Abstract: A round-robin sensing device is disclosed. The round-robin sensing device comprises a MEMS device, wherein the MEMS device includes first and second sense electrodes. The round-robin sensing device also comprises a multiplexer coupled to the first and second sense electrodes, at least one sense amplifier coupled to the multiplexer, a demodulator coupled to the at least one sense amplifier, and an integrate and dump circuit coupled to the demodulator. Finally, the round-robin sensing device comprises an analog-to-digital converter (ADC) coupled to the de-multiplexer, wherein the multiplexer, the at least one sense amplifier and the demodulator provide a continuous time sense path during amplification that is resettable and wherein the integrate and dump circuit and the ADC provide a discrete time processing path.

Abstract: A gauge of a vehicle instrument cluster includes a gauge defining a dial. A pointer is rotatably mounted in the instrument cluster and movable to a plurality of positions relative to the dial. A first scale of numbers is arranged sequentially around the dial and corresponds to a first range of vehicle speed. A second scale of numbers is arranged sequentially around the dial and corresponds to a second range of vehicle speed. The second scale of numbers corresponds to vehicle speeds that are faster than the first range of vehicle speeds and have like units. The first scale and the second scale of numbers are arranged in a radially offset relationship.

Abstract: A method of estimating the airspeed of an aircraft during low airspeed conditions includes measuring a negative impact pressure using a pitot-static probe on the aircraft. Then, the method includes estimating a non-zero airspeed of the aircraft as a function of the measured negative impact pressure.

Abstract: An installed or temporarily inserted air flow instrument 48 measures air flow in a pneumatic subsystem of a cleaning station in a copier or printer. The air flow instrument has a pitot tube 52 and a static pressure tube 54. The pitot tube is substantially parallel to the length of in-line adapter 50, is centered within in-line adapter 50, and terminates in impact end 74. Static pressure tube 54 is substantially transverse to the length of in-line adapter 50. Static pressure tube 54 penetrates adapter wall 64 of in-line adapter 50 and is flush with adapter inner surface 66 of in-line adapter 50. The pressure difference at the ends of the pitot and static pressure tube represents a measurement of the air flow in the body of the air flow instrument.

Abstract: The sealing strip has a main part (1') with a first sealing lip (6) for making sealing contact with a pane (7) or a filling element. The pane (7) is placed against the sealing lip (6) during assembly and rests on the top (10) of a lip (9'). A recess (13') is provided in a bridge (4') in the body of the sealing strip. The foot or base (16') is a second part (2'), which carries a second sealing lip (15') in contact with the other side of the pan (7'), fits into the recess. When the foot (16') is inserted into the recess (13'), the two sealing lips (6'15') are elastically deformed and pressed against the pane (7'). The inserted foot has a groove (19, 22) at one end in which a rib (14') engages. The foot (16') and hence the part ( 2') are thus firmly anchored in the main part (1').

Abstract: A conversion mechanism is attached to a speedometer in such a way that the input into the speedometer can be mechanically altered to establish a conversion ratio between a first system of units and a second system of units and the speedometer is indexed to display the speed measured in either system of units. The conversion apparatus is switchable between two modes to cause the speedometer to register selectively either of the two systems of units, and the apparatus is designed to be interposed at any point along the mechanical drive or input for the speedometer.

Abstract: A locomotive speed recorder system having a gear train drive operable off the drive wheel of a locomotive, in which system a pneumatically operable cam bar is provided for disengaging the gear train drive so as to de-activate the recorder during dead-head engine runs. A changeable gear train is utilized to effect drive wheel wear compensation; and a right angle drive from the drive wheel incorporates reduction gearing to reduce wear of a flexible cable connecting the right angle drive with the recorder.