An electronic cigarette and a control method therefor are provided. The electronic cigarette includes: an atomizing chamber and a cigarette liquid reservoir, configured for storing cigarette liquid; an electric pump, configured for pumping the cigarette liquid in the atomizing chamber to the cigarette liquid reservoir, and for pumping the cigarette liquid in the cigarette liquid reservoir to the atomizing chamber; and a control board electrically connected to the electric pump, the control board being configured to control an operation of the electric pump. By using the electronic cigarette and the control method for the electronic cigarette, the cigarette liquid can be controlled and the liquid leakage can be prevented.

The electronic cigarette is an electronic product that simulates cigarettes. It converts the cigarette liquid into smoke by means of atomization or the like for the user to inhale. However, the atomizer of the existing electronic cigarettes has a liquid leakage after it is not used for a long time. The main reason for the liquid leakage is: a porous liquid storage material is provided in the atomizing head of the atomizer for liquid isolation purpose, but the cigarette liquid stored in the atomizing chamber of the atomizer will continuously move in the form of molecules and pass through the porous liquid storage material to penetrate into the atomizing head, so that the cigarette liquid stored in the atomizing chamber leaks into the air passage inside the atomizing head after being stored for a long time, which affects the use of the electronic cigarette and reduces the service life of the electronic cigarette.
Therefore, it is necessary to design an electronic cigarette that can reduce the leakage of cigarette liquid and a control method therefor.

Electronic cigarette and control method thereof


A realistically opening artificial flower has a slidable pusher basket having an upper end and a lower end and is moveable from a first position to a second position. The flower includes a means for moving the slidable pusher basket from the first position to the second position; the means is located generally adjacent the lower end of the slidable pusher basket. The flower also includes a simulated flower with a base that receives the upper end of the slidable pusher basket along with multiple rows of petals disposed on a plurality of vertically stacked supports. The slidable pusher basket is coupled with at least one of the plurality of vertically stacked supports via a petal attachment member. Incident to the slidable pusher basket moving from the first position to the second position, the multiple rows of petals transition from the generally closed position to the generally open position, and each row of petals has varying open and closed angles.

Although artificial flowers are aesthetically pleasing, their static nature can limit their appeal. There have been attempts to simulate a natural flower by creating an artificial flower that appears to bloom. However, these flowers are often limited to one or two rows of petals, and, moreover, the petals all appear to open to the same degree which heightens the viewer's impression that the flowers are artificial.


Quantum dots of a metal or metal compound are made by a method of providing a solution in an evaporable solvent at a predetermined concentration of a chosen metal and forming droplets of the solution of a substantially uniform predetermined size. The droplets are thereafter brought into contact with a gas phase reagent thereby forming the metal or metal compound quantum dots desired. The solvent may be removed before, during or after the contacting of the droplets with the gas phase reagent. The metal or metal compound quantum dots so formed are deposited on a substrate. The quantum dots may be contained within a polymer as a film. By control of the concentration of the solution and the size of the droplets the size of the quantum dots may be closely controlled.

Quantum dots are defined as small particles whose linear dimension in all three directions is less than the de Broglie wavelength of the electrons or holes. Such particles have a greatly modified electronic structure from the corresponding bulk semiconductor material and, in particular, the density of states becomes more like that for molecules. The applications for quantum dots are generally in the field of optoelectronics, and includes such things as light switches and light emitters. A paper describing quantum dots and some of their properties has been published in Angewandte Chemie International Edition (English) 1993, 32, at pages 41-53: "semiconductor q-particles: chemistry in the transition region between solid state and molecules" by Horst Weller.
For the successful exploitation of quantum dots, it is important that all or most of the particles are of the same physical size and shape. With improved consistency of particle size and shape the materials made from such particles have well defined excitonic features which in turn improves the responsiveness and efficiency of optoelectronic devices utilising such materials. A number of methods of achieving this has been tried and most are centred on the production of colloids or inverse micelles or on "smokes". Size control or size selection remains a problem and is the subject of a great deal of research effort. This invention offers a new approach to this problem which may be capable of giving up to about an order of magnitude better size control.
In one aspect, the invention provides a method of making particles of substantially uniform size of a metal or metal compound, which method comprises providing a solution in an evaporable solvent of the metal in chemically combined form, forming the solution into droplets of substantially uniform size, contacting the droplets with a gas-phase reagent so as to form the metal or metal compound, and removing the evaporable solvent from the droplets.


The present invention provides methods of cleaning up a producing interval of a well bore drilled using a synthetic oil-water emulsion drill-in fluid. The methods basically comprise contacting filter cake and drill-in fluid on the walls of the well bore with three treatment fluids in three stages, the first and second treatment fluids being comprised of water, a filter cake dissolving acid, a mutual solvent and an emulsion penetrating agent. The third treatment fluid is comprised of water, a filter cake dissolving acid and a water wetting surfactant.

1. Field of the Invention
The present invention relates to improved methods of cleaning up well bore producing intervals drilled with synthetic oil-water emulsion drill-in fluids.
2. Description of the Prior Art
Synthetic oil-water emulsion drill-in fluids are often utilized to drill the producing interval or intervals in oil and gas wells. That is, a conventional oil or water based drilling fluid is used to drill a well bore to a point just above the producing interval, i.e., the target hydrocarbon containing formation or zone. At that point, the conventional drilling fluid containing drill solids is circulated out of the well bore and replaced with a freshly formulated drill-in fluid. The drill-in fluid is then used to drill the producing interval in an effort to minimize damage to the interval which can limit its productivity.
The fluid properties of the drill-in fluid are carefully controlled so that fluid loss into the producing formation or zone is low. The viscosity of the drill-in fluid is also maintained at a relatively high level to prevent solids in deviated wells from settling to the low side of the well bore whereby displacement of the drill-in fluid is more difficult. The drill-in fluid is a highly stable synthetic oil-water emulsion with the synthetic oil being the continuous phase. In order to add stability to the drill-in fluid, the internal water phase is generally formed of salt water. If the drill-in fluid is weighted, it includes acid soluble weighting materials such as calcium carbonate.
During the drilling of the producing interval with a drill-in fluid of the type described above, filter cake comprised of drill solids and weighting materials builds up on the walls of the well bore. After completion of the well bore through the producing interval, the filter cake along with layers of the drill-in fluid remain on the walls of the well bore thereby plugging the pores and terminating the permeability of the producing interval.
When completion operations are conducted in the producing interval before the drill-in fluid is circulated out, such as the setting of a prepacked screen or other screening device, the filter cake and layers of drill-in fluid on the walls of the well bore are left between the well bore and the screen. When the well is brought on production, the filter cake and drill-in fluid plug at least portions of the screen whereby hydrocarbon production is restricted.
While the filter cake and layers of drill-in fluid remaining in a well bore producing interval have heretofore been cleaned up using acidizing techniques and fluids, a number of problems have been encountered which limit the degree of filter cake and drill-in fluid removal obtained. For example, emulsion blockage on the walls of the well bore and in the formation can occur which limits the contact of an acidizing fluid with the filter cake and drill-in fluid to be removed. The presence of strong oil wetting emulsifiers in the drill-in fluid often prevents or slows the dissolution of acid soluble solids in the filter cake by the acidizing fluid. Also, when the acidizing fluid is displaced over a long producing interval, the rapid dissolution of a portion of the filter cake before the acidizing fluid is displaced through the entire interval can cause the acidizing fluid to be lost into the formation whereby only a portion of the interval is cleaned.
Thus, there are needs for improved methods of cleaning up the producing interval of a well bore drilled using a synthetic oil-water emulsion drill-in fluid whereby the filter cake and drill-in fluid on the walls of the producing interval are completely removed and a high percentage of the original producing interval permeability is regained.

Synthetic oil-water emulsion drill-in fluid cleanup methods


A power transmission structure for a working car provided at the center thereof with a working machine, such as a mower. Power is transmitted by the simplest mechanism from a vertical engine to axles and the working machine. Two output pulleys are attached to a vertical rotary output shaft of the vertical engine. One pulley drives a pump shaft of an axle driving unit and the other pulley drives an input pulley of the working machine. A hydraulic power transmission and a differential gear are laterally eccentrically disposed within the axle driving unit. The hydraulic transmission comprises a hydraulic pump and a hydraulic motor. Power is transmitted from the rotary output shaft of the vertical engine to a vertical pump shaft of the hydraulic pump. A motor shaft of the hydraulic motor is operatively connected to the differential gear.

The conventional technique with regard to the axle driving unit housing therein a hydraulic transmission has been well known as disclosed in, for example, the Japanese Patent Laid-Open No. Hei 1-223023 and No. Hei 1-309821. The power transmission structure of a working vehicle, as disclosed in U.S. Pat. No. 4,809,489 and U.S. Pat. No. 3,047,085, is also well known.

Power transmission structure of a working car


Methods and apparatus are provided for controlling the clustering of nodes which implement a cluster-based routing protocol in a data communications network system where the system comprises a plurality of such nodes which are interconnectable to form a plurality of ad hoc networks. For each node which is a member of a cluster, cluster control information (CCMs) is maintained, this cluster control information being dependent on the size of at least the cluster of which that node is a member. On connection of two nodes which are members of two respective clusters, each of the two nodes transmits its cluster control information to the other node, and then determines whether a clustering condition is satisfied. In each node, the clustering condition is dependent on the cluster control information maintained for that node and the cluster control information received from the other node. In each node, if the clustering condition is satisfied, the node then communicates a clustering agreement to the other node. If the clustering conditions of both nodes are satisfied for the two clusters, the two nodes exchange routing information to merge the two clusters.

