What is claimed is:
1. A process for forming a laminate comprising in order
a layer of an aramid paper,
a layer of polymer and
a layer of an aramid paper
comprising the steps of
a) calendering an aramid paper between two rolls which differ by a temperature of at least 20 degrees centigrade wherein a surface of the paper exposed to a lower roll temperature is more porous than an opposite surface exposed to a higher roll temperature,
b) calendering an aramid paper between two rolls which differ by a temperature of at least 20 degrees centigrade wherein a surface of the paper exposed to a lower roll temperature is more porous than an opposite surface exposed to a higher roll temperature,
c) applying polymer to the more porous surface of the aramid paper from step a) and
e) laminating the aramid paper from step b) onto the polymer wherein the more porous surface of the aramid paper contacts the polymer.
2. The process of claim 1 wherein the aramid papers obtained from step a) and step b) are identical.
3. The process of claim 1 wherein the aramid papers obtained from step a) and step b) differ.
4. The process of claim 1 wherein the polymer application in step c) employs molten polymer.
5. The process of claim 1 wherein at least one of the papers of step a) and step b) comprises poly (m-phenylene isophthalamide).
6. The process of claim 1 wherein the polymer of step c) comprises poly (ethylene terephthalate) or copolymer thereof.
7. The process of claim 1 wherein the polymer is applied simultaneously to the surface of the papers at the nip of a pair of rolls.
8. The process of claim 1 wherein the temperature difference in at least one of a) and b) is at least 50 degrees centigrade.
9. The process of claim 1 wherein the temperature difference in at least one of a) and b) is at least 100 degrees centigrade.
10. The process of claim 1 wherein at least one of the rolls in a) or b) is above the glass transition temperature of the aramid.
11. A process for forming a laminate comprising in order
a layer of an aramid paper,
a layer of polymer and
a layer of an aramid paper
comprising the steps of
a) calendering an aramid paper between two rolls which differ by a temperature of at least 20 degrees centigrade wherein a surface of the paper exposed to a lower roll temperature is more porous than an opposite surface exposed to a higher roll temperature,
b) calendering an aramid paper between two rolls which differ by a temperature of at least 20 degrees centigrade wherein a surface of the paper exposed to a lower roll temperature is more porous than an opposite surface exposed to a higher roll temperature,
c) applying molten polymer to the more porous surfaces of the aramid paper from step a) and step b), and
d) laminating the two papers and polymer together.
12. The process of claim 11 wherein the polymer is applied simultaneously to the surface of the papers at the nip of a pair of rolls.
13. The process of claim 11 wherein the polymer of step c) comprises polyethylene terephthalate or copolymer thereof.
14. A process for forming a laminate comprising in order
a layer of an aramid paper,
a first layer of polymer,
at least one intermediate layer,
a second layer of polymer, and
a second layer of an aramid paper
comprising the steps of
a) calendering an aramid paper between two rolls which differ by a temperature of at least 20 degrees centigrade wherein a surface of the paper exposed to a lower roll temperature is more porous than an opposite surface exposed to a higher roll temperature,
b) calendering an aramid paper between two rolls which differ by a temperature of at least 20 degrees centigrade wherein a surface of the paper exposed to a lower roll temperature is more porous than an opposite surface exposed to a higher roll temperature,
c) applying polymer to the more porous surface of the aramid paper from step a) and
d) applying polymer to the more porous surface of the aramid paper from step b,
e) laminating the aramid paper from steps (c) and (d) and the intermediate layer.
15. A process for forming a laminate comprising in order
a layer of an aramid paper,
a first layer of polymer,
at least one intermediate layer of polymer,
a second layer of polymer, and
a second layer of an aramid paper
comprising the steps of
a) calendering an aramid paper between two rolls which differ by a temperature of at least 20 degrees centigrade wherein a surface of the paper exposed to a lower roll temperature is more porous than an opposite surface exposed to a higher roll temperature,
b) calendering an aramid paper between two rolls which differ by a temperature of at least 20 degrees centigrade wherein a surface of the paper exposed to a lower roll temperature is more porous than an opposite surface exposed to a higher roll temperature,
c) applying the first and second layers of polymer with the intermediate polymer layer therebetween to the porous surface of the aramid paper from step a) and step b), and
e) laminating the two papers and polymer layers together.
