Friday, December 31, 2010
E-cigarette (Electronic Cigarette)
Thursday, December 30, 2010
OLED-PRINCIPLE
History
Working principle
ORGANIC LED-OLED-FUTURE TREND
OLED displays are used in televisions, laptop and desktop computers, cellular phones, digital video cameras, DVD players, PDAs (personal digital assistants) and car stereos. New technologies that build on the OLED include the FOLED (flexible organic light-emitting display), which promises to bring portable, roll-up displays to the consumer market within the next few years. According to market analysts DisplaySearch, OLED display revenues will grow to $4.5 B by 2011, up from $0.5 B in 2006.
GSLV failure: Work on cryogenic engine to continue
As many as ten connectors between the second and cryogenic third stage had snapped, resulting in non-receipt of commands from onboard computers to strap-on motors in the first stage leading to disintegration of the Geostationary Satellite Launch Vehicle (GSLV-F06) mission which was destroyed within a minute of launch on on Christmas Day.
ISRO sources, speaking on condition of anonymity, said analysis of the data revealed the GSLV-F06, which was meant to put India's heaviest and most advanced communication satellite GSAT-5P in orbit, went out of control due to snapping of ten connectors.
"The take-off was smooth and the flight was normal till 47 seconds. But trouble arose in the next three seconds, when 10 connectors located between the second and third stage (cryogenic stage) got separated, leading to the vehicle losing controllability," the sources said.
The heat shield capsule of the cryo-engine, where the satellite is located, broke first followed by the strap-on motors in the first stage.
As the vehicle started disintegrating, the mission was destroyed by the Range Safety Officer by pressing the "destruct" button, to prevent the debris from falling in human habitations.
The sources said they believed that the area near the connectors, which were like mini-plugs and sockets to take the command from on- board computers at the top portion of the vehicle right down to the strap-on in the first stage, would have received sudden heavy loads between the second and third stage, leading to their snapping.
The sources stoutly denied that increase in the weight of the satellite by nearly 100 kg had led to the disaster.
Analysis of the data showed that snapping of connectors had led to the disintegration of the vehicle and it had nothing to do with the increase in the weight of the satellite, which was only marginal, the sources said.
The government is seeing the GSLV failure on Thursday as a setback, but there is resolve that development of the indigenous cryogenic engine will continue, sources have told NDTV.
Work on cryogenic engine to continue:
India has no choice but to master this technology in the long run as it is technology that has been denied to the country, the sources said.
It took the country more than 15 years to develop the cryogenic engine as technology for this was denied when, in the 1990s, America put pressure on Russia and forced the cancellation of an Indo-Russian technology transfer deal. The argument given was that India would use these engines to make missiles. Two decades later, none of the Indian missiles uses a cryogenic engine. A team of hundreds of scientists toiled day and night to master this technology.
There will now be a thorough probe into why the cryogenic engine failed.
Minister of State for Science and Technology Prithviraj Chauhan is also expected to make a statement on the GSLV failure. (Read: Disappointment. India's GSLV D3 mission fails)
On Thursday, immediately after a much-awaited launch of the Geosynchronous Satellite Launch Vehicle (GSLV), the indigenous cryogenic engine underperformed and the rocket deviated from its path.
ISRO chairman, K Radhakrishan, announced that the rocket had spun out of control and that the cryogenic engine may have ignited. He promised another attempt next year. (Read: ISRO statement on GSLV's failure)
"Sorry to inform you that the cryogenic stage was not successful. The countdown was eventless. We are not very sure that the cryogenic main engine did ignite. The vehicle was tumbling, it lost its control and altitude and splashed down in the sea," Radhakrishan said.
The cost of the mission was Rs 330 crore. The tall and majestic GSLV, if launched successfully, would have marked India's entry into the multi-billion dollar commercial launcher market on a fully indigenous rocket. A sophisticated new Indian technology called the cryogenic engine was being flown for the first time. In the five earlier flights, India had used pre-used imported Russian made cryogenic engines. It was this engine that underperformed.
The failure will impact India's efforts at launching its own communication satellites, its first manned space flight and the planned launch of Chandrayan 2 in 2012.
It's the second major setback months after the failure of Chandrayaan-1 - India's maiden mission to the moon. But on a positive note, ISRO has been able to come back with a bang in the past. It plans to attempt another launch in a year.
Scientists also point out that cryogenic engines are a difficult technology to master and even countries like the US and Japan failed in their maiden attempts.
The Indian-made Geosynchronous Satellite Launch Vehicle, at 50 meters tall would be as high as a 25-storey building, and weighing a whopping 416 tons. It is a three-stage rocket.