In a cluster-based routing protocol, network nodes are organized into clusters, or administrative groups, to simplify the dissemination of routing information in the network and improve the scalability of the routing protocol. Traditionally, the grouping of nodes into clusters is based on a configured cluster identifier. Existing link-state routing protocols such as PNNI (Private Network-to-Network Interface) and OSPF (Open Shortest Path First) are based on this concept. PNNI is a hierarchical, dynamic link-state routing protocol defined by the ATM Forum for use in ATM networks ("Private Network-to-Network Interface Specification Version 1.0 (PNNI 1.0)", ATM Forum af-pnni-0055.000, March 1996). Here, nodes are organized in clusters known as "peer groups" based on a cluster identifier, or "peer group id", which is configured on a per-node and per-hierarchy level basis. The OSPF routing protocol is widely used in IP (Internet Protocol) networks for routing of IP data (J. Moy, "OSPF v2.0", Internet Standard, STD 0054, April 1998). Here, the nodes in a cluster interface with a common OSPF area and the cluster identifier is an area id which is configured per-OSPF interface.
In general in such routing protocols, when a physical node is activated it starts sending Hello messages to discover the identity of its neighbors. The hello message includes the cluster id of the sending node so that a receiving node can determine whether the sending node belongs to the same cluster as itself (the cluster id's match) or not (the cluster id's are different). When the cluster id's match, the receiving node can transmit the necessary routing information to establish an adjacency at the routing protocol level between the two nodes, whereby the newly activated node effectively joins the cluster of the sending node. The routing information transmitted here typically comprises the contents of the sending node's routing database so that the routing databases of the two nodes are synchronized.
Clustering is used to improve the scalability of a routing protocol in that, in operation, the routing information exchanged by nodes which are members of the same cluster is always richer in detail than the information exchanged by nodes belonging to different clusters. For example, in PNNI the details of each peer group are abstracted into a single logical node (a "logical group node" or LGN) which is all that can be seen by nodes outside of that peer group. The details of nodes and links in a peer group are known only to nodes in that peer group. A network without clusters, or with one single cluster, is known as a flat network. In a flat network, every node knows everything about every other node. Any implementation of a cluster-based routing protocol has a finite maximum cluster size which restricts the number of nodes which can be supported in the same cluster. Above this maximum number the routing protocol is generally either in permanent overload state or collapses.
Traditionally when designing a network, a clustering plan is elaborated. The clustering plan defines the number of clusters with the relevant cluster identifiers, and assigns every node (or routing protocol interface of a node as appropriate) to a cluster. Network clustering plans are generally based on factors such as topological criteria (e.g. nodes in the same building belong to the same cluster), addressing criteria (e.g. to maximize address summarization), organizational criteria (e.g. office branches or network backbone), capacity of links, etc. Thus the cluster id is used to group nodes through administrative means and to force a clustering structure in a network.
In a mobile networking environment, this clustering mechanism has been fully exploited with the mobility of ATM networks specified by the ATM forum in the PNNI mobility extensions ("PNNI Addendum for Mobility Extensions v1.0", ATM Forum af-ra-0123.000, April 1999). Here, a logical group node abstracting a mobile ATM network can roam in the PNNI hierarchy of a terrestrial backbone network. Access point nodes (to which mobile networks can connect) in the backbone network are configured to belong to different clusters (i.e. they have different peer group id's). A mobile logical group node, when joining the hierarchy of the backbone network, dynamically adopts the cluster id of one of its current access points. This concept has proved successful because it allows administrative enforcement of a clustering structure around the mobile networks attached to an access point. A master-slave relationship is defined between an access point node and the mobile networks attached to it. Logically, it is always the logical group node representing a mobile network that adapts its cluster id to that of the access point and not vice versa.
Clustering through administrative means is not, however, appropriate in the case of ad hoc networks. An ad hoc network is a network built dynamically by a number of nodes which connect together in a non-deterministic manner, for example nodes in different mobile networks which establish a connection as a result of common geographical location. Ad hoc networks are characterized by the connectivity changing between nodes and the unpredictability of who will be connected to whom and when. A node, for instance, might move out of reach of its current ad hoc network (leave the ad hoc network), and might establish connectivity with a new ad hoc network (join the ad hoc network). In such an ad hoc environment, use of a cluster-based routing protocol as discussed above would imply manual reconfiguration of the clusters (i.e. the cluster id's) as connectivity changes. A master-slave system, as in the PNNI mobility extensions, cannot help since in general no mobile node can be assumed to be fixed within an ad hoc network and thus be the master and owner of the cluster id. Instead of a master-slave type relationship between nodes, there is a peer-to-peer type relationship where all mobile nodes are "equal". Thus, in an ad hoc environment, the natural way to cluster nodes is through their connectivity, each "island" of nodes (i.e. nodes with connectivity between themselves but no connectivity outside the island) building its own cluster. A problem with this approach, however, is that situations can be envisaged where all mobile nodes are connected, directly or indirectly, to all other mobile nodes. This would result in one huge cluster (equivalent to a flat network or no clustering), prejudicing efficient operation of the routing protocol and potentially causing routing protocol collapse. A mobile node might also, due to its motion, become a "communication bridge" between two previously disconnected ad hoc networks, the resulting situation similarly prejudicing integrity of the routing protocol. Accordingly, it would be desirable to provide a method for controlling the clustering of nodes which operates effectively in an ad hoc environment.

International Business Machines Corporation


A roller assembly includes at least one roller, an L-shaped board and at least one L-shaped fixing member. The L-shaped fixing member is fixed on the L-shaped board; and the roller is fixed and connected on the L-shaped board through the L-shaped fixing member. A package includes a box and the roller assembly. The box contains at least one hole and the roller protrudes from the hole. Further, the package is used as follows. The box is opened and the matter to be packaged is put into the box. Then the roller assembly is placed into the box, and the roller assembly is sandwiched between the box and the matter. Next, the roller(s) is aligned with the hole(s). Subsequently, the box and the matter are compressed to make the roller(s) protrude from the hole(s). Finally, the box are sealed from the bottom surface to complete the package.

Transportation of goods from one location to another location has many challenges. Saving costs and resources are important factors to be considered during transportation. Goods to be transported usually have an external package and are normally transported by transport machine, such as trolly, truck, service cart, or just by humans. Transporting by machine will consume a large amount of resources, while transporting by humans will not only waste resources but also affect transportation efficiency.

Roller assembly, package including the roller assembly and method of using the package


A cancellation circuit to remove the anti-resonance signal from a resonator. Micro-mechanical and surface and bulk acoustic wave resonators include an anti-resonance in an output signal. This has an undesirable effect on certain types of systems in their function and performance. An anti-resonance cancellation circuit removes the anti-resonance from the output of the resonators by providing a signal which is subtracted from the output of the resonator. The cancellation circuit includes a capacitor which is matched to the static capacitance of the resonator. The loads of the resonator and cancellation network are also matched.

1. Field of the Invention
The present invention generally relates to the cancellation of the anti-resonance signal from a resonator and more particularly to a method and apparatus for cancelling the anti-resonance in micro-mechanical, surface acoustic wave (SAW) and bulk acoustic wave (BAW) resonators.
2. Description of the Background Art
Cellular telephone systems are now used in many countries in the world and have often replaced traditional wired systems. However, in different countries, the specific standards that have been adopted are often different. Thus, cellular devices from one country are not operable within the system in another country. The result is that manufacturers must produce completely different handsets for different countries, which requires the engineering and design of completely different items, which is more expensive than having a single common item which is usable in all countries. One method that has been suggested to overcome this problem is a software-defined radio which utilizes an entire band of RF or IF signal with the particular channel being selected using a programmable digital filter. However, this requires an A/D converter which has a speed in the GHz range and also has a dynamic range over 100 dB. One type of converter which shows promise in performing within these parameters is a signal-delta A/D converter which includes a sigma-delta modulator and a digital filter. An example of such a system is shown in FIG. 1 of related U.S. patent application Ser. No. 10/188,071. The modulator shown there includes a resonator which provides noise shaping.
Communication systems have widely used SAW resonators due to its high Q factor which cannot be achieved by active filters. Recently developed IC compatible micro-mechanical resonators have been used to replace the bulky SAW resonators to further reduce the volume of the system. However, the resonant frequency of micro-mechanical resonators is often limited to hundreds of MHz. However, recent advances in bulk acoustic wave technology has made it possible to use BAW resonators in conventional CMOS technology. These BAW resonators have a higher resonant frequency and are typically in the GHz range.
In all three types of these resonators, there are two modes of resonance, namely the series mode and the parallel mode. In the series mode, the impedance of the resonator is at a minimum. In the parallel mode, the impedance of the resonator is at a maximum. The frequency at which the series resonance occurs is referred to as the resonant frequency while the frequency at which the parallel resonance mode occurs is called the anti-resonant frequency.
FIG. 1 is a graph showing the relationship between the frequency of the resonator and the admittance (inverse of impedance). A maximum point is seen at 1 which is the series resonance mode. This occurs at frequency fr. A minimum point 2 is the parallel resonance mode which occurs at the anti-resonance frequency fa.
FIG. 2 shows a typical equivalent circuit for a resonator. It includes a static capacitance Cp, 3 which is connected in parallel to a series circuit of resistor Rm, 6, capacitor Cm, 5 and inductor Lm, 4. The static capacitance 3 alters the transfer function of the ideal resonator by introducing two transmission zeros. In different applications, the presence of the anti-resonance may be desirable, such as in filtering and making oscillators. However, in other situations, it is not desirable such as in the sigma-delta modulator of U.S. patent application Ser. No. 10/188,071 discussed above. The presence of anti-resonance makes it difficult to realize the transfer function of the modulator and therefore it is desirable that it be cancelled. Likewise, in other modulators and in other situations, it may be desirable to cancel the anti-resonance in order that the resonance peak is emphasized.

