various applications.
Paper production begins with a wet mass of fibers and typically involves several drying processes, the first of which includes impinging the paper sheet material with steam from a steambox and may also include drawing the steam through the sheet with a vacuum box to improve heat transfer from the steam to the sheet. This steam treatment, for example, may cause an increase in sheet temperature of approximately 30.degree. C. The increased temperature decreases the viscosity of water in the sheet. At a later point in the papermaking process, water is squeezed and/or suctioned out of the paper sheet in a section of the papermaking machinery known as the "press section". Because the steam heats the water, the water viscosity is decreased, and thus the pressing and suctioning of water out of the sheet is rendered more effective. In still later drying steps, the sheet is typically passed over several heated steel drums, in the so-called "drying section" of the papermaking machine, to further reduce the moisture content of the sheet. The resulting increase in the dryness of the sheet as it leaves the press section permits an increase in the sheet production rate, as drier paper can move more rapidly through the subsequent drying section.
In the production of many paper products, it is desirable to automatically control the "cross-directional" (i.e., the direction across the width of the sheet perpendicular to the direction of sheet movement) moisture content of the paper sheet using a steambox. Many papermaking machines have scanning moisture sensors which continuously scan back and forth across the width of the sheet and sense the sheet moisture content at various locations across the sheet as the paper is manufactured. The information from this continuous moisture measurement can be fed into a controlling computer. The computer then controls the amount of steam applied by the steambox to various locations across the width of the sheet based upon the sensed moisture content.
Examples of steam distributors are shown in U.S. Pat. Nos. 4,253,247 and 4,580,355, which are incorporated herein by reference. These patents teach a multi-chambered steam distributor in which steam flows from a steam pipe through a valve associated with each chamber, into each chamber, and then is directed to the section of the sheet adjacent to each chamber. The steam flow out of each chamber and toward an adjacent sheet section is controlled by progressively opening or closing the associated valve.
FIG. 1 illustrates an example of a known process in which the present invention may be applied. In particular, FIG. 1 shows a papermaking machine including a steambox 10 to assist in drying the sheet 8. The papermaking machine shown is of the Fourdrinier type and includes a head box 2 feeding a pulp and water mixture 4 to a porous conveyer belt called a "wire" 6 through which the water is drained from the pulp. The paper sheet 8 travels under the steambox 10 and over a vacuum box 12, which, as previously mentioned, assists in drawing the steam through the sheet 8. FIG. 1 also shows an alternate position "A" where the steambox 10 may also be located.
After passing under the steambox 10, the sheet then passes through the press section 14, including pressure rollers 15 and absorbent material 17, further dryers (not shown) and a known scanning moisture sensor 16 which, as previously mentioned, measures the moisture content of the sheet at various locations across the width of the sheet 8. The amount of steam jetted from the steambox 10 at various cross-directional locations is adjusted manually or automatically to reduce the moisture variations in the cross-direction of the sheet 8. As more steam is jetted from a particular steambox chamber onto an opposing section of the sheet, that sheet section becomes hotter and the water viscosity in that sheet section decreases; therefore, the more effectively water may be removed from the hot sheet section. In other words, the use of more steam results in a drier sheet section.
A common problem encountered in altering the moisture content of the sheet via steam treatment is that excess steam that has not been absorbed by the sheet may condense on cool surfaces of the adjacent structures of the paper processing machinery and then drip onto the sheet. The sheet thus moistened will then bear an unsightly water mark. Moreover, this wet portion is weaker than the rest of the sheet and is therefore unusually subject to tearing.
Another shortcoming of the prior art is the use of diffusion plates, which generally contain a large number of small openings through which steam is jetted from the steambox onto the paper sheet. When steam is ejected through these numerous openings, especially numerous small openings, the large quantity of surface area of the steam entrains a relatively large volume of ambient air, which cools the steam before it contacts the sheet; thus, the sheet is not heated as efficiently or as much, and condensation is more likely to occur.
In addition, to the best of applicant's knowledge, the prior art fails to address or remedy the problem of condensation formation within the steambox itself; this condensate could easily drip out of the openings in the diffusion plate and onto the sheet. Such an occurence is particularly troublesome when the machinery is first started up and the steambox is cold.
To overcome the shortcomings of the prior art, it will be appreciated that it is desirable to apply steam to a paper sheet in a manner that will increase the temperature of the sheet while producing a resultant decrease in the viscosity of the water contained in said sheet; this combination of increased heat and decreased viscosity will greatly facilitate immediate and subsequent removal of water from the sheet via a pressing and/or a suctioning process. It will also be appreciated that a steam treatment method that reduces the amount of condensation on the equipment in close proximity to the sheet and that eliminates dripping of water from inside the steambox will reduce the possibility of tearing the sheet, and will also reduce unsightly water marks.