At lift-off, the first stage ignites using one of the world's largest solid fuel motors and strap on boosters. (Read: GSLV - India's big launch)
The first stage separates and the second stage, powered by a liquid engine takes over, while the heat shield is shed.
At an altitude of about 130 kilometres, the second stage separates and the all-important cryogenic engine takes over. Using very cold liquid oxygen and liquid hydrogen as fuel, this special engine helps launch heavier satellites into space.
After a 17-minute flight, the satellite was to have been put into its designated orbit above Earth.
This mission was to have hoisted a sophisticated communications satellite called G-Sat, an Indian-made experimental satellite that weighs 2200 kg and would improve the global positioning system. It was also to have tested a new electrical propulsion system to keep the satellite in its orbit. It was also carrying a set of Ka band transponders, which would have increased the quality of television coverage.
video:
Prof Yashpal on the failure of GSLV
Mininimun Phase Filter
Inverse system
Discrete-time example
Non-minimum phase
Maximum phase
A maximum-phase system is the opposite of a minimum phase system. A causal and stable LTI system is a maximum-phase system if its inverse is causal and unstable. That is,- The zeros of the discrete-time system are outside the unit circle.
- The zeros of the continuous-time system are in the right-hand side of the complex plane.
Mixed phase
Linear phase
Group delay and phase delay:
All signal components are delayed when passing through a device such as an amplifier or a loudspeaker. The signal delay can be (and often is) different for different frequencies. The delay variation means that signals consisting of different frequency components suffer delay (or time) distortion. A small delay variation is usually not a problem, but larger delays can cause trouble such as poor fidelity and intersymbol interference. High speed modems use adaptive equalizers to compensate for group delay.
- 1. The rate of change of the total phase shift with respect to angular frequency,
- through a device or transmission medium, where
is the total phase shift in radians, and
is the angular frequency in radians per unit time, equal to
, where
is the frequency (hertz if group delay is measured in seconds).
- 2. In an optical fiber, the transit time required for optical power, traveling at a given mode's group velocity, to travel a given distance.
- Note: For optical fiber dispersion measurement purposes, the quantity of interest is group delay per unit length, which is the reciprocal of the group velocity of a particular mode. The measured group delay of a signal through an optical fiber exhibits a wavelength dependence due to the various dispersion mechanisms present in the fiber.
All-pass filter
- At high frequencies, the capacitor is a short circuit, thereby creating a unity-gain voltage buffer (i.e., no phase shift).
- At low frequencies and DC, the capacitor is an open circuit and the circuit is an inverting amplifier (i.e., 180 degree phase shift) with unity gain.
- At the corner frequency ω=1/RC of the high-pass filter (i.e., when input frequency is 1/(2πRC)), the circuit introduces a 90 degree shift (i.e., output is in quadrature with input; it is delayed by a quarter wavelength).
Tuesday, December 21, 2010
Sunday, December 19, 2010
The History of Airbags
Allen Breed - History of the Airbag
Allen Breed was holding the patent (U.S. #5,071,161) to the only crash sensing technology available at the birth of the airbag industry. Breed invented a "sensor and safety system" in 1968, the world's first electromechanical automotive airbag system. However, rudimental patents for airbags go back to the 1950s. Patent applications were submitted by German Walter Linderer and American John Hedrik as early as 1951.Walter Linderer's airbag was based on a compressed air system, either released by bumper contact or by the driver. Later research during the sixties proved that compressed air could not blow the bags up fast enough. Linderer received German patent #896312.
John Hedrik received U.S. Patent #2,649,311 in 1953 for what he called a "safety cushion assembly for automotive vehicles."
Airbags Introduced
In 1971, the Ford car company built an experimental airbag fleet. General Motors tested airbags on the 1973 model Chevrolet automobile that were only sold for government use. The 1973, Oldsmobile Toronado was the first car with a passenger air bag intended for sale to the public. General Motors later offered an option to the general public of driver side airbags in full-sized Oldsmobile's and Buick's in 1975 and 1976 respectively. Cadillacs were available with driver and passenger airbags options during those same years. Early airbags system had design issues resulting in fatalities caused solely by the airbags. Airbags were offered once again as an option on the 1984 Ford Tempo automobile. By 1988, Chrysler became the first company to offer air bag restraint systems as standard equipment. In 1994, TRW began production of the first gas-inflated airbag. They are now mandatory in all cars since 1998.Types of Airbags
There are two types of airbags; frontal and the various types of side-impact airbags. Advanced frontal air bag systems automatically determine if and with what level of power the driver frontal air bag and the passenger frontal air bag will inflate. The appropriate level of power is based upon sensor inputs that can typically detect: 1) occupant size, 2) seat position, 3) seat belt use of the occupant, and 4) crash severity. Side-impact air bags (SABs) are inflatable devices that are designed to help protect your head and/or chest in the event of a serious crash involving the side of your vehicle. There are three main types of SABs: chest (or torso) SABs, head SABs and head/chest combination (or "combo") SABs.Sorce:
Wednesday, December 15, 2010
How do Transistors Work?
