Abstract: A system in a turbine engine for preventing wear on a tip shroud of a turbine blade that includes a pocket formed in a contact surface of the tip shroud and a plug that fits within the pocket and has a durable outer surface. The durable outer surface may include a cobalt-based hardfacing powder. The pocket may be machined out of the contact surface, and the plug may include a plug of predetermined size that fits snugly into the pocket. In some embodiments, the durable outer surface may substantially align with the contact surface after the plug is fitted into the pocket. In other embodiments, the durable outer surface may remain slightly raised from the contact surface after the plug has been fitted into the pocket.

Abstract: A genetic means of determining whether a female subject produces “pregnancy competent” oocytes is provided. The means comprises detecting the level of expression of one or more genes that are expressed at characteristic levels (upregulated or downregulated) in cumulus cells derived from pregnancy competent oocytes. This characteristic gene expression level, or pattern referred to herein as the “pregnancy signature”, also can be used to identify subjects with underlying conditions that impair or prevent the development of a viable pregnancy, e.g., pre-menopausal condition, other hormonal dysfunction, ovarian dysfunction, ovarian cyst, cancer or other cell proliferation disorder, autoimmune disease and the like. Microarrays containing “pregnancy signature” genes or corresponding polypeptides provide another preferred aspect of the invention. Still further, the subject invention can be used to derive animal models, e.g.

Abstract: A genetic means of determining whether a female subject produces “pregnancy competent” oocytes is provided. The means comprises detecting the level of expression of one or more genes that are expressed at characteristic levels (upregulated or downregulated) in cumulus cells derived from pregnancy competent oocytes. This characteristic gene expression level, or pattern referred to herein as the “pregnancy signature”, also can be used to identify subjects with underlying conditions that impair or prevent the development of a viable pregnancy, e.g., pre-menopausal condition, other hormonal dysfunction, ovarian dysfunction, ovarian cyst, cancer or other cell proliferation disorder, autoimmune disease and the like. Microarrays containing “pregnancy signature” genes or corresponding polypeptides provide another preferred aspect of the invention. Still further, the subject invention can be used to derive animal models, e.g.

Abstract: A bucket tip shroud in a gas turbine includes a seal rail having a cutter tooth at one end. Bucket tip shroud creep rate can be reduced by removing the cutter tooth from the bucket tip shroud seal rail after use or with a pre-groove honeycomb shroud. Preferably, the remaining geometry matches a geometry of the seal rail within a predetermined tolerance.

Abstract: A tip cap for a turbine blade. The tip cap may include a HS-188 sheet material with a thickness of less than about 0.079 inches (about 2 millimeters) and a number of holes positioned in the sheet material.

Abstract: A genetic means of determining whether a female subject produces “pregnancy competent” oocytes is provided. The means comprises detecting the level of expression of one or more genes that are expressed at characteristic levels (upregulated or downregulated) in cumulus cells derived from pregnancy competent oocytes. This characteristic gene expression level, or pattern referred to herein as the “pregnancy signature”, also can be used to identify subjects with underlying conditions that impair or prevent the development of a viable pregnancy, e.g., pre-menopausal condition, other hormonal dysfunction, ovarian dysfunction, ovarian cyst, cancer or other cell proliferation disorder, autoimmune disease and the like. Microarrays containing “pregnancy signature” genes or corresponding polypeptides provide another preferred aspect of the invention. Still further, the subject invention can be used to derive animal models, e.g.

Abstract: A tip cap for a turbine blade. The tip cap may include a HS-188 sheet material with a thickness of less than about 0.079 inches (about 2 millimeters) and a number of holes positioned in the sheet material.

Abstract: A method facilitates assembling a rotor assembly for gas turbine engine. The method includes providing a first rotor blade including an airfoil, a platform, a shank, an internal cavity, and a dovetail, wherein the airfoil extends radially outward from the platform, which includes a radially outer surface and a radially inner surface, the shank extends radially inward from the platform, and the dovetail extends from the shank, such that the internal cavity is defined by the airfoil, the platform, the shank, and the dovetail. The method also includes coupling the first rotor blade to a rotor shaft such that during engine operation, cooling air is channeled from the cavity through an impingement cooling circuit for impingement cooling the first rotor blade platform radially inner surface, and coupling a second rotor blade to the rotor shaft such that a platform gap is defined between the first and second rotor blade platforms.

Abstract: A bucket tip shroud in a gas turbine includes a seal rail having a cutter tooth at one end. Bucket tip shroud creep rate can be reduced by removing the cutter tooth from the bucket tip shroud seal rail after use or with a pre-groove honeycomb shroud. Preferably, the remaining geometry matches a geometry of the seal rail within a predetermined tolerance.

Abstract: An approach to remotely shutting down and stopping a train consist would allow for increased safety and security of locomotives. A locomotive Security Module (LSM), a Security Control Device (SCD), a transceiver, an engine control system, and a brake control system would be mounted directly to each locomotive. Associated remotely with these devices would be a transceiver, a control computer, and a locomotive interface unit (LIU). The LSM is connected to the locomotive's engine control system, and the SCD is interconnected with the locomotive's braking system in a manner that when remotely triggered either an emergency braking application or an emergency engine shutdown will occur. Wherein enhancing the overall safety and security of a train consist is achieved.

Abstract: An elevator system that includes a cab unit is connected by a hoisting system to a counterweight unit so that both units move at the same speed over vertical rails. A single governor rope is trained in an endless loop between an upper drive sheave and a lower tensioning sheave so that a pair of vertically disposed parallel runs of rope pass between the units. A bidirectional governor brake is arranged to retard the ropes speed when an over speed condition is encountered. Safeties associated with both units are connected to the opposite runs of the governor rope and are tripped when the governor rope is braked.

