Abstract: An affordable system for the production of clean energy comprises a plurality of tubular columns, each sealed at the bottom, to contain water in most of its inner volume. A buoy having an opening at the very bottom and a mechanical valve at its top thereby becomes inflatable and deflatable at preset times in a cycle. Once made buoyant by letting air in the bottom opening—forcing most of the water out of the buoy—it thereby elevates to the very top of the column until it reached the top of the column where the column lid depresses the valve stem deflating the buoy thus lowering the buoy to the bottom to begin the cycle again. A chain and gears engage with a rotary alternator for the generation of electricity.

Abstract: An optical attenuator is included within an aircraft decoy driver system for driving a fiber optic towed decoy system to compensate for variability in the fiber optic connection to the towed decoy system. The attenuator is controlled by a control signal from the towed decoy system and adjusts the link gain based on this feedback control signal to compensate for link loss, which is highly variable and may include losses as a function of cable, connectors and splices, and to maintain a relatively constant gain. To ensure the broadest range of performance, a higher power laser can be used to drive an external Mach Zhender Modulator or an erbium doped fiber amplifier (EDFA) prior to the optical attenuator. The result is a fiber optic towed decoy system that is adaptable to various platforms and design configurations without degradation in performance of the towed decoy system.

Abstract: An optical amplifier is included within a fiber optic transmission system for driving a fiber optic towed decoy system. The optical amplifier boosts the optical power of a laser on board the driving system and compensates for link loss within the driving system and link loss associated with a blind connection between the driving system and the towed decoy. The optical amplifier may be an erbium doped fiber amplifier and may be run in a saturation mode. The result is a towed decoy system capable of operating more consistently across a range of platforms and in some cases less stringent gain requirements on towed decoy components.

Abstract: To control the changeover between different speed ratios in an automotive transmission, with the aid of hydraulically actuatable clutches and brakes, a 1-2 shift valve (70) and a 2-3 shift valve (90) responsive to a speed-dependent fluid pressure are subjected to a countervailing load-dependent fluid pressure generated by a throttle valve (40), under the control of the vehicular accelerator, above a predetermined intermediate point of the load range. Fluid for the actuation of the clutches and brakes, under a pressure rising in the lower part of the load range and remaining constant in its upper part, is delivered by a modulating valve (340) in cascade with the throttle valve, provided with a limitedly displaceable slider, or by cascaded modulating and limiting valves (350, 357).

Abstract: Two concurrently operated hydraulic brakes of an automotive transmission, actuated in an intermediate-speed ("second gear") position, are filled under the control of a slide valve whose slider in a normal position admits fluid at high rate to both brakes and thereafter assumes an unstable throttling position in which the fluid pressure gradually builds up in them to a value causing an associated plunger to return the slider to normal. One of the brakes, which is only unidirectionally effective, remains actuated also upon an upshift into a high-speed position ("third gear") whereas the other, bidirectionally effective brake is released upon such upshift under the control of a shift valve which cuts off the fluid flow to the latter brake and establishes a drainage path therefor by passing the slide valve.