Source:::: link
Sunday, December 12, 2010
Do u know why we call 'e' as natural no??
Thursday, December 9, 2010
Can We Store Electricity from Lightning?
It is theoretically possible to store and harness the electricity from lightning, and several proposals have been advanced to show how this could be done. There are a number of reasons which make these proposals impractical, however. Lightning is simply not a good source of energy, and there are numerous alternatives which are safer, less energy-intensive, more effective, and readily available. In other words, just because humans can potentially and highly theoretically store electricity from lightning doesn't mean that they should.
On the surface, lightning seems to have a lot of potential as an energy source. It is totally renewable, which is a definite advantage, and it is readily available in some regions of the world. Furthermore, lightning has a lot of energy; a single bolt can power 150 million light bulbs. The idea of harnessing so much energy and storing it is immensely appealing.
There are a number of problems with trying to harness the tremendous energy of lightning bolts. The first is that lightning is highly unpredictable. There is no way to know exactly where and when lightning will strike, so it would be difficult to find a location to turn into a facility for processing lightning for energy. Lightning also delivers its energy all at once, which would require huge batteries and capacitors. Otherwise, the energy would simply blow out any systems established to capture it. The potential instability in the supply of electricity from lightning is far less of an issue than the infrastructure which would be needed to support the energy collection process. Lightning is so powerful that it would overload all but the most sophisticated and heavy-duty systems, and the wisdom of building and installing such a system would be questionable if it could only harvest the energy from a few lightning bolts a year. Even in areas where lightning is frequent, the cost of the system would probably outweigh the benefit of getting electricity from lightning.
Humans may at some point develop a system which can cheaply and effectively collect and store electricity from lightning. Technological innovation is a natural part of human societies, and advances are constantly being made. 18th century humans would have been astounded by the things developed in the 19th century, for example. Such a development is likely to occur in the distant future, however, making it more important to focus on accessible sources of alternative energy like sunlight, wind, and water.
Can We Store Electricity from Lightning?
It is theoretically possible to store and harness the electricity from lightning, and several proposals have been advanced to show how this could be done. There are a number of reasons which make these proposals impractical, however. Lightning is simply not a good source of energy, and there are numerous alternatives which are safer, less energy-intensive, more effective, and readily available. In other words, just because humans can potentially and highly theoretically store electricity from lightning doesn't mean that they should.
On the surface, lightning seems to have a lot of potential as an energy source. It is totally renewable, which is a definite advantage, and it is readily available in some regions of the world. Furthermore, lightning has a lot of energy; a single bolt can power 150 million light bulbs. The idea of harnessing so much energy and storing it is immensely appealing.
There are a number of problems with trying to harness the tremendous energy of lightning bolts. The first is that lightning is highly unpredictable. There is no way to know exactly where and when lightning will strike, so it would be difficult to find a location to turn into a facility for processing lightning for energy. Lightning also delivers its energy all at once, which would require huge batteries and capacitors. Otherwise, the energy would simply blow out any systems established to capture it. The potential instability in the supply of electricity from lightning is far less of an issue than the infrastructure which would be needed to support the energy collection process. Lightning is so powerful that it would overload all but the most sophisticated and heavy-duty systems, and the wisdom of building and installing such a system would be questionable if it could only harvest the energy from a few lightning bolts a year. Even in areas where lightning is frequent, the cost of the system would probably outweigh the benefit of getting electricity from lightning.
Humans may at some point develop a system which can cheaply and effectively collect and store electricity from lightning. Technological innovation is a natural part of human societies, and advances are constantly being made. 18th century humans would have been astounded by the things developed in the 19th century, for example. Such a development is likely to occur in the distant future, however, making it more important to focus on accessible sources of alternative energy like sunlight, wind, and water. SOURCE: WWW.wisegeek.com
Sunday, December 5, 2010
TESLA INVENTED RADIO?
> In all of the mass comm books I have used over the past 20 years, credit
> for early development in radio goes to Marconi, Fessenden, De Forest
> and Armstrong. On occasion, and seldom at that, Tesla is mentioned. But
> he is never discussed as a major player in the beginnings of radio.