Insulation of anti-resonance in resonators


A molding system includes a clip and a molding. The clip attaches to at least one panel of a vehicle. The clip includes a body that presents a surface. A pair of lips extends from the body in opposition to the surface. A fastener extends from the surface and is configured for engaging the at least one panel of the vehicle. A sealant is disposed on the surface. The sealant is configured to expand upon application of a condition such that the sealant engages the at least one panel of the vehicle to retain the clip to the at least one panel of the vehicle. The molding is configured to snap over the pair of lips on the clip such that the molding is secured to the at least one panel of the vehicle.

A vehicle may have a roof panel defining a roof ditch. A plurality of clips may be attached to the roof panel within the roof ditch. Each clip includes a body and a rivet extends through the body. Each roof ditch defines a plurality of openings where each opening corresponds to one of the clips. The clips are attached to the roof panel by inserting the rivet through the opening. Next, the rivets are actuated through the openings to secure the clips to the roof panel, through the openings. The roof ditch molding is then snapped over the plurality of clips to cover the roof ditch. To seal the openings within the roof ditch, a seal extends about the rivet of each clip and abuts the panel within the roof ditch.

Clip for attachment to at least one panel of a vehicle to support a molding


A visual search assistance system and related operating method are disclosed. An exemplary embodiment of the method dynamically determines a desired line-of-sight vector from an occupant of a vehicle to a visual target, and dynamically determines, with an onboard tracking system of the vehicle, an actual line-of-sight vector for the occupant of the vehicle. The actual line-of-sight vector is temporally associated with the desired line-of-sight vector. The method compares the actual line-of-sight vector against the desired line-of-sight vector to obtain a difference measurement, and generates a notification when the obtained difference measurement exceeds a threshold value. The notification provides guidance to redirect a gaze direction of the occupant toward the visual target.

Instrumentation, display, and alerting systems for vehicles are generally known. Such systems are particularly important for safe operation of vehicles such as aircraft, spacecraft, and watercraft. In an aircraft context, for example, pilots must maintain situational awareness of the environment both inside and outside the cockpit. External situational awareness is important for purposes of identifying neighboring aircraft traffic, visually identifying landmarks, locating airports, determining weather patterns, and the like. Situational awareness inside the cockpit is also important for purposes of identifying and reading displays, instrumentation, alerts, and the like.
Visually locating neighboring aircraft in flight can be challenging due to the cluttered ground background, sunlight or other lighting conditions, weather, and the large three-dimensional viewspace that is typically involved. Challenges for locating ground-based landmarks such as airports are similar, especially when the pilot is operating in new or unfamiliar areas. Likewise, it may be difficult for a pilot to quickly and easily identify and view a display element, alert message, indicator light, or other element inside the cockpit that requires attention. Visually identifying a specific item within an aircraft cockpit can be particularly challenging when the cockpit contains a large amount of instrumentation, controls, switches, displays, and indicator lights.
Accordingly, it is desirable to have an effective, accurate, and practical solution to assist an operator or occupant of a vehicle (such as an aircraft) in visually finding and identifying objects that may be inside the vehicle or outside the vehicle. In addition, it is desirable to have a system onboard a vehicle that alerts an occupant of the vehicle when necessary to direct the attention of the occupant to a visual target. Furthermore, other desirable features and characteristics will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.

Visual search assistance for an occupant of a vehicle


A lug nut locking device is provided to prevent theft of vehicle wheels. The locking device includes a collar adapted to fit over the lug nut. A tube fits within the collar and has a threaded first end to threadably mount onto the lug bolt. The second end of the tube has an opening to receive a tool to tighten the tube onto the lug bolt. A lock cylinder slides into the tube and has a tab extendable by a key into a recess within the tube to lock the cylinder in the tube. A decorative cap frictionally fits over the collar to cover the lock cylinder. The collar and cap spin freely about the lug nut, to prevent use of a wrench while the lock device is mounted on the lug nut and bolt assembly.

Automotive wheels are typically mounted on a hub using a lug nut which is tightened onto a lug bolt extending from or through the hub. Wheels and tires for cars and trucks often times are valuable, and thus may be stolen. For example, wheels and tires on over-the-road semi trucks have a value of at least $600 each. Theft of wheels for semi trucks is a problem in certain parts of the country, particularly when the trailer is parked and the tractor has been pulled away. Thieves can jack up the rear of the tractor to remove the wheels and tires, for example on unattended tractors in storage lots. Similarly, chrome wheels or mags on cars are attractive targets for thieves.
Accordingly, the primary objective of the present invention is the provision of a lug nut locking device to prevent and discourage wheel theft on trucks and trailers.
Another objective of the present invention is the provision of a lug nut locking device which can be quickly and easily mounted on one lug nut of a wheel so as to deter theft.
A further objective of the present invention is the provision of a lug nut locking device which requires a key for removal of the device from a lug nut.
Still another objective of the present invention is the provision of a lug nut locking device which cannot be remove solely by use of a wrench or other tool.
Yet another objective of the present invention is the provision of a locking device for a lug nut having a free-spinning collar surrounding the lug nut to prevent unthreading of the lug nut by a thief.
Still another objective of the present invention is the provision of a lug nut locking device having an ornamental, aesthetically pleasing appearance.
Another objective of the present invention is the provision of a lug nut locking device which is economical to manufacture, and durable, effective, and safe in use.
These and other objectives will become apparent from the following description of the invention.


A pile forming system and method for forming a pile. The pile forming system comprises a top pile forming member, a bottom pile forming member, and an end plate assembled together to provide a complete pile form which can then be filled with concrete to form the pile. Additionally, the pile forming system incorporates a tip forming member which can be secured to one end of the pile form to form a sharp tip at one end of the pile facilitating driving the pile into a subsurface. Additional pairs of top and bottom pile forming members may be joined end to end to form longer piles. After the desired pile form is assembled, concrete is poured or pumped into the pile form through openings on the top surface of the pile form. Preferably, reinforcement bars or rebars which are coated with a non-permeable coating to prevent rust are placed in the pile form before the pouring of the concrete. Pipes or tube inserts are also preferably inserted through opposite side openings on the pile forming members to serves as blockouts for various attachments. After the concrete cures, the forms are disassembled and the resulting pile released from the forming members.

In the construction industry, piles are generally driven into earth, rock or the bed of a lake, river or ocean, to provide load bearing support for structures to be constructed thereon. Piles, generally provided in simple and economical shapes, typically comprise elongated, rigid, straight members having any suitable cross sections including circular, rectangular, hexagonal, octagonal, or I-shaped cross sections. Pilings may be constructed of various material suitable for their use including wood, metals, or hardened compositions such as concrete. Wood piles are subject to destruction by various causes, especially in a marine environment where water and marine life are particularly destructive. Metal piles suffer similar problems in a marine environment. Concrete piles are less destructible and more adaptable to many conditions.
However, since concrete piles are typically reinforced or prestressed by metal rebar, in a marine environment, metal rebars inside concrete piles still rust and eventually cause cracking of concrete piles. Thus, there still exists a need for a reinforced concrete pile having a long life without cracking due to rust of the rebar. It would be desirable if this pile could be formed in various lengths and shapes. It would be further desirable if the pile could be formed by a pile forming system that is re-usable and interchangeable to form piles for various construction purposes.
The present invention provides a pile forming system for pre-cast piles, and more particularly pre-cast piles having reinforcement or rebar. Piles made by this invention may be used in various construction projects, including marine projects such as boat lifts or bulkheads.

Pile forming system and method of using the same


A method and apparatus for bonding a wire and a wire bond device formed by the same are disclosed. The method includes providing a carrier with at least a first pad, providing a semiconductor chip having at least the second pad, the at least second pad being smaller than the first a pad, forming a conductive stud bump on the second pad, and forming a bonding wire that has two terminal portions, which are respectively bonded to the first pad and the stud bump to electrically connect the first pad and the second pad. The stud bump is bonded to the second pad by a ball bonding method which uses a wire that has an approximately smaller diameter than the bonding wire. Further, a prominence formed on one end of the terminal portions is provided which has an approximately larger diameter than the stud bump.