Abstract: A train separation detector for a distributed power control system in railroad trains and trains with an installed Electronic Control Pneumatic (ECP) brake system uses the distance traveled input from an axle drive generator or similar device to compute the speed of the lead locomotive and the speed of the remote locomotives and/or ECP brake system equipped cars and also the distance traveled by the lead locomotive and the remote locomotives and/or ECP brake system equipped cars per unit of time. Normally, both the distance traveled and the speed of the lead and remote locomotives and/or ECP brake system equipped cars will, on average, be the same since they are in the same train. If there is a separation, however, both the distance traveled and the speed of the lead and remote locomotives and/or ECP brake system equipped cars will be different to the extent that there is a train separation.

Abstract: A train separation detector for a distributed power control system in railroad trains uses the distance traveled input from an axle drive generator or similar device to compute the speed of the lead locomotive and the speed of the remote locomotives and also the distance traveled by the lead locomotive and the remote locomotives per unit of time. Normally, both the distance traveled and the speed of the lead and remote locomotives will, on average, be the same since they are in the same train. If there is a separation, however, both the distance traveled and the speed of the lead and remote locomotives will be different to the extent that there is a train separation. By comparing the speed and distance traveled of the lead and remote locomotives, the distributed power system will be able to detect train separation and take appropriate action.

Abstract: A consist power monitor provides information to the engineer of a multiple unit consist on the ability of each locomotive to provide traction power and dynamic braking. The consist power monitor is a microprocessor based device which communicates with other locomotive consist power monitors, either through the MU cable or over a wireless link, to display consist status to the engineer. Where the communication is through the MU cable, the communications link is provided by a high frequency carrier superimposed on an existing MU cable wire. No modification is required to the MU cable allowing for easy retrofit of existing locomotives. The alternative wireless communication is accomplished by means of a low power, spread spectrum data link now being incorporated into new locomotives. Information exchanged among the consist power monitors pertains to loading and dynamic brake conditions of the locomotives in the consist. Locomotive consist information is presented continuously.

Abstract: A brake control mechanism allows the engineman in a lead locomotive to control the brakes of a helper locomotive and does not require a manual connection of the brake pipe of the train to that of the helper locomotive. The End of Train (EOT) unit is used to effect this control. The EOT transmits brake pipe pressure data sensed at the end of the train. Both the lead locomotive and the helper locomotive are equipped with Head of Train (HOT) units which receive the transmitted data from the EOT unit. In the case of the HOT unit in the lead locomotive, this data is processed and displayed for the engineman in that locomotive, as is the normal operation in those units. However, in the case of the HOT unit in the helper locomotive, that unit is first of all set to receive the transmitted data from the EOT unit by dialing in the identification (ID) of the EOT unit using thumbwheels on the HOT unit provided for that purpose.

Abstract: Improvements relating to railroad telemetry and control system address problems in compatibility between HOT and EOT units, implement an automatic UDE location procedure, and automate calibration of EOT units. An improved two way protocol that allows EOT units having different code formats to be used with a HOT unit. A method is implemented by a HOT unit, cooperating with an EOT unit, for locating a fault which causes a UDE brake operation. An automatic calibration procedure for the EOT unit that does not require the operator to have access to the electronic circuitry.

Abstract: Improvements relating to railroad telemetry and control system address problems in compatibility between HOT and EOT units, implement an automatic UDE location procedure, and automate calibration of EOT units. An improved two way protocol that allows EOT units having different code formats to be used with a HOT unit. A method is implemented by a HOT unit, cooperating with an EOT unit, for locating a fault which causes a UDE brake operation. An automatic calibration procedure for the EOT unit that does not require the operator to have access to the electronic circuitry.

Abstract: Power supply for an EOT unit in which an electrical generator driven by air from the train air brake pipe provides the primary power to the EOT unit. The power supply of this invention may be incorporated as part of the EOT unit or it may be supplied as a power kit modification for existing EOT units in order to replace electric storage batteries in these units.

Abstract: A user interactive mass storage data access system includes a personal computer (10) and a stimulated book (30). A mass storage device, such as a compact disk (CD) read only memory (ROM) (22), is connected to the personal computer, and the computer and the stimulated book are connected by an infrared (IR) data communications link including IR transceivers (26, 48). The simulated book includes a display screen (34) and a microprocessor (43) with memory (44, 46). The microprocessor is programmed for storing data received and decoded by its IR transceiver (48) in memory (46) and responsive to user input for displaying a page of data on the display screen. In addition, the microprocessor is programmed to cause its IR transceiver (48) to transmit to the IR transceiver (26) connected to the personal computer (10) a data request command, and the personal computer is in turn programmed to transmit data from the CD ROM (22) to the simulated book (30).

Abstract: A solid state event recorder having particular application to railroad locomotives has a plurality of interface modules to allow the collection of desired data over a period of time. Radio downloading of the data provided by a telemetry transmitter to wayside receivers is the primary way of downloading data. Alternative data downloading are provided by a removable memory module, a portable wireless data extractor and a laptop computer. The removable memory module is provided with its own backup battery power supply but normally derives its power from an inductive coupling to the solid state recorder. Data is read into the removable memory module from the solid state recorder via an inductive coupling, and data is read out of the removable memory module to the telemetry transmitter via another inductive coupling. Both the portable wireless data extractor and the laptop computer are used for maintenance purposes.