Pixelated liquid-crystal light valve for neural network application.

The liquid-crystal light valve (LCLV) is a useful component for performing integration, thresholding, and gain functions in optical neural networks. Integration of the neural activation channels is implemented by pixelation of the LCLV, with use of a structured metallic layer between the photoconductor and the liquid-crystal layer. Measurements are presented for this type of valve, examples of which were prepared for two specific neural network implementations. The valve fabrication and measurement were carried out at the State Optical Institute, St. Petersburg, Russia, and the modeling and system applications were investigated at the Institute of Microtechnology, Neuchâtel, Switzerland.

Diet of the minimal armhook squid (Berryteuthis anonychus) (Cephalopoda: Gonatidae) in the northeast Pacific during spring

The stomach contents of the minimal armhook squid (Berryteuthis anonychus) were examined for 338 specimens captured in the northeast Pacific during May 1999. The specimens were collected at seven stations between 145−165°W and 39−49°N and ranged in mantle length from 10.3 to 102.2 mm. Their diet comprised seven major prey groups (copepods, chaetognaths, amphipods, euphausiids, ostracods, unidentified fish, and unidentified gelatinous prey) and was dominated by copepods and chaetognaths. Copepod prey comprised four genera, and 86% by number of the copepods were from the genus Neocalanus. Neocalanus cristatus was the most abundant prey taxa, composing 50% by mass and 35% by number of the total diet. Parasagitta elegans (Chaetognatha) occurred in more stomachs (47%) than any other prey taxon. Amphipods occurred in 19% of the stomachs but composed only 5% by number and 3% by mass of the total prey consumed. The four remaining prey groups (euphausiids, ostracods, unidentified fish, and unidentified gelatinous prey) together composed <2% by mass and <1% by number of the diet. There was no major change in the diet through the size range of squid examined and no evidence of cannibalism or predation on other cephalopod species.

MECHANISMS OF ABRASIVE WEAR IN A BORONIZED ALLOY STEEL.

This paper describes the effects of abrasive hardness and size on the 2-body abrasive wear mechanisms of a boronized low alloy steel. It is found that the wear resistance of the boronized steel is much greater against alumina abrasive than against silicon carbide. This difference in wear resistance is much enhanced when the particle size or the applied load is increased. Scanning electron microscopy of the worn specimens and of the used abrasive papers revealed that the enhanced difference in wear resistance between coarse alumina and silicon carbide papers is due to a change in the wear mechanism produced by silicon carbide papers with increasing abrasive particle size.

Abrasive wear of steel during rolling-sliding contact with rock counterfaces

In many mining operations (e.g. excavation, drilling, tunnelling, rock crushing) metallic components are forced against abrasive rocks in a complex motion. This study examines the relative importance of combined rolling and sliding motion in the two-body abrasive wear of a low carbon tempered martensitic steel against rock counterfaces. A novel wear test rig has been used to vary the amount of rolling and sliding motion between a rotating steel cylinder and a counter-rotating sandstone (highly abrasive) or limestone (much less abrasive) disc. Weight-loss measurements reveal that the wear rate of the steel increases as the amount of motion against the rock counterface is reduced from pure sliding to approximately 50% sliding (and approximately 50% rolling). Scanning electron microscopy shows that when the amount of motion is reduced from pure sliding to approximately 50% sliding the topographical and sub-surface physical properties of the worn steel and rock surfaces are modified.

Investigation of anti-lock braking strategies for heavy goods vehicles

An articulated lorry was instrumented in order to measure its performance in straight-line braking. The trailer was fitted with two interchangeable tandem axle sub-chassis, one with an air suspension and the other with a steel monoleaf four-spring suspension. The brakes were only applied to the trailer axles, which were fitted with anti-lock braking systems (ABS), with the brake torque controlled in response to anticipated locking of the leading axle of the tandem. The vehicle with the air suspension was observed to have significantly better braking performance than the steel suspension, and to generate smaller inter-axle load transfer and smaller vertical dynamic tyre forces. Computer models of the two suspensions were developed, including their brakes and anti-lock systems. The models were found to reproduce most of the important features of the experimental results. It was concluded that the poor braking performance of the steel four-spring suspension was mainly due to interaction between the ABS and inter-axle load transfer effects. The effect of road roughness was investigated and it was found that vehicle stopping distances can increase significantly with increasing road roughness. Two alternative anti-lock braking control strategies were simulated. It was found that independent sensing and actuation of the ABS system on each wheel greatly reduced the difference in stopping distances between the air and steel suspensions. A control strategy based on limiting wheel slip was least susceptible to the effects of road roughness.