mhurhangee/ep-ind-claims huggingface dataset:
Hinge for supporting and manoeuvering doors, consisting of two wing-shaped elements (1, 2) provided with means for the fastening to a frame part and to a door part, respectively, as well as means for the mutual hinging in a pivoting area, said means consisting of a appendixes (1a, 2a, 2b) projecting from said wing-shaped elements (1, 2) wherein at least one of said appendixes of a first one of said wings is shaped as a cylindrical body on the outer surface of which there are formed axial grooves at a set circumferential distance from each other, and with a second one of said wings, opposite to said appendix there is associated at least one push element of engagement with one of said axial grooves at least partially elastically yielding, characterised in that said push element of engagement consists of a pair of ribs (6a, 6b) parallel to the pivoting axis of the hinge, said ribs (6a, 6b) being kept together by elastically yielding connecting elements (6c, 6d), and in that along the surface of said second wing which lies opposite said cylindrical body of said first wing, at least one further groove is obtained, for the housing of said push engagement element, suitably shaped so that it partly engages with said axial groove and so that it guarantees that no undesired hinge rotation takes place.
A natural gas engine, a low-speed diesel engine or a medium-speed diesel engine lubricating oil composition comprising: (a) a first base oil component selected from a Group I base stock, a Group II base stock, a Group III base stock, or a combination thereof, each having a kinematic viscosity at 100°C of from 8.5 to 15 mm 2 /s; and (b) a second base oil component selected from a Group I base stock, a Group II base stock, a Group III base stock, or a combination thereof, each having a kinematic viscosity at 100°C of from 4.0 to less than 8.5 mm 2 /s; wherein the weight ratio of the first base oil component to the second base oil component is in a range of from 1:10 to 1:1.15; wherein the lubricating oil composition is a SAE 40, SAE 50 or SAE 60 viscosity grade engine oil; and wherein the lubricating oil composition is free of bright stock. (a) a first base oil component selected from a Group I base stock, a Group II base stock, a Group III base stock, or a combination thereof, each having a kinematic viscosity at 100°C of from 8.5 to 15 mm 2 /s; and (b) a second base oil component selected from a Group I base stock, a Group II base stock, a Group III base stock, or a combination thereof, each having a kinematic viscosity at 100°C of from 4.0 to less than 8.5 mm 2 /s; wherein the lubricating oil composition is a SAE 40, SAE 50 or SAE 60 viscosity grade engine oil; and wherein the lubricating oil composition is free of bright stock.
Method for the control of an actual speed v act for a vehicle, wherein said control may be carried out based on a manual control of said actual speed v act or based on an automatic control of said actual speed v act; wherein said automatic control is allowed to actively control said actual speed v act to a higher value than the value to which said manual control is permitted to actively control said actual speed v act to, wherein - a driver of said vehicle during said manual control of said actual speed v act is prevented from actively exceeding a predetermined speed v speed_limiter_man for a speed limiter for manual control; and - said automatic control of said actual speed v act is prevented from actively exceeding a predetermined speed v speed_limiter_aut for a speed limiter for automatic control, said predetermined speed v speed_limiter_aut for automatic control being higher than said predetermined speed v speed_limiter_man for manual control, wherein said predetermined speed v speed_limiter_aut for automatic control is lower than or equal to a maximum speed limit v legal_max set by an authority, v speed_limiter_man <v speed_limiter_aut ≤ v legal_max, and said predetermined speed v speed_limiter_man for manual control is related to a driving mode for said vehicle. - a driver of said vehicle during said manual control of said actual speed v act is prevented from actively exceeding a predetermined speed v speed_limiter_man for a speed limiter for manual control; and - said automatic control of said actual speed v act is prevented from actively exceeding a predetermined speed v speed_limiter_aut for a speed limiter for automatic control, said predetermined speed v speed_limiter_aut for automatic control being higher than said predetermined speed v speed_limiter_man for manual control, wherein said predetermined speed v speed_limiter_aut for automatic control is lower than or equal to a maximum speed limit v legal_max set by an authority, v speed_limiter_man <v speed_limiter_aut ≤ v legal_max, and said predetermined speed v speed_limiter_man for manual control is related to a driving mode for said vehicle.
A device, comprising: a sandwich structured composite housing comprising inner and outer structural layers and interposed thermally insulative and thermally conductive layers, whereby the thermally conductive layer is positioned over the thermally insulative layer which in turn is placed over the outer structural layer; whereby electronic components (112, 114) are positioned over windows in the inner structural layer, wherein the sandwich structured composite housing defines a generally planar region, characterised in that the thermally conductive layer is more efficient at conveying thermal energy parallel to the planar region than perpendicular to the planar region and in that the thermally conductive layer extends from between the inner and outer structural layers through the windows towards the electronic components. a sandwich structured composite housing comprising inner and outer structural layers and interposed thermally insulative and thermally conductive layers, whereby the thermally conductive layer is positioned over the thermally insulative layer which in turn is placed over the outer structural layer; whereby electronic components (112, 114) are positioned over windows in the inner structural layer, wherein the sandwich structured composite housing defines a generally planar region, characterised in that the thermally conductive layer is more efficient at conveying thermal energy parallel to the planar region than perpendicular to the planar region and in that the thermally conductive layer extends from between the inner and outer structural layers through the windows towards the electronic components.