1. Field of the Invention
The present invention relates generally to wire bonding of semiconductor devices, and more particularly, to a method of bonding a wire and a wire bond structure formed by the same.
2. Description of the Related Art
In recent years, as portable electronic devices have been scaled down (e.g., smaller, thinner and lightweight) where semiconductor devices are used. As such, the process for packaging semiconductor devices has also been scaled down. In these semiconductor devices, a conventional packaging process may include only one semiconductor chip, a multi-chip package (MCP) in which a plurality of semiconductor devices are arranged or stacked has been developed and widely used. An MCP may be used, for example, in electronic devices and telecommunication devices.
In an MCP, the arranged or stacked semiconductor chips may perform different functions for various operations. Alternatively, the arranged or stacked semiconductor chips may perform the same function to increase the charge potential thereof. Because the MCP includes at least two or more arranged or stacked chips, there many be restrictionin manufacturing the semiconductor devices.
For example, one problem associated with an MCP may be the diameters of wires used for wire bonding. That is, as the length of a wire increases, the diameter of the wire should also increase so as to prevent the bending or sweeping of the wire. Thus, because an MCP includes various chips that are different in size mounted therein, a smaller semiconductor chip may have a longer wire bonding than a larger semiconductor chip. In this case, the longer wire may undesirably bend which may come into contact with an adjacent wire of another chip.
Further, another problem associated with an MCP may be that a wire may be swept (e.g., wire being out of position or even losing contact to the chip pads due to the flow of epoxy molding compound (EMC) caused by an injection of the EMC during the molding process of the packaging processes).
Accordingly, as semiconductor devices become more highly integrated, chip pads required for wire bonding of the semiconductor devices may be scaled down. For this reason, wires that are large in diameter may not be used.
FIGS. 1 through 4 are cross-sectional views illustrating a conventional process of bonding a wire to a chip pad.
Referring to FIG. 1, a conventional wire bonding of semiconductor chips may generally utilize a ball bonding process. For example, as shown in FIG. 1, a ball-shaped prominence 15 may be formed at a terminal portion of a wire 10 which may have a diameter of D1 by using a capillary of a wire bonding machine. As shown in FIG. 2, the prominence 15 may be attached to a conductive pad 20 which has a width of D4.
During the attaching process, the prominence 15 is pressed against the conductive pad 20, which may deform into a prominence 15′ The prominence may then be bonded to the conductive pad 20. Thereafter, as the capillary moves and continues to provide a conductive material, the wire 10 may extend from the prominence 15′. The extended wire 10 may be bonded by a stitch bonding method to another pad, for example, an electrode pad that may be disposed on a carrier on which a semiconductor chip may be mounted.
However, to form a bond in a ball bonding manner, (i.e., when the ball-shaped prominence 15′ is bonded to the pad 20), the width D3 of the prominence 15′ should not be greater than the width D4 of the pad 20. In other words, the width D4 of the pad 20 should be greater than the width D3 of the prominence 15′ which may be bonded to the pad 20.
The width D3 of the bonded prominence 15′ may depend on the width D2 of the initial ball-shaped prominence 15 of FIG. 1. The width D2 of the ball-shaped prominence 15 depends on the diameter D1 of the wire 10 that is provided to the capillary, which may be formed of, for example, gold. As a consequence, the diameter D1 of the wire 10 depend on the width D4 of the pad 20. That is, the width D4 of the pad 20 may place a limit on the diameter D1 of a usable wire 10.
Accordingly, as shown in FIG. 3, if a conductive pad 21 formed on a semiconductor chip 30 is scaled down, the diameter D11 of wire 11, which may be bonded to the pad 21, may be limited by the width D41 of the pad 21 since the width D31 of a bonded prominence 16 may be limited by the width D41 of the pad 21. That is, only a wire 11 of a smaller diameter than the value D11 may be used in the wire bonding process. However, if the bonding wire 11 becomes longer, then wire 11 may be undesirably bent or swept.
For example, referring to FIG. 4 which illustrates an MCP, a first semiconductor chip 31 may be mounted on a carrier 40 during a packaging process of semiconductor devices, and a second semiconductor chip 35 may be mounted on the first semiconductor chip 31. With the higher integration of semiconductor devices and reduction of design rules, a small pitch first pad 21 and a small pitch second pad 25 may be mounted in the first and second semiconductor chips 31, 35, respectively. In order to electrically connect the first and second pads 21, 25 to a first electrode pad 51 and a second electrode pad 55, respectively, a first wire 13 and a second wire 17, respectively, may be mounted using a wire bonding process. The first and second electrode pads 51, 55 may be formed on the carrier 40.
Here, the diameters of the first and second wires 13, 17 are limited by the sizes of the first and second pads 21, 25, respectively. As a result, this may require the first and second wires 13, 17 to berelatively small. Further, the second wire 17, which may have a longer length L2 than the length L1 of the first wire 13, may bend due to the lack of tension in the second wire 17 or the second wire 17 may be swept by the flow of epoxy molding compound (EMC) caused by an injection of the EMC during the molding process. Additionally, even the first wire 13 having the relatively smaller length L1 may be bent or swept because the first pad 21 and second pad 25 are very thin.
However, even if wires 13, 17 may be bent or swept, the wires 13, 17 maynot be provided with a sufficient diameter because the prominence 16 that depends on the fine sizes of the first and second pads 21, 25 may provide a limited size.


An apparatus for three-dimensional single-channel seismic measurements, wherein at least one seismic source and hydrophone devices are towed behind a vessel, and a pair of submerged deflectors are used and which, as the vessel moves, seek to move in a direction transverse to the vessel's direction of travel. Fastened between the deflectors is a wire which limits the spacing between the deflectors. Along the wire there are also mounted thereon hydrophone devices which in relation to the spacing of the devices have a short lengthwise extent. The devices are connected together by a hydrophone signal cable. An additional signal cable connects the cable to the signal processing equipment on the vessel. The seismic source may be connected to signal equipment on the vessel and located in an area between the vessel and the wire, or at least one of the deflectors may be equipped with a seismic source.

The present invention relates to an apparatus for seismic measurements, wherein at least one seismic source and hydrophone devices are towed behind a vessel, and wherein a pair of deflectors are used that are submerged in the sea and have a means between them designed to ensure that the spacing between the hydrophone devices transverse to the vessel's direction of travel is maintained in that, as the vessel moves, the deflectors seek to move in a direction transverse to the vessel's direction of travel, a wire being fastened between the said deflectors in order to limit the spacing between the deflectors.


Various technologies and techniques are disclosed that improve the instructional nature of fonts and/or the ability to create instructional fonts. Font characters are modified based on user interaction to enhance the user's understanding and/or fluency of the word. The font characters can have sound, motion and altered appearance. When altering the appearance of the characters, the system operates on a set of control points associated with characters, changes the position of the characters, and changes the influence of the portion of characters on a set of respective spline curves. A designer or other user can customize the fonts and user experience by creating an episode package that specifies words to include in the user interface, and details about actions to take when certain events fire. The episode package can include media effects to play when a particular event associated with the media effect occurs.

Today's PC fonts are optimized for use by knowledge workers. They do an excellent job at using content weightings such as bold, underlining, or italics, and supporting other information structures. For children and other users struggling to read and write on a computer device, fonts for productivity do nothing to aid their struggle. For example, productivity fonts do not engage the children and help them understand the letters, words, and numbers they represent. Furthermore, in order for word interactivity to be added to programs, a developer must typically write software code to handle the specific interactive circumstances. Font designers and educators do not have the ability to provide interactivity to the fonts in a customizable fashion.

This patent is subject to a terminal disclaimer.


An ink jet device with an ink reservoir and a jetting assembly, with an ink supply line being arranged to allow liquid ink to flow through the valve into the ink reservoir in accordance with and supported by gravity acting on the flowing ink, and a purging device adapted to apply a purging pressure to an inner space of the ink reservoir, wherein a passive one-way valve is arranged below a nominal minimal fill level (L) of the ink reservoir for blocking a connection of the ink supply line to the ink reservoir when a pressure within the ink reservoir is high enough but not required to be higher than the purging pressure.