The books don't mention that the powerful spark transmitters used by Marconi were Tesla coils, nor do they point out that
Tesla's main problem was that he set his sights too high. He didn't bother with simple and low-cost radio communication between transmitter and receiver. Instead he was aiming for a high power centralized *worldwide* radio communication system and wireless power distribution system. His device more resembled a power plant than a cellphone. He failed at this. Another major problem was that Tesla apparently did not take Marconi seriously as an opponent, and so Tesla did not fiercely defend his work when it was being stolen. The history of invention is written by the winners, and since the winners' success in Radio was based on their use of Tesla's transmitter invention and grounded antennas, they certainly avoided mentioning Tesla! In his Nobel Prize speech, would Marconi give credit to the inventor on which his system was based? Also, people assume that a victim will fiercely fight against theives, and since Tesla didn't fight, they decide that there must not have been theft. And finally, Tesla's ideas were used to make money by far more people than just Marconi. When people steal ideas, they try to make themselves feel better; they justify their theft by ridiculing and marginalizing the ideas even as they profit from them. They pretend that the ideas were "in the air," or were "obvious methods" which anyone could see. Historians reading the material written by such people will not see all their lying and subterfuge. It takes a historian with rare insight (or perhaps one with paranoid distrust of fellow humans) to cut through the dishonesty and interpret the evidence without that bias.
Initially Tesla rejected fame and wealth, and freely gave away his ideas via public science lectures, rather than employing the secrecy and courtroom patent-battles of fellow inventors. Perhaps his upbringing as a minister's son gave him too much trust and altruism to be a sharp businessman or secretive inventor. And not being a professional scientist, Tesla didn't preserve his priority by publishing his research papers in physics journals. He also made the mistake of attempting to perfect his entire system before releasing it to the world, rather than releasing crude versions immediately and then improving it over time. He made radio possible, but his own dreams failed. He invented modern radio, but made such serious business mistakes that the recognition (to say nothing of the money!) all went to others.
The simplified history: Tesla, the expert in high frequency power systems, follows a vision of worldwide instantaneous communication and invents a radio SPARK TRANSMITTER whose output power far outstrips anything of the period. This spark transmitter is based on several key Tesla techniques: rotary spark gap, lumped resonance (rather than antenna resonance,) capacitor energy storage, and an antennea with a ground connection. Tesla also invents a mechanical AC generator or "alternator" capable of broadcasting high power radio waves. Of course radio recievers already existed: the coherer, (NOT invented by Marconi but by Branly and others.) Earlier radio systems such as that of Hertz and Stubblefield also existed, but they had extremely limited range. Tesla's amazing spark transmitter put out 1000 to 10,000 times the power of existing transmitters, and made worldwide communication feasible.
Today we call this transmitter by the name "Tesla Coil."
This was the status in 1893, with several patents granted to Tesla in 1898 and on. Besides the spark transmitter, the high frequency alternator, and the grounded antenna, Tesla's inventions also included the four tuned circuits of all modern radio systems: a transmitter and receiver at both ends of a radio link, all four using tuning.
Next stage: Marconi takes the Branly coherer and Tesla's spark transmitter and antenna inventions, commercializing them. But Tesla ignores this threat, believing that his completed "world system" will be far superior to Marconi's ocean-spanning demonstration. Therefore Tesla pursues centralized power transmission rather than simple communications alone. He says something to the effect "good luck to Marconi, he's using seventeen of my patents." Perhaps Tesla had a point, since Marconi did see his own patents rejected numerous times by the US Patent Office. The patent officer thought it ridiculous that Marconi claimed not to know about Tesla Coils. But then mysteriously Marconi's patents were suddenly accepted.
Tesla also remained aloof from the community of early radio developers while single-mindedly pursuing his own vision. Nearly twenty years later Tesla finally takes Marconi to court. He can't afford powerful lawers and a long court case. He loses! As many other inventors have found, the winner in a patent battle is usually the side with the deeper pockets. Tesla couldn't afford to continue the court case. Also, though Tesla's patents were prior to Marconi, Marconi had the press behind him. Marconi also had both the US government as well as big business behind him. The country wanted point-to-point radio, while the inventor of the spark transmitter wanted only centralized power broadcast stations. Tesla also wanted to keep control of radio by patenting his work. One can imagine that the government and commercial sectors would search for a way to get such an important invention loose from Tesla's hands by breaking the patents. This probably was the reason why Marconi's US radio patents suddenly went through in the first place after being rejected. Finally, Tesla was an unknown in Radio when compared to Marconi, and the judge was very probably not a technical expert.