Dimethyl sulfone for use in the treatment of heat stress in poultry by oral administration, wherein the dimethyl sulfone is administered to chronically heat stressed poultry.
A gel composition comprising a silicone polyether elastomer obtainable from the reaction of; A) an organohydrogensiloxane having at least two SiH containing cyclosiloxane rings in its molecule B) a compound or mixture of compounds having at least two aliphatic unsaturated hydrocarbon groups in its molecule, C) a hydrosilylation catalyst, D) an optional carrier fluid, and E) an optional personal care or healthcare active with the proviso that at least 10 weight % of B) is a polyether compound. A) an organohydrogensiloxane having at least two SiH containing cyclosiloxane rings in its molecule B) a compound or mixture of compounds having at least two aliphatic unsaturated hydrocarbon groups in its molecule, C) a hydrosilylation catalyst, D) an optional carrier fluid, and E) an optional personal care or healthcare active
An accelerator pedal depression force control apparatus for a hybrid vehicle including an internal combustion engine, an electric motor which is used as a driving source when the vehicle runs, said apparatus comprising: a depression force varying means configured to vary a depression force of an accelerator pedal characterised in that said accelerator pedal depression force control apparatus is arranged to increase the depression force of the accelerator pedal than a base depression force when the accelerator opening degree becomes larger than an accelerator opening degree threshold value, to set a first accelerator opening degree based on an accelerator opening degree which switches from a first running mode in which the vehicle runs by driving only the electric motor, to a second running mode in which the internal combustion engine is driven, to set a second accelerator opening degree based on the accelerator opening degree by which the vehicle can run at a constant speed at each vehicle speed, and to set the accelerator opening degree threshold value as a larger one of the first accelerator opening degree and the second accelerator opening degree. a depression force varying means configured to vary a depression force of an accelerator pedal characterised in that said accelerator pedal depression force control apparatus is arranged to increase the depression force of the accelerator pedal than a base depression force when the accelerator opening degree becomes larger than an accelerator opening degree threshold value, to set a first accelerator opening degree based on an accelerator opening degree which switches from a first running mode in which the vehicle runs by driving only the electric motor, to a second running mode in which the internal combustion engine is driven, to set a second accelerator opening degree based on the accelerator opening degree by which the vehicle can run at a constant speed at each vehicle speed, and to set the accelerator opening degree threshold value as a larger one of the first accelerator opening degree and the second accelerator opening degree.
An automatic cloth spreading machine comprising a separating means (1 to 5) for separating pieces of cloth (Y, YII) one by one from a mass of cloth consisting of a plurality of pieces of cloth (Y, YII) by a cloth handling device (1 to 5, 1II to 5II), an edge locating means (6 to 9) for locating an edge of each of the pieces of cloth (Y, YII) having been separated one by one, a spreading means (10 to 12) for spreading the piece of cloth (Y, YII), the edge of which has been located, and a discharging means for discharging the piece of cloth (Y, YII) having been spread to a subsequent step, wherein the separating means (1 to 5) includes multiple units of cloth handling devices (1 to 5, 1II to 5II) that perform the same process, and the multiple units of cloth handling devices (1 to 5, 1II to 5II) are configured to simultaneously perform at least one of single- or multiple-step processes of transferring, lifting, and holding the piece of cloth (Y, YII) and locating and receiving a corner end of the separating pieces of cloth (Y, YII), one by one from the mass of cloth by transferring, lifting, and holding the piece of cloth (Y, YII) and locating and receiving a corner end of the pieces of cloth (Y, YII); wherein the automatic cloth spreading machine includes two supply conveyors (1, 1II) and two lifting devices (2, 2II), two temporary holding devices (3, 3II) and two corner end locating devices (4, 4II) that respectively face each other at left and right end parts of the automatic cloth spreading machine as well as two corner end receiving devices (5, 511); characterized in that the first supply conveyor and the second supply conveyor face the opposite directions at a central part of a lower end of the automatic cloth spreading machine and are configured to transfer the cloth (Y,YII) to the left and right end parts of the automatic cloth spreading machine. the separating means (1 to 5) includes multiple units of cloth handling devices (1 to 5, 1II to 5II) that perform the same process, and the multiple units of cloth handling devices (1 to 5, 1II to 5II) are configured to simultaneously perform at least one of single- or multiple-step processes of transferring, lifting, and holding the piece of cloth (Y, YII) and locating and receiving a corner end of the separating pieces of cloth (Y, YII), one by one from the mass of cloth by transferring, lifting, and holding the piece of cloth (Y, YII) and locating and receiving a corner end of the pieces of cloth (Y, YII); wherein the automatic cloth spreading machine includes two supply conveyors (1, 1II) and two lifting devices (2, 2II), two temporary holding devices (3, 3II) and two corner end locating devices (4, 4II) that respectively face each other at left and right end parts of the automatic cloth spreading machine as well as two corner end receiving devices (5, 511); characterized in that the first supply conveyor and the second supply conveyor face the opposite directions at a central part of a lower end of the automatic cloth spreading machine and are configured to transfer the cloth (Y,YII) to the left and right end parts of the automatic cloth spreading machine.