The present invention relates to an ink jet device comprising an ink reservoir and a jetting assembly having at least one printing nozzle.
In an ink jet device, for example an ink jet printer with an ink reservoir and a jetting assembly, the ink reservoir is usually arranged together with the jetting assembly in a printhead which is reciprocated over a printing area. When ink is also stored outside the reciprocating printhead, the printhead usually has an ink supply line for supplying ink to the ink reservoir. For example, in an ink jet printer operating with hot melt ink, i. e. with ink that is solid at room temperature, the ink supply line may comprise an ink melting unit for supplying melted ink to the ink reservoir, and solid ink pellets may be supplied to an open end of the ink melting unit from outside the printhead from time to time. In order to ensure that contaminants are prevented from entering the ink reservoir, an ink filter may be provided at the ink supply line, and the melted ink may be required to flow through the ink filter into the ink reservoir.
Depending on the configuration of the ink jet device, it may be necessary to provide a suction device for applying a negative pressure to an inner space of the ink reservoir to prevent ink from leaking out of the printing nozzles of the jetting assembly. In this case, the ink filter may function as a hydraulic lock, so that the negative pressure can be provided to the ink reservoir while at the same time ink may be supplied to the ink reservoir through the ink filter.
In order to dispose of air bubbles or contaminants that might be present in the jetting assembly, it is desirable to purge the printing nozzles of the jetting assembly from time to time, thereby removing any air bubbles and contaminants. Therefore, a purging device may be provided that is adapted to apply a purging pressure to the inner space of the reservoir for pressing ink into the printing nozzles. However, in case of an ink supply line having an open end, the ink supply line has to be shut off from the ink reservoir to permit the purging device to build up the necessary purging pressure in the ink reservoir.
The necessary purging pressure is usually higher than the absolute value of the negative pressure which is applied to the ink reservoir for preventing ink from leaking ink out of the printing nozzles. In the case of the ink supply line having an ink filter as described above, the ink filter may not function as a hydraulic lock under the comparatively high purging pressure. Thus, a break-through of the ink filter, i.e., an undesired flow of air or ink from the ink reservoir through the ink filter, may take place. In this case, the necessary purging pressure cannot be built up within the ink reservoir.
From U.S. Pat. No. 4,641,154, an ink jet apparatus having a tilt valve that is positioned at an upper wall of the ink reservoir is known. Hot melt ink is melted in an ink melting unit and flows through the tilt valve into the ink reservoir due to gravity. When a purging pressure is to be built up by an ink jet priming system, the tilt valve is moved to a closed position by an actuator. Thus, the tilt valve has to be actively closed in order to enable the ink jet priming system to build up a purging pressure within the ink reservoir. The necessary actuator for closing the valve and the moving parts of the valve which are arranged at the ink supply line are disadvantageous. A further disadvantage results from the fact that the valve is opened by the gravity force of the melted ink as the opening of the valve may be suppressed by capillary forces, i.e., adhesion between the valve element, the liquid ink and the top wall of the reservoir. In such a case, the ink supply line will be blocked.
From U.S. Pat. No. 6,048,057, a hot melt ink jet printhead is known having an ink reservoir with a first chamber and a second chamber. The second chamber comprises a first valve and a second valve. In the normal printing operation of the printhead, ink flows from the first chamber to a nozzle head of the printhead. During a purging operation, a channel between the first chamber and the second chamber is closed, and a channel between the nozzle head and the second chamber is opened. Then, ink flows from the first chamber through the nozzle head into the second chamber. Accordingly, any air bubbles present in the nozzle head are moved into the second chamber. During the normal printing operation, ink is allowed to flow from the second chamber to the first chamber. The valves are arranged at opposite arms of a lever to be alternately closed by a movement of the lever. The lever is activated by an actuating mechanism. A disadvantage is that always one of the valves is in a closed position, so that during printing the ink is not circulated in the chamber between the nozzle head and the second chamber. Moreover, the valves do not shut off the ink supply line from the ink reservoir.
From U.S. Pat. No. 5,489,925, an ink jet printing system is known, wherein a liquid ink supply line extending from a remote liquid ink reservoir to an ink reservoir of a printhead is shut off by a passive check valve. The check valve is spring-biased toward its closed position. The ink reservoir of the printhead may be elevated above the remote reservoir, and ink is supplied through the check valve to the ink reservoir by a pump, thereby opening the check valve. A pressure control system controls the pressure of the ink in the ink reservoir of the printhead to permit purging of air bubbles and contaminants from orifices and passageways. A disadvantage of this ink jet printing system is that a pump is necessary to actively pump the ink through the check valve in the ink supply line.


In a digital-data processing unit provided by the present invention, the level of 1-bit digital audio data resulting from DELTA-SIGMA modulation is adjusted by means of a multiplier. A digital audio data signal with the level thereof adjusted then undergoes DELTA-SIGMA modulation carried out by a low-pass DELTA-SIGMA modulator. As a result, digital audio signal with the word length thereof restored to its original value is obtained. In this case, high-frequency noise included in the digital audio data is removed.

1. Field of the Invention
The present invention relates to a word-length conversion apparatus for converting the word length of digital data. The present invention also relates to a data processing apparatus for carrying out predetermined processing on digital data by performing processing of the digital data along with predetermined processing data.
2. Description of the Related Art
As a technique for converting an audio signal into a digital signal, a DELTA-SIGMA method draws attention. With the DELTA-SIGMA method, a sampling output of an analog audio signal and a previous conversion output are processed and coded in order to convert the analog audio data into digital audio data with a word length of typically 1 bit.
By the way, in some cases, it is necessary to carry out level-adjustment processing even on 1-bit digital audio data obtained by using the DELTA-SIGMA method much like, for example, 16-bit digital audio data resulting from the ordinary linear quantization or the like.
As a technique for adjusting the level of 1-bit digital audio data, a method whereby the 1-bit digital audio data is multiplied by a level-adjustment coefficient (or level-adjustment data) is known as is the case with the adjustment of the level of 16-bit digital audio data.
In such a configuration, however, there is encountered a problem that the accuracy of digital audio data completing level adjustment is much deteriorated.
That is to say, when digital audio data is multiplied by a level-adjustment coefficient, the word length of the digital audio data is increased by a carry. For this reason, it is necessary to truncate as many low-order bits as bits representing the change in word length in order to restore the word length of the digital audio data to the original word length.
When the low-order bits are truncated, however, the accuracy of the digital audio data is deteriorated. In the case of 16-bit digital audio data, the deterioration of the accuracy is not a problem because the number of bits is large.
In the case of 1-bit digital audio data, on the other hand, since the number of bits is small, the accuracy is degraded substantially by the truncation of low-order bits. When 1-bit digital audio data is multiplied by a 16-bit level-adjustment coefficient, for example, it is necessary to truncate 16 low-order bits of the result of the multiplication. As a result, the accuracy of the data completing the level adjustment is considerably deteriorated.
It should be noted that this problem arises not only when level-adjustment processing is carried out on 1-bit digital audio data, but also when processing to eliminate a direct-current offset component or processing to change a frequency characteristic is performed. This is because, even when such processing is carried out, data for eliminating a direct-current offset component and data for changing a frequency characteristic must be added to the 1-bit digital audio data.


Disclosed is an apparatus and method for decelerating moving vehicles. A set of two novel pylons is disclosed employing a simple, durable and reliable braking mechanism. Each braking mechanism comprises a spindle assembly including a brake disk and a spool assembly comprising a rotor and two caliper disks adjacent the brake disk. The spool assembly is pivotally mounted on the spindle assembly. As the strap is deployed a ratchet and pawl mechanism fixed to the base of the spindle assembly prevents the spindle assembly from rotating with respect to the spool assembly. The sliding friction between the caliper disks and the brake disk impedes the rotation of the spool assembly and restrains deployment of the strap. After impact, the strap can be rewound via a ratchet nut located on the spool assembly. During rewind the spindle assembly rotates with the spool assembly. An additional embodiment connects a sacrificial barrier between the two pylons mounted to a gantry.

In many instances, a need exists for controlling the path of cars and trucks. The prior art has devised many means for controlling such vehicles including barriers such as guard rails and crossing gates. Often the intended purpose of such barriers is to protect vehicles from entering secure areas such as government installations or unsafe areas such as construction sites or reversible high-occupancy vehicle lanes. However, in most cases, prior art barriers inflict extremely high deceleration rates on vehicles and can cause extensive damage to the vehicles and the barriers. Further, safety of the driver and passengers in such a vehicle is often compromised. Further, repairing the damage to the barriers can be time consuming and expensive.
Some barrier systems of the prior art have attempted to remedy the problems created by high deceleration rates by devising brakes of various configurations designed to decelerate vehicles relatively slowly. The prior art brakes are designed for dissipating its kinetic energy by translation of that energy into heat by friction.
Of course, the kinetic energy of the vehicle increases with the square of its velocity according to the equation E=1/2 mv2. As the speed of the vehicle doubles, the kinetic energy increases by 4 times. The braking systems must therefore dissipate 4 times as much energy to stop the vehicle and consequently require 4 times the distance to do so. The energy stored as heat is gradually released to the surrounding environment.
Prior art efforts to control the straight line deceleration of vehicles with barrier systems include various types of barriers which incorporate braking mechanisms. U.S. Pat. No. 6,312,188 to Ousterhout, et al. discloses a device and associated method for impeding the motion of a land vehicle traveling along a pathway on a terrain surface. Two opposing supports are positioned at opposite sides of a vehicle path of travel. Each support is capable of being actuated from a compressed condition to an extended condition. A propulsion system actuates the supports. When the supports are compressed, vehicles pass over the barrier unimpeded. When the supports are actuated, the barrier rises to a position in the path of motion of a vehicle. Each support includes a deceleration cable that is wound around an axle system of a brake box. The axle system is comprised of outer and inner nested shafts which include a pawl and ratchet. A spring loaded caliper system applies a constant clamping force to a brake disk. As the deceleration cable is withdrawn from the brake box, the unwinding of the cable rotates the axle and in turn rotates the brake disk via the locked ratchet mechanism. To rewind the deceleration cable around the axle, a rotational force is applied to the axle via a hexagonal nut on the end of the axle. The pawl unlocks and the cable is rewound around the axle without rotating the brake disk. The brake force is applied by a relatively small brake pad thereby reducing the maximum braking force available. Further, the braking force is not adjustable.
U.S. Patent Application Publication No. 2002/0109131A1 to Smith, et al. discloses a braking system that provides a varied braking force to maintain the rate of deceleration of a vehicle at or below a predetermined value. The system includes a guardrail structure and an impact sled positioned ahead of the guardrail structure. The guardrail structure and the impact sled are connected to two guide rails. A braking unit is positioned within the impact sled. When a vehicle collides with the impact sled, the impact sled collides with the braking unit and the guardrail structure is caused to move vertically and fold. Hydraulic pressure builds in the braking unit so that a braking force is applied to the brake rails. A force sensing valve regulates pressure from the braking unit until the rate of deceleration reaches a predetermined value. The system is not physically damaged through use. The disclosed system is costly and mechanically complicated.
U.S. Pat. No. 7,125,197 to Krewsun, et al. discloses a vehicle capture net disposed between a pair of towers each of which includes a shaft, a pair of spools coupled to the shaft, and a pair of straps connected to the net. Each strap is wound on a spool. Unwinding of the straps from the spools advances the pair of spools on threaded portions of a shaft to compress a frictional brake. The degree of compression increases as the strap unwinds, thereby increasing the magnitude of the restraining force as the straps are unwound. An electric motor and clutch assembly releases the brake and rewinds the strap on the spool. The system disclosed is complicated and potentially prone to high maintenance expense.