Tesla loses his R&D financing in later decades, while Marconi's international companies are wildly successful. It's not a conspiracy theory to say "whoever has the gold, makes the rules." Tesla is not vindicated until 1943, when the US Supreme court reverses the old decision, strikes down the Marconi patents, and awards priority to Tesla #645,576. This was no altruism, since large amounts of money rode on the possibility that Marconi's existing companies could lose their patents.
See also:
Just Who Invented Radio?, radio author, B. E. Rhodes, 1998
Who Invented Radio?, AARL, S. Horzepa, 2003
Also: "Tesla, Man out of Time", Margaret Cheney, especially "The Great Radio Controvery." This book references as a thorough account an article "Priority of Invention of Radio - Tesla vs. Marconi", from The Antique Wireless Association No. 4, March 1980. (I haven't tracked this down.)
Why is Tesla ignored today? Of course there's the old saw that "history is written by the winners". This remains true even if the winners used dishonest means. But there are better explanations. First, names have immense power, and we don't call the Spark Transmitter by it's real name: the Tesla coil. We might have Edison lamps, but nobody says that a grounded radio antenna is a "Tesla antenna." Tesla's mechanical generator also aquired the name "Alexanderson alternator" (Twenty years after Tesla's invention, Alexanderson of Edison's General Electric company patented an improvement which reached above 100KHz, while Tesla's version only ran at up to 50KHz.)
There is another reason why Tesla is ignored today. Tesla lectured about his discoveries, and in a very short time his ideas were incorporated into the technical culture of the period. When this happens, people of the time tend to deny that a single inventor originated the ideas. They can't benefit from historical hindsight, of seeing their own times from the viewpoint of an outsider. Instead they tend to believe that the ideas simply arose spontaneously in many places, or by unnoticed team effort. Historians of much later decades are particularly prone to this mastake. The history of the Wright Brothers followed a similar path; the Wrights published articles about their boxkite-winged glider, and within a few years everyone was copying it and assuming that biplanes were the "natural way to proceed." Only in hindsight does the overwhelming influence of the Wrights' wing-warping biplane become obvious. And so with radio, inventors copied Tesla without realizing it; assuming that his methods of resonant coil and grounded antenna were simply the "obvious way" it should be done. High-power transmitter systems, high frequency resonanant tuning and grounding, the keys to successful radio, were thought to be "in the air." Only through modern hindsight can we see that Tesla, and not Marconi, was the one who put them there.
I'm going to indulge in some unsupported speculation. My own experience as a textbook consultant points to another reason why Tesla is ignored: reference books support each other. Groups of Reference books in many ways strive for consistency rather than for truth. They try not to contradict each other or raise critical questions about apparently well-known history. To an extent they are "inbred", and to an extent their information is not absolute truth, but rather is a consensus perception of the truth. However, most authors would vigorously deny this embarrassing view, and would prefer to believe that reference books contain only truth. In other words, since most books say the same thing, they must all be correct, no? No, not if their authors place the goal of consensus higher than the goal of accuracy or even honesty. If concensus is more important than fact, then the books would be expected to all agree with each other, whether their concensus facts were correct or not.
For this reason it is nearly impossible to alter the contents of text and reference books, even if the material in them is clearly erroneous. If all the books say the same thing, no single author is willing to buck the majority and stand out from the crowd. After all, that many books couldn't be wrong! Yet if they *are* wrong, then acknowledging this fact would rub our noses in the fragility of the foundations of our whole system of knowledge. And so we maintain a unified front of "illusory truthfulness." Maintaining the illusion becomes more important to us than the correcting of any mistakes. If we must maintain respect for reference books at any cost, then whenever they all make the same major flub, we don't correct that flub. We don't even see it, since we automatically indulge in unsupported disbeliefs which lead to blindness and denial.
If a major mistake regarding Tesla's priority to inventing Radio is made in 1915, and if this mistake is not officially righted until 1943, then reference books and textbooks had thirty years to mistakenly elevate Marconi as the inventor of radio. How many decades do you think it would take before the thirty years of Marconi-worship finally wears off, before the textbook concensus shifts and begins to recognize Tesla? Well, fifty years have passed, and clamor to recognize Tesla is finally starting to be heard. PBS even presented Tesla's radio history in the recent "Tesla: Master of Lightning." However, the major players currently dismiss the Tesla revision as "conspiracy theories" coming from fringe groups and "Tesla worshippers." I suspect that it will take far longer than fifty years before all the new textbooks finally reverse themselves. It can only happen slowly, so nobody is threatened or embarrassed. Politics and face-saving becomes far more important than historical accuracy! The real story must invade the books slowly, so no one is directly forced to confront the staggering extent of this historical error.