A catalyst deterioration diagnostic device for an internal combustion engine including a plurality of cylinders grouped into at least two cylinder groups, an exhaust system (8, 10) provided at each of the cylinder groups; an exhaust collecting pipe which is formed by collecting the exhaust systems (8, 10) of the respective cylinder groups into one, a main catalyst which is disposed in the exhaust collecting pipe and has an oxygen occlusion function, an air-fuel ratio sensor attached at an upstream side of the main catalyst in the exhaust collecting pipe, an oxygen sensor attached at a downstream side of the main catalyst in the exhaust collecting pipe, and an EGR device with an EGR catalyst which is provided at some of the exhaust systems (8, 10), the catalyst deterioration diagnostic device, comprising: active air-fuel ratio control means that implements active air-fuel ratio control which forcefully changes an air-fuel ratio of an exhaust gas which flows into the main catalyst between a lean side and a rich side with stoichiometry as a center; measurement means that measures an oxygen occlusion capacity of the main catalyst by using signals outputted from the air-fuel ratio sensor and oxygen sensor at a time of implementation of the active air-fuel ratio control; and diagnostic means that diagnoses deterioration of the main catalyst from a measurement result of the oxygen occlusion capacity, characterized in that the active air-fuel ratio control means is configured to change a target air-fuel ratio of the cylinder group with the EGR device not provided in the exhaust system between the lean side and the rich side with stoichiometry as a center, when the EGR device is stopped. active air-fuel ratio control means that implements active air-fuel ratio control which forcefully changes an air-fuel ratio of an exhaust gas which flows into the main catalyst between a lean side and a rich side with stoichiometry as a center; measurement means that measures an oxygen occlusion capacity of the main catalyst by using signals outputted from the air-fuel ratio sensor and oxygen sensor at a time of implementation of the active air-fuel ratio control; and diagnostic means that diagnoses deterioration of the main catalyst from a measurement result of the oxygen occlusion capacity, characterized in that the active air-fuel ratio control means is configured to change a target air-fuel ratio of the cylinder group with the EGR device not provided in the exhaust system between the lean side and the rich side with stoichiometry as a center, when the EGR device is stopped.
A composition comprising the following: A) an ethylene/α-olefin/diene interpolymer; B) from 40 to 70 weight percent, based on sum weight of A and B, of an ethylene/α-olefin copolymer with a melt viscosity greater than, or equal to 50,000 cP at 177°C (350°F) as measured in accordance with ASTM D3236; and C) from 0.5 to 10 parts by weight, based upon 100 parts of the polymers in the composition of a sulfur-containing cross-linking agent, wherein components A and B comprise at least 50 weight percent, based on the weight of the composition. A) an ethylene/α-olefin/diene interpolymer; B) from 40 to 70 weight percent, based on sum weight of A and B, of an ethylene/α-olefin copolymer with a melt viscosity greater than, or equal to 50,000 cP at 177°C (350°F) as measured in accordance with ASTM D3236; and C) from 0.5 to 10 parts by weight, based upon 100 parts of the polymers in the composition of a sulfur-containing cross-linking agent,
A method of estimating a frequency offset of a received signal in a wireless communication system, the method comprising the steps of: correlating the received signal with a synchronization sequence comprising a primary synchronization channel, PSC, sequence, a secondary synchronization channel, SSC, sequence, or a combination thereof, wherein a resulting correlated signal comprises two or more separate multipath components; analyzing at least one of the two or more separate multipath components by applying a differential product; obtaining an initial frequency offset estimation from at least one multipath signal associated with the received signal; offsetting at least a portion of the received signal by the initial frequency offset estimation prior to the correlating, wherein the correlating the received signal with the synchronization sequence is accomplished in a frequency domain; converting the resulting correlated signal to a time domain signal to distinguish the two or more separate multipath components; correlating at least the offset portion of the received signal with an additional synchronization sequence to obtain a second resulting correlated signal, the additional synchronization sequence is separated in time from the synchronization sequence; applying the differential product to at least one multipath component of the resulting correlated signal and to at least one multipath component of the second resulting correlated signal; and obtaining the frequency offset from a result of the differential product. correlating the received signal with a synchronization sequence comprising a primary synchronization channel, PSC, sequence, a secondary synchronization channel, SSC, sequence, or a combination thereof, wherein a resulting correlated signal comprises two or more separate multipath components; analyzing at least one of the two or more separate multipath components by applying a differential product; obtaining an initial frequency offset estimation from at least one multipath signal associated with the received signal; offsetting at least a portion of the received signal by the initial frequency offset estimation prior to the correlating, wherein the correlating the received signal with the synchronization sequence is accomplished in a frequency domain; converting the resulting correlated signal to a time domain signal to distinguish the two or more separate multipath components; correlating at least the offset portion of the received signal with an additional synchronization sequence to obtain a second resulting correlated signal, the additional synchronization sequence is separated in time from the synchronization sequence; applying the differential product to at least one multipath component of the resulting correlated signal and to at least one multipath component of the second resulting correlated signal; and obtaining the frequency offset from a result of the differential product.