A passenger detecting apparatus determines the presence of a passenger or an object, such as a child seat, in a seat unit, estimates the weight of the passenger or determines the build of the passenger, thereby improving the usability of peripheral devices of a seat. The passenger detecting apparatus has a dielectric sensor (111) and a pressure-sensitive sensor (112) in a seat cushion (102) and detects the presence of a passenger or an object on a seat based on their outputs, or has a dielectric sensor and a pressure-sensitive sensor in the seat cushion and a dielectric sensor (113) in the back rest and an angle sensor (114) for detecting an angle defined by the seat cushion and the back rest and determines the build of a passenger based on their outputs.

The present invention relates to a passenger detecting apparatus which determines the presence of a passenger or an object, such as a child seat, on a seat apparatus, accurately estimates the weight of a passenger, or determines or classifies the build or the seating posture of a passenger seated on a seat.
Passenger restraint systems, such as an air bag system, a seat-belt pretensioner and a force limiter are often equipped around, for example, the seat apparatus of an automobile to secure the safety of a passenger. If those passenger restraining systems are used inadequately or wrong, however, the passenger restraint systems may hurt a passenger. If an air bag is activated while a woman of small build is driving with her face close to the steering wheel, the abrupt inflation of the air bag may cause a face injury. If an air bag is activated with a child sitting in the front of a front passenger seat, the inflation of the air bag likewise may injure the child.
To prevent harmful effects from being done by the restraint systems that should guarantee safety of a passenger, it is desirable to adequately activate the passenger restraint systems around the seat apparatus in accordance with the build of a passenger seated on a seat.
In a case of an air bag system, for example, there is a demand of attaching a passenger detecting apparatus to a seat unit to determine the build of a passenger and performing such control as to inflate the air bag normally when the passenger is determined as an adult of a standard size, to slow the air-bag bag inflation time when the passenger is determined as an adult of small build and not to inflate the air bag and secure safety only with a seat belt when the passenger is determined as a child.
Accordingly, consideration is given to what is called a smart air bag system which controls an air bag in accordance with the build of a passenger. There are various systems of using the position or the like of a passenger on a seat besides build information such as the weight and height, as threshold values for the build of a passenger. Of those systems, the most promising one is the system that controls an air bag according to the build information of a passenger. Specifically, this system determines the weight of a passenger to make classification and controls the air-bag inflation time, air-bag inflation strength or the like.
One example of a passenger detecting system which makes such decisions as to if a passenger is in a danger zone and whether the passenger is a child or an adult is introduced in U.S. Pat. Nos. 5,573,269 and 5,670,853.
The passenger detecting systems described in those publications have weight sensors located around a seat, i.e., under the seat, under the seat fabric and under the floor mat under feet, a back-rest angle sensor located in the back rest and a height sensor located above a passenger and detect the weight and position of the passenger by a combination of those sensors.
Those systems combine at least four sensors, which lead to a higher cost.
In the case where a load sensor is provided under a seat, to accurately detect the weight of a passenger, it is necessary to consider the load applied under the feet of the passenger in addition to the load detected by this load sensor. If a weight sensor is located under the floor mat as described in the aforementioned publications to acquire the load applied under the feet, the positions of the feet of a passenger differ depending on the build and posture of the passenger. This makes it difficult to accurately detect the load applied under the feet.
That is, to measure the value of the load on a seat and control the air-bag inflation time and air-bag inflation strength in accordance with the weight of a passenger, the accurate weight information of the passenger should be acquired. Even with a combination of a plurality of sensors, instruments or the like, it is difficult to make accurate measurements due to the posture of a passenger, a change in ambient temperature, a change in humidity, vibration of a vehicle and so forth. In this respect, in consideration of a variation of each measured value, it seems adequate to classify the weight of a passenger into classes having certain ranges.
It is also necessary to consider a case where an infant or a child is seated in a child seat (an auxiliary seat for a child including an infant seat and a booster seat). Specifically, the height to the head of an infant or a child, the distance to the dash board, the restraint force to the seat and so forth greatly differ from those in the case where a female adult of small build is seated. It is therefore demanded not to activate the supplemental systems around a seat, such as an air bag, unnecessarily. Since the value of the load applied to a seat in the case where a child is seated using a child seat is close to the load value in the case where a female adult of small build is seated, however, accurate passenger information may not be obtained so that the supplemental systems around a seat, such as an air bag, may be activated unnecessarily. Therefore, it is also necessary to adequately classify the weight of a passenger and to securely detect, particularly, the case where an infant or a child is seated on the car seat via a child seat.
There has been an antenna/tag system which has a tag provided on a child seat side and determines whether or not a child seat is in use by emitting radio waves toward the tag from a seat unit to detect the presence of the tag. While it is possible to determine whether or not a child seat is in use using this system, such a tag should not necessarily be provided on a child seat and when a child seat without such a tag is attached to the seat unit, the passenger detecting apparatus may erroneously determine that an adult is seated on the seat unit, resulting in an unnecessary activation of restraint systems, such as an air bag.
Japanese Unexamined Patent Publication (KOKAI) No. Hei 9-150662 discloses the structure that has a distortion gauge provided between a seat cushion and a plurality of brackets for securing the seat cushion to the floor of a vehicle. This structure merely makes reliable detection of the presence or absence of a seated person without being influenced by the seating position of the seated person on a seat, but cannot adequately classify the weight of a passenger on a seat and surely detect, particularly, the case where an infant or a child is seated on the seat via a child seat.
When the load that is applied to the seating surface using a passenger detecting apparatus, just changing the angle of the back rest, for example, significantly changes the load applied to the seating surface even if the same person is seated. This makes it difficult to estimate the size of the passenger""s weight. Specifically, for example, the load that is applied to the seating surface in the case where a woman of small build is seated with the back rest set fully upright is close to the load in the case where a man of a standard size is seated with the back rest tilted slightly, so that the build cannot be determined accurately.
If such a type of passenger detecting apparatus is used in, for example, controlling an air bag, it is not possible to perform inflation of an air bag according to the build of a passenger seated on a seat or necessary inflation of a front-seat-passenger""s air bag.
The aforementioned passenger detecting apparatus needs a sensor for detecting weight information to determine the build of a passenger. As this sensor, a load sensor for detecting the weight of a passenger has been proposed. Load sensors 410a to 410d are provided between a seat cushion pan 411 and springs 412 or a seat mounting section 413 to detect the weight of a passenger, as shown in FIG. 51.
As the aforementioned load sensor, an electric capacitance type or a distortion gauge or the like is used. The electric capacitance type load sensor detects the weight from a change in the electric capacitance caused by a load-induced change in the distance between electrodes, and the load sensor that uses the distortion gauge detects the weight from a load-induced change in resistance.
While those load sensors are excellent in acquiring an output proportional to the amount of a change in weight (a change in electric capacitance, resistance), the acquired output is the amount of a change in weight and the accurate weight of a seated passenger cannot be detected unless the initial value of the load sensor is set accurately.
The initial value corresponding to the initial weight of the load sensor is likely to drift due to the influence of a change in the ambient environment, such as the temperature, so that accurate weight detection is difficult.
The load applied to the load sensor is the sum of the weight of a passenger and the weight of a seat. However, the weight of a seat varies depending on the type of a vehicle, and further depending on the attaching position of the load sensor. It was therefore necessary to correct the initial value according to such a difference. As the initial value of the load sensor differs depending on the mechanical attaching state of the sensor, it should be corrected for each sensor and a manual work or the like is troublesome and takes time.
It is an object of the present invention to provide a passenger detecting apparatus which determines the presence of a passenger or an object on a seat unit and determines the build of a passenger to improve the availability of seat""s peripheral units, such as passenger restraint systems.
It is another object of this invention to provide a passenger detecting apparatus which adequately classifies the weight of a passenger on a seat and reliably detects, particularly, the case where an infant or a child is seated on the seat via a child seat.
It is a further object of this invention to provide a passenger detecting apparatus which accurately estimates the weight of a passenger on a seat.
It is a still further object of this invention to provide a passenger detecting method and system which easily corrects the initial value of weight detection means to be able to improve the precision in detecting the weight of a passenger.
To achieve the above objects, a passenger detecting apparatus according to this invention is characterized by comprising first detection means for detecting presence of a passenger or an object on a seat cushion; and decision means for determining whether the passenger is sitting on the seat cushion or the object is present thereon based on the first detection means.
As it is possible to accurately determine the state of an object lying on the seat cushion of a seat unit, the passenger detecting apparatus, when used in a seat unit of an automobile, can determine whether a child seat or a cargo is on the seat unit or a passenger of a relatively small build is sitting, so that restraint systems for passenger safety, such as an air bag, and other peripheral systems of the seat can be activated properly.
When the passenger detecting apparatus is used in a passenger seat unit in a vehicle, an airplane or the like, it is possible to remotely detect the passenger occupying state of the seat unit.