Air is aspirated into a combustion chamber (5) of an internal combustion engine (1) through an intake passage (3) and an intake valve (15). Purge gas and externally recirculated exhaust gas are mixed into the air in the intake passage (3) through a purge gas passage (64) and an exhaust gas recirculation passage (25). A controller (31) estimates temperature variation in the air inside the intake passage (3) from the inlet to the intake passage (3) to the point where the purge gas and externally recirculated exhaust gas are mixed into the air (S2, S3). The temperature of the gas that is aspirated into the combustion chamber (5) is estimated accurately on the basis of the mass, specific heat, and estimated temperature of the air, and the mass, specific heat, and temperature of the purge gas and externally recirculated exhaust gas that are mixed into the air (S4).

To perform optimal control of the fuel supply amount and ignition timing of an internal combustion engine, or to estimate generated torque accurately, the temperature of gas in the cylinder at the point in time when an intake valve closes or when the compression stroke begins must be determined accurately.
As a technique of estimating the temperature of intake gas in the cylinder, Tokkai Hei 09-189256, published by the Japan Patent Office in 1998, teaches a method in which an amount of residual heat is calculated by subtracting the amount of heat discharged from the engine room from the amount of heat generated in the internal combustion engine per unit time, and an amount of heat transmitted to the intake air aspirated into the cylinder is estimated on the basis of the amount of residual heat. The prior art also teaches a method in which an amount of heat transmitted to the intake system is estimated from the amount of accumulated heat in the engine main body, represented by the coolant temperature, and the temperature of the intake gas in the cylinder is estimated by correcting the outside air temperature on the basis of the amount of heat transmitted to the intake system.
Tokkai Hei 05-180057, published by the Japan Patent Office in 1993, teaches a method of estimating the intake gas temperature in a cylinder from the pressure in an intake pipe of the internal combustion engine, the amount of air passing through a throttle, and the volume of the intake pipe from the throttle to the intake valve, using an equation of state.
Tokkai Hei 11-148419, published by the Japan Patent Office in 1999, teaches a method in which the gas inside the engine is considered as a mixture of intake gas and residual gas, and the temperature of the gas in the cylinder is calculated from the temperature and mass of the intake gas and the temperature and mass of the residual gas using a predetermined computing expression.

Estimation of intake gas temperature in internal combustion engine


An approach is provided for intelligent inspection and interaction between a vehicle and a drone. The approach, for example, involves retrieving vehicle specification data for the vehicle. The vehicle specification data identifies one or more sensors of the vehicle, one or more sensor locations on the vehicle corresponding to the one or more sensors, or a combination thereof. The approach also involves configuring the drone device to move from a docked location to the one or more sensor locations on the vehicle based on the vehicle specification data. The approach further involves initiating an inspection function, an interaction function, or a combination thereof between the drone device and the vehicle when the drone device is positioned in proximity to the one or more sensor locations.

Modern vehicles (e.g., autonomous, semi-autonomous, or high-assisted vehicles) are equipped with a growing array of intricate sensors and other equipment. These sensors, for example, are important for providing increased situational awareness to enhance safety, facilitate autonomous or semi-autonomous operation, provide infotainment services and other functions. In many cases, regular inspection, maintenance and upgrade of these sensors and/or equipment generally are needed to support these vehicle functions. Such maintenance, inspection and upgrade can be burdensome and tedious to perform. Accordingly, service providers and manufacturers face significant technical challenges to enabling automated processes for vehicle inspection, maintenance, upgrade and other similar vehicle-related functions.

Method and apparatus for intelligent inspection and interaction between a vehicle and a drone