An iron, comprising: a base heated by a heater; a vaporization chamber formed in the base; steam jetting holes for jetting steam generated in the vaporization chamber; a temperature controller for controlling the base to be maintained at a predetermined temperature; an excessive temperature-rise preventing device coupled in series with a circuit of the heater; and an excessive temperature-rise preventing device securing part for attaching the excessive temperature-rise preventing device to the base, wherein the base is disposed to be heatable by the heater with a heating capacity, and the excessive temperature-rise preventing device with an operation temperature for breaking the circuit of the heater is selectively attached to the excessive temperature-rise preventing device securing part in accordance with the heating capacity of the heater, characterized in that a rear end part of the base is formed in a pointed shape, both ends (102a, 102b) of the heater formed in an approximately U-shape are exposed from an upper surface side of a rear end part side of the base, and the passage of the steam through which the steam flows from the vaporization chamber toward the steam jetting holes includes an extended part formed from the ends (102a, 102b) of the heater toward the rear end part side of the base with the extended part being formed in both the upper surface side and a lower surface side of the base. a base heated by a heater; a vaporization chamber formed in the base; steam jetting holes for jetting steam generated in the vaporization chamber; a temperature controller for controlling the base to be maintained at a predetermined temperature; an excessive temperature-rise preventing device coupled in series with a circuit of the heater; and an excessive temperature-rise preventing device securing part for attaching the excessive temperature-rise preventing device to the base, wherein the base is disposed to be heatable by the heater with a heating capacity, and the excessive temperature-rise preventing device with an operation temperature for breaking the circuit of the heater is selectively attached to the excessive temperature-rise preventing device securing part in accordance with the heating capacity of the heater, characterized in that a rear end part of the base is formed in a pointed shape, both ends (102a, 102b) of the heater formed in an approximately U-shape are exposed from an upper surface side of a rear end part side of the base, and the passage of the steam through which the steam flows from the vaporization chamber toward the steam jetting holes includes an extended part formed from the ends (102a, 102b) of the heater toward the rear end part side of the base with the extended part being formed in both the upper surface side and a lower surface side of the base.
A parking brake system for a forklift, comprising: a brake cylinder; a piston disposed in the brake cylinder and movable between a brake position and a brake-release position and dividing an interior of the brake cylinder into a first oil chamber and a second oil chamber; an elastic member disposed in the first oil chamber and having a first end contacted with a wall of the first oil chamber opposite to the piston and a second end contacted with the piston; a magnetic member disposed on the piston; and an electromagnetic member configured to cooperate with the magnetic member magnetically, wherein when the electromagnetic member is energized, the electromagnetic member cooperates with the magnetic member to generate a magnetic attraction to drive the piston to move from the brake position to the brake-release position, and during a movement of the piston, the elastic member is compressed by the piston; when the electromagnetic member is deenergized, the elastic member drives the piston to move from the brake-release position to the brake position. a brake cylinder; a piston disposed in the brake cylinder and movable between a brake position and a brake-release position and dividing an interior of the brake cylinder into a first oil chamber and a second oil chamber; an elastic member disposed in the first oil chamber and having a first end contacted with a wall of the first oil chamber opposite to the piston and a second end contacted with the piston; a magnetic member disposed on the piston; and an electromagnetic member configured to cooperate with the magnetic member magnetically, wherein when the electromagnetic member is energized, the electromagnetic member cooperates with the magnetic member to generate a magnetic attraction to drive the piston to move from the brake position to the brake-release position, and during a movement of the piston, the elastic member is compressed by the piston; when the electromagnetic member is deenergized, the elastic member drives the piston to move from the brake-release position to the brake position.