It is preferable that in the passenger detecting apparatus, the first detection means has at least a dielectric sensor and a pressure sensor.
Because it is determined if a passenger or an object is present on a seat cushion based on the detection result of the pressure sensor and determine whether it is a passenger or an object by means of the dielectric sensor, it is possible to reliably distinguish a passenger from an object as well as the presence or absence of a passenger or an object on the seat cushion.
It is preferable that in the passenger detecting apparatus, the first detection means has at least a dielectric sensor and a temperature sensor.
It is possible to determine that a passenger is seated only when the temperature sensor and the dielectric sensor both satisfy certain conditions and determine that an object is lying on the seat cushion when one of the temperature sensor and the dielectric sensor satisfies certain conditions.
It is preferable that in the passenger detecting, the decision means also determines whether or not there is moisture sticking on the seat cushion based on detection results of the dielectric sensor and the pressure sensor or detection results of the dielectric sensor and the temperature sensor.
In the case where decision is made based on the detection results of the dielectric sensor and the pressure sensor, it is possible to detect that moisture is sticking on the seat cushion when the presence of a passenger or an object is not detected from the detection result of the pressure sensor and the dielectric sensor satisfies certain conditions.
It is preferable that the passenger detecting apparatus comprises second detection means for detecting presence and a seating state of a passenger in a seat cushion; third detection means for detecting a contact state of the passenger to a back rest; angle detection means for detecting an angle defined by the seat cushion and the back rest; and decision means for determining presence/absence and a build of the passenger based on the second detection means, the third detection means and the angle detection means.
As the build of a passenger is determined not only from the seating state of the passenger on the seat cushion but also from the state of contact of the passenger to the back rest and the angle defined by the seat cushion and the back rest, the build of a passenger can be determined accurately regardless of the tilt angle of the back rest.
Therefore, when the passenger detecting apparatus is used in the seat unit of an automobile, for example, restraint systems for passenger safety, such as an air bag, and other peripheral systems of the seat can be activated properly.
When the passenger detecting apparatus is used in a passenger seat unit in a vehicle, an airplane or the like, it is possible to roughly and remotely detect the ratio of an adult, a child or the like occupying the seat unit, ensuring the use in in-vehicle (in-flight) services or the like.
It is preferable that in the passenger detecting apparatus, the second detection means has at least one of a dielectric sensor, a pressure sensor and a temperature sensor.
It is possible to precisely acquire the position of the buttocks of a passenger on a seat cushion from the end position of the output in the case of the dielectric sensor or the temperature sensor and from the peak position of the output in the case of the pressure sensor, and use it in determining the build of the passenger.
It is preferable that in the passenger detecting apparatus, the third detection means has at least one of a dielectric sensor, a pressure sensor and a temperature sensor.
A sensor of a different type from the sensor that is used as the second detection means can be used for the third detection means, and the shoulder position of a passenger at the back rest can be accurately obtained from the end position of the detection output of the sensor and can be used in determining the build of the passenger.
It is preferable that in the passenger detecting apparatus, the second detection means uses at least one of the first detection means as recited in claim 1.
By using at least one of the first detection means is used as the second detection means, it is possible to determine the presence of a passenger or an object on a seat unit, distinguish them from each other and determine the build of the passenger with fewer detection means.
It is preferable that in the passenger detecting apparatus, the pressure sensor comprises a plurality of independent pressure sensor elements arranged in the seat cushion in a matrix form, and the decision means determines whether a passenger is sitting on the seat cushion or an object is present thereon and also determines a build of the passenger if sitting on the seat cushion, based on detection results of the dielectric sensor and the pressure sensor element.
Because it is distinguished and determined whether a passenger is sitting on the seat cushion or an object is lying thereon by the combination of the pressure sensor and the dielectric sensor located in the seat cushion and the pressure sensor elements are arranged in a matrix form in the seat cushion, it is possible to accurately determine the build of a passenger only on the seat cushion side.
A passenger detecting apparatus according to this invention is characterized by comprising first detection means for detecting a distribution of a load applied to a seat cushion of a vehicle; second detection means for detecting a seat weight of a vehicle and a load applied to an entire seat; and decision means for classifying a passenger sitting on the seat based on the detection results of the first detection means and the second detection means.
From the distribution of the load applied to the seat cushion of a vehicle acquired by the first detection means, it is possible to detect if a person is seating on the seat or a child seat or an object is lying thereon, and allow the second detection means to detect the load applied the entire seat including the weight of the seat and adequately classify the weight of a passenger on the seat, and detect the case where an infant or a child is seated on the seat via a child seat.
A passenger detecting apparatus according to this invention is characterized in that decision means classifies a passenger sitting on the seat based on the detection results of first detection means for detecting if there is a child seat on a seat in a vehicle and second detection means for detecting a seat weight of a vehicle and a load applied to an entire seat.
As the first detection means detects the presence or absence of a child seat and the second detection means detects the load applied the entire seat including the weight of the seat, it is possible to adequately classify the weight of a passenger on the seat, and detect reliably, particularly, the case where an infant or a child is seated on the seat via a child seat.
A passenger detecting apparatus according to this invention is characterized by comprising load measuring means for measuring a weight of a seat on which a passenger sits and a weight of the passenger applied to the seat; barycenter position detection means for detecting a barycenter of the passenger on the seat; and weight estimation means for estimating the weight of the passenger by correcting a measured value of the load measuring means based on information from the barycenter position detection means.
Without arranging extra weight sensors around a seat, the load measuring means can measure the weight of a seat on which a passenger is seated and the weight of the passenger on the seat, and this measured value can be corrected based on information from the barycenter position detection means so that the weight of the passenger can be estimated accurately.
A passenger detecting apparatus according to this invention is characterized by comprising load measuring means for measuring a weight of a seat on which a passenger sits and a weight of the passenger applied to the seat; barycenter position detection means for detecting a barycenter of the passenger on the seat; and seating posture estimation means for estimating a seating posture of the passenger based on information from the barycenter position detection means.
It is possible to accurately estimate the seating posture of a passenger without arranging extra weight sensors around a seat.
It is preferable that in the passenger detecting apparatus, the barycenter detection means uses the load measuring means located at at least two or more different positions of the seat.
The use of the load measuring means located for the barycenter detection means eliminates the need for specially providing a sensor as the barycenter detection means, thereby reducing the number of sensors.
It is preferable that in the passenger detecting apparatus, the barycenter detection means comprises a pressure-sensitive film having a plurality of pressure-sensitive sensor elements arranged in the seat.
As the barycenter of a passenger on a seat can be detected accurately by a plurality of pressure-sensitive sensor elements provided in the pressure-sensitive film, the weight of the passenger can be estimated accurately.
It is preferable that in the passenger detecting, apparatus, the seat is movable on seat rails and the barycenter detection means also detects a barycenter of the passenger with respect to the seat rails.
As the barycenter detection means detects the barycenter of a passenger with respect to seat rails as well as the barycenter of the passenger on the seat, the front seating of the passenger can be detected reliably.
It is preferable that in the passenger detecting apparatus, the barycenter detection means has detection means for detecting a position of a head of the passenger.
By detecting the position of the passenger""s head, it is possible to detect the load applied to the feet of a passenger more accurately and estimate the weight of the passenger more accurately.
It is preferable that in the passenger detecting apparatus, the barycenter detection means has detection means for detecting a width of buttocks of the passenger.
As the width of the buttocks of a passenger is statistically proportional to the weight, it is possible to reliably estimate the weight in a special case such as the weight of a child whose feet do not reach or an adult who is sitting with the feet lifted up by computing the estimated weight of the passenger from the width of the buttocks of the seated passenger, comparing it with the value of the weight that is corrected and computed by the barycenter detection means and using a lighter one.
A passenger detecting apparatus according to this invention detects a weight of a passenger who sits on a seat in a vehicle by weight detection means and acquiring secondary information about the passenger based on the detected weight information, and comprises passenger detection means for detecting if there is a passenger on the seat; acquisition means for acquiring the weight information detected by the weight detection means when the passenger detection means detects no passenger; and correction means for correcting an initial value of the weight detection means based on the weight information.
As the initial values of the individual load sensors that constitute the weight detection means are corrected based on weight information from each load sensor when the passenger detecting apparatus which constitutes the passenger detection means detects the absence of a passenger on a seat in a vehicle, the correction of the initial values of the load sensors can be carried out easily.
When there are a plurality of weight detection means, the difference between the weight detections by the individual weight detection means caused by a difference in the type of a vehicle or a difference in the attaching state can be suppressed uniformly by correcting the initial values of the corresponding weight detection means based on the weight information from the individual weight detection means.


