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There s no better way to scare off burglars and annoy your neighbors than by connecting a siren to your security system. Sure, it s gratifying enough to know that when your security system has been tripped that the police will show up with their pistols drawn and bloodthirsty K9s straining against their leashes, ready to chomp on a perp. However, a siren gives the burglar a head start, making the whole apprehension a little more sporting. The siren we re using for our Smart Home project is shown in Figure 5-6.
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Line rate offset: In this case the line rate of the signal emanating from the analyzer is offset by a specified amount. The output from the NE then can be examined to see if it contains the correct pointer adjustments (Figure 30.9). Payload frequency offset: The line rate of the analyzer is kept the same, but the data in the synchronous payload envelope (SPE) is derived from the offset clock. This will necessitate pointer movements in the signal source from the analyzer. The output from the NE can be examined to confirm correct processing of these movements (Figure 30.10). The most complex analyzers extend these offsets to individual VT/TU to check subrate pointer movements.
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Users can take advantage of the multifunction capabilities of instant messaging (IM) applications: chatting, video, voice, games, file transfers, and others. Many or all of these can create productivity problems and security issues in the workplace. Inspection of IM became available in version 7, allowing you to control these functions. Inspection features currently support Yahoo Messenger and MSN Messenger IM clients on their native ports. With these IM clients, you can control what usernames the users use to log in, the user and server addresses allowed to communicate with each other, the services the clients can use within the IM client, and many other things. The following sections will discuss how to configure an IM inspection policy.
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Let s start with what the drivetrain in a conventional internal combustion engine vehicle must accomplish. In practical terms, the power available from the engine must be equal to the job of overcoming the tractive resistances discussed earlier for any given speed. The obvious mission of the drivetrain is to apply the engine s power to driving the wheels and tires with the least loss (highest efficiency). But overall, the drivetrain must perform a number of tasks: Convert torque and speed of the engine to vehicle motion-traction Change directions, enabling forward and backward vehicle motion Permit different rotational speeds of the drive wheels when cornering Overcome hills and grades Maximize fuel economy The drivetrain layout shown in simplified form in Figure 5-6 is most widely used to accomplish these objectives today. The function of each component is as follows: Engine (or Electric Motor) Provides the raw power to propel the vehicle. Clutch For internal combustion engines, separates or interrupts the power flow from the engine so that transmission gears can be shifted and, once engaged, the vehicle can be driven from standstill to top speed. Manual Transmission Provides a number of alternative gear ratios to the engine so that vehicle needs maximum torque for hill-climbing or minimum speed to economical cruising at maximum speed can be accommodated. Driveshaft Connects the drive wheels to the transmission in rear-wheel-drive vehicles; not needed in front-wheel-drive vehicles. Differential Accommodates the fact that outer wheels must cover a greater distance than inner wheels when a vehicle is cornering, and translates drive force 90 degrees in rear-wheel-drive vehicles (might or might not in frontwheel-drive vehicles, depending on how engine is mounted). Most differentials also provide a speed reduction with a corresponding increase in torque. Drive Axles Transfer power from the differential to the drive wheels. Table 5-8 shows that you can typically expect 90 percent or greater efficiencies (slightly better for front-wheel-drive vehicles) from today s drivetrains. Internal combustion engine vehicle drivetrains provide everything necessary to allow an electric motor to be used in place of the removed engine and its related components to propel the vehicle. But the drivetrain components are usually complete overkill for the EV owner. The reason has to do with the different characteristics of internal combustion engines versus electric motors, and the way they are specified.
Fig. 8.6
The amide group and carbonyl group on the polypeptide backbone are each polar. The uneven charge distribution of the electron cloud means that each group is effectively a dipole. The amide group has a charge of approximately 0.2 and the carbonyl approximately 0.4. Together, in a peptide bond, these two dipoles act as a single dipole with D (the dipole moment) equal to about 0.7. See Fig. 9-4. Since a protein (a polypeptide) is a whole chain of such dipoles strung together, you can see how this could have a significant effect on the conformation of the protein. Recall from Chap. 6 that the energy of dipole-dipole interactions varies
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int fd; if(_dos_open("test.tst", O_RDWR, &fd)) printf("Error opening file.");
In this program, the method GetZeroBal( ) is not called because balance contains a value. As explained, when the left-hand expression of contains a value, the right-hand expression is not evaluated.
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