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A complementary metal oxide semiconductor (CMOS) device is described. The device is based on n-(In-Ga-Zn-O) and p-type (SnO x) active oxide semiconductors and uses a transparent conductive oxide (In-Zn-O) as gate electrode that sits on a flexible, recyclable paper substrate that is simultaneously the substrate and the dielectric. Copyright © 2011 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.

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New compounds of the general formulas [M(Ar-BIAN)(2)]BF(4) and [M(Ar-BIAN)(NCMe)(2)]BF(4), where M=Cu(1) or Ag(1) and Ar-BIAN = bis(aryl)acenaphthenequinonediimine, were synthesized by the direct reaction of [Cu(NCMe)(4)]BF(4) or [Ag(NCMe)(4)]BF(4) with the corresponding Ar-BIAN ligand in dried CH(2)Cl(2). The synthesized compounds are [M(o, d, p-Me(3)C(6)H(2)-BIAN)(2)]BF(4) where M = Cu(1) (1) and Ag(1) (2), [M(o,d-iPr(2)C(6)H(3)-BIAN)(NCMe)(2)]BF(4) where M = Cu(1) (3) and Ag(1) (4), and [Ag(o,d-iPr(2)C(6)H(3)-BIAN)(2)]BF(4) (5). The crystal structures of compounds 1-3 and 5 were solved by singlecrystal X-ray diffraction. In all cases copper(I) or silver(I) are in a distorted tetrahedron that is constructed from the four nitrogen atoms of the two a-diimine ligands or, in 3, from one a-diimine ligand and two acetonitrile molecules. All compounds were characterized by elemental analyses, matrix-assisted laser desorption ionization time-of-flight mass spectrometry, and IR, UV-vis, and (1)H NMR spectroscopy. The analysis of the molecular geometry and the energetic changes for the formation reactions of the complexes, in a CH(2)Cl(2) solution, were evaluated by density functional theory calculations and compared with the experimental results.

Would it be necessary to charge rapidly the electric vehicle (EV) and hybrid electric vehicle (HEV)? It is not easy to answer without a thorough look at the capability of the modern propulsion battery and the power necessities of the EV and HEV. The different possible solutions are compared and maximum speed of charging is analysed. The wired connection for charging is compared to the wireless energy transfer and because of the limitations imposed by the modern and future batteries, the contactless energy transfer is chosen as the future charging method.

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This paper analyses and compares the dynamic behavior of superelastic shape memory alloy (SMA) systems based on two different constitutive models. The first model, although being able to describe the response of the material to complex uniaxial loading histories, is temperature and rate independent. Thesecond model couples the mechanical and kinetic laws of the material with a balance equation considering the thermal effects. After numerical validation and calibration, the behavior of these two models is tested in single degree of freedom dynamic systems, with SMAs acting as restoring elements. Different dynamic loads are considered, including artificially generated seismic actions, in a numerical model of a railway viaduct. Finally, it is shown that, in spite of its simplicity, the temperature- and rate-independent modelproduces a set of very satisfying results. This, together with its robustness and straightforward computational implementation, yields a very appealing numerical tool to simulate superelastic passive control applications.

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Would it be necessary to charge rapidly the electric vehicle (EV) and hybrid electric vehicle (HEV)? It is not easy to answer without a thorough look at the capability of the modern propulsion battery and the power necessities of the EV and HEV. The different possible solutions are compared and maximum speed of charging is analysed. The wired connection for charging is compared to the wireless energy transfer and because of the limitations imposed by the modern and future batteries, the contactless energy transfer is chosen as the future charging method.

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This paper analyses and compares the dynamic behavior of superelastic shape memory alloy (SMA) systems based on two different constitutive models. The first model, although being able to describe the response of the material to complex uniaxial loading histories, is temperature and rate independent. The second model couples the mechanical and kinetic laws of the material with a balance equation considering the thermal effects. After numerical validation and calibration, the behavior of these two models is tested in single degree of freedom dynamic systems, with SMAs acting as restoring elements. Different dynamic loads are considered, including artificially generated seismic actions, in a numerical model of a railway viaduct. Finally, it is shown that, in spite of its simplicity, the temperature- and rate-independent model produces a set of very satisfying results. This, together with its robustness and straightforward computational implementation, yields a very appealing numerical tool to simulate superelastic passive control applications.