A fuel injector and various methods relating to the assembly of the fuel injector. The fuel injector includes a power group subassembly and a valve group subassembly having a respectively connected first and second connector portions. The power group subassembly includes an electromagnetic coil, a housing, at least one terminal, and at least one overmold formed over the coil and housing. The valve group subassembly insertable within the overmold includes a tube assembly having an inlet tube and a filter assembly and sealing ring proximate the inlet tube. A pole piece couples the inlet tube to one end of a non-magnetic shell having a valve body coupled to the opposite end. An axially displaceable armature assembly confronts the pole piece and is adjustably biased by a member and an adjusting tube toward engagement with a seat assembly. The seat assembly includes a flow portion and a securement portion having respective first and second axial lengths at least equal to one another.

It is believed that examples of known fuel injection systems use an injector to dispense a quantity of fuel that is to be combusted in an internal combustion engine. It is also believed that the quantity of fuel that is dispensed is varied in accordance with a number of engine parameters such as engine speed, engine load, engine emissions, etc.
It is believed that examples of known electronic fuel injection systems monitor at least one of the engine parameters and electrically operate the injector to dispense the fuel. It is believed that examples of known injectors use electromagnetic coils, piezoelectric elements, or magnetostrictive materials to actuate a valve.
It is believed that examples of known valves for injectors include a closure member that is movable with respect to a seat. Fuel flow through the injector is believed to be prohibited when the closure member sealingly contacts the seat, and fuel flow through the injector is believed to be permitted when the closure member is separated from the seat.
It is believed that examples of known injectors include a spring providing a force biasing the closure member toward the seat. It is also believed that this biasing force is adjustable in order to set the dynamic properties of the closure member movement with respect to the seat.
It is further believed that examples of known injectors include a filter for separating particles from the fuel flow, and include a seal at a connection of the injector to a fuel source.
It is believed that such examples of the known injectors have a number of disadvantages.
It is believed that examples of known injectors must be assembled entirely in an environment that is substantially free of contaminants. It is also believed that examples of known injectors can only be tested after final assembly has been completed.

Deep pocket seat assembly in modular fuel injector with unitary filter and O-ring retainer assembly and methods


A carrier suppressed information signal modulation arrangement employs a plurality of serially coupled modulators. Each of the serially coupled modulators has a carrier input, a modulating signal input and a modulated carrier output. A carrier is applied to the carrier input of the first modulator and the suppressed modulated carrier output of each modulator is coupled to the carrier input of a succeeding modulator. An encoder responsive to the information signal generates modulating signals to be applied to the modulating signal inputs of the serially coupled modulators, such that a product of the modulating signals forms the information signal. The modulating signals applied to each of the serially coupled modulators modifies the modulated carrier output received at the carrier input of the respective modulator to produce a carrier suppressed information signal modulated output of the last of the serially coupled modulators.

1. Field of the Invention
The invention relates to modulation systems and more particularly to modulation arrangements in which the carrier is suppressed.
2. Background of the Invention
In many types of modulated transmission systems, a carrier modulated by an information signal is applied to a medium for transmission. The information signal may be analog or digital and of electrical or optical form. The power in the modulated signal is distributed among the carrier and modulation components. In satellite and other communication systems where the spectrum utilized for communication is crowded, the transmission power of individual channels is restricted to avoid inter-channel interference. To reduce the channel power without impairing information transmission, it is well known, to suppress the carrier component of the transmission signal. Such carrier suppression is important in making wideband frequency allocations to existing narrowband services, in spread spectrum systems where it is difficult to meet regulated spectral density requirements and in a Weaver Demodulator in which a signal is processed to produce an output in the form of an upper sideband.
Carrier suppression has been performed through the use of filters, by precise adjustment of modulator parameters and by balanced type modulators such as described in U.S. Pat. No. 5,450,044 issued to Timothy P. Hulick on Sep. 12, 1995, or in U.S. Pat. No. 4,748,641 issued to Mark J. Dapper on May 31, 1988. In the Dapper patent, a binary phase shift keying type BPSK modulator is disclosed in which the I (in-phase) modulating component of a BPSK signal is mixed with an RF carrier source in one mixer, the Q (quadrature-phase) modulating component of the BPSK signal is mixed with the RF carrier phase shifted by 90 degrees in another mixer and the outputs of the mixers are summed in a summing network. The summing network output then provides a suppressed carrier signal according to the matching of the operating characteristics of the mixers and the balance of modulating signal amplitudes and phases. The degree of carrier suppression in filtered and balanced modulator systems, however, relies on the precise adjustment of the operating characteristics in the transmitter to obtain cancellation of the carrier in the summing network. Such precise adjustment, however, is difficult to achieve and maintain under changing ambient conditions such as temperature, aging, and radiation effects.
In another carrier suppression arrangement for a QAM transmitter disclosed in U.S. Pat. No. 6,687,311 issued to Qin Zhang on Feb. 3, 2004, a monitoring device monitors phase and amplitude errors in an output RF signal with QAM components and provides a feedback signal to an equalizer. The equalizer produces an analog equalizing signal that equalizes the phases and amplitudes of the I and Q components of the QAM signal. Such feedback arrangements are effective to provide carrier suppression without precise modulator adjustments but add significant complexity and cost. The feedback arrangements also require settling time from turn-on until a satisfactory level of carrier suppression level is achieved and are ineffective for burst-communication systems.
FIG. 1 illustrates the operation of a feedback arrangement to stabilize carrier suppression. In FIG. 1, there is a modulator 105, a carrier level detector 110, a carrier null control 115, and a carrier null adjuster 120. A portion of the output of the modulator 105 is supplied to the carrier level detector 110 and the carrier null control 115 provides a carrier null signal responsive to the detected carrier level. The carrier null signal from the carrier null control 115 is combined with a manual adjustment signal in the carrier null adjuster 120. The output of the carrier null adjuster is combined with the input signal through combiner 101 and the combined output is applied as the modulating signal input to the modulator 105. The modulator 105 receives the carrier and an adjusted modulating signal derived from an input signal and the carrier null adjuster 120. The implementation of a feedback arrangement for carrier suppression, however, is subject to manual adjustment and requires added equipment and a significant setting time from turn-on. In satellite and other communication systems where space, weight, and maintenance access are important, the added feedback type carrier suppression equipment is undesirable. Accordingly, it is a problem to provide adequate carrier suppression without requiring either precise adjustment of transmitter parameters or the addition of feedback type carrier suppression equipment.
U.S. Pat. No. 4,447,907 issued to John E. Bjornholt et al., May 8, 1984, discloses a multiple mixer spread spectrum modulation arrangement in which there are plural serially coupled bi-phase modulators and a set of code generators which generate plural binary code signals. The plural binary code signals are phased to have equal relative phase angles and serially modulate an input carrier signal. Each modulator spreads the carrier signal applied thereto. The signal power of the modulated carrier after the serially coupled bi-phase modulators is spread over a range of frequencies determined by the binary coded modulating signals. As a result, the Bjornholt et al. arrangement provides a spread carrier signal that resembles noise for use in a spread spectrum communication rather than a carrier suppressed information signal. Accordingly, the Bjornholt et al. arrangement is suitable only for wideband transmission systems that require or utilize pseudo-random noise spectral spreading signals.

Carrier suppression type modulator with encoded modulating signals


A method of displaying an image having a first aspect ratio with a display device having a second aspect ratio includes receiving image data for the image, buffering the image data and creating a frame of the image at the first aspect ratio, defining a first sub-frame and a second sub-frame for the frame of the image at the second aspect ratio, including spatially offsetting the second sub-frame from the first sub-frame in one direction, and alternating between displaying the first sub-frame in a first position and the second sub-frame in a second position spatially offset from the first position with the display device, including optically scaling a displayed image of the first sub-frame and a displayed image of the second sub-frame in the one direction.

A conventional system or device for displaying an image, such as a display, projector, or other imaging system, produces a displayed image by addressing an array of individual picture elements or pixels arranged in horizontal rows and vertical columns. A resolution of the displayed image is defined as the number of horizontal rows and vertical columns of individual pixels forming the displayed image. The resolution of the displayed image is affected by a resolution of the display device itself as well as a resolution of the image data processed by the display device and used to produce the displayed image.
Often, the resolution of the image data and the resolution of the display device differ. More specifically, an aspect ratio, defined as the ratio of image width to image height, of the image data may differ from an aspect ratio of the display device. For example, the image data may be high definition image data having a 16:9 aspect ratio while the display device may have a conventional 4:3 aspect ratio. Conversely, the image data may have a conventional 4:3 aspect ratio while the display device has an enhanced 16:9 aspect ratio. Regardless, the image data and the display device have differing aspect ratios, thereby limiting display of the image data on the display device.
Conventional techniques for accommodating differing formats of image data and a display device use, for example, sampling or scaling of the image data so that the image fills the display device in at least one dimension. These techniques, however, produce an image which underfills the display device in an orthogonal dimension thereby resulting in blank spaces above and below or to the left and the right of the image. Thus, a resolution of the image is reduced. In addition, sampling or scaling of the image data may result in an image which appears compressed or stretched in one dimension.
Accordingly, it is desired to accommodate the display of an image having one aspect ratio with a display device having another aspect ratio.

Image display system and method including optical scaling

Hewlett-Packard Development Company, L.P.