16. A process for forming a laminate comprising in order
a layer of an aramid paper, and
a layer of polymer and
comprising the steps of
a) calendering an aramid paper between two rolls which differ by a temperature of at least 20 degrees centigrade wherein a surface of the paper exposed to a lower roll temperature is more porous than an opposite surface exposed to a higher roll temperature,
b) applying polymer to the more porous surface of the calendered aramid paper.
17. A process for forming a laminate of claim 15 wherein the two rolls differ by a temperature of at least 50 degrees centigrade.
18. A process for forming a laminate of claim 15 wherein the two rolls differ by a temperature of at least 100 degrees centigrade.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. An aircraft tire pressure loop link for electromagnetically coupling a magnetic field between a wheel axle electromagnetic transceiver coil and a tire pressure sensor receiver coil spaced apart from the wheel axle electromagnetic transceiver coil for powering a tire pressure sensor, comprising:
a first single metal loop configured to be mounted adjacent to the wheel axle electromagnetic transceiver coil, said first single metal loop including a magnetic flux collector insert member electrically connected and attached to said first single metal loop for collecting an impinging magnetic flux from the wheel axle electromagnetic transceiver coil;
a second single metal loop configured to be mounted adjacent to a tire pressure sensor transceiver coil; and
a pair of electrically conductive connecting arms electrically connected between said first single metal loop and said second single metal loop, said pair of electrically conductive connecting arms being configured to carry current generated in the first single metal loop from the wheel axle electromagnetic transceiver coil to the second single metal loop, said pair of electrically conductive connecting arms being closely spaced apart by a small gap to minimize a loop area of said pair of electrically conductive connecting arms, whereby current induced in the first single metal loop travels via the pair of spaced apart electrically conductive connecting arms a distance from the wheel axle electromagnetic transceiver coil to the second single metal loop, to generate flux in the tire pressure sensor receiver coil for powering the tire pressure sensor; and
wherein no wire connections are included in the aircraft tire pressure loop link to form an electrical circuit between the wheel axle electromagnetic transceiver coil and the tire pressure sensor receiver coil, said aircraft tire pressure loop link is a rigid, self-supporting structural part, and the magnetic flux collector insert member collects an impinging magnetic flux from the wheel axle electromagnetic transceiver coil, and concentrates and directs the magnetic flux through an area of a central portion of a cross sectional area enclosed by said first single metal loop.
2. The aircraft tire pressure loop link of claim 1, wherein said pair of spaced apart electrically conductive connecting arms can be of any desirable length without loss of coupling enhancement.
3. The aircraft tire pressure loop link of claim 1, wherein said aircraft tire pressure loop link provides a low impedance electromagnetic signal path connection between the wheel axle electromagnetic transceiver drive coil and the tire pressure sensor transceiver coil, whereby no electrical insulation is required over said pair of spaced apart electrically conductive connecting arms.
4. The aircraft tire pressure loop link of claim 1, wherein said aircraft tire pressure loop link provides a low voltage electromagnetic signal path connection between the wheel axle electromagnetic transceiver drive coil and the tire pressure sensor transceiver coil, whereby the aircraft tire pressure loop link is not a source of electric field radiation and is not sensitive to electric field interference.
5. The aircraft tire pressure loop link of claim 1, wherein said aircraft tire pressure loop link comprises a rigid, self-supporting structural part.
6. An aircraft tire pressure loop link for electromagnetically coupling a magnetic field between a wheel axle electromagnetic transceiver coil and a tire pressure sensor receiver coil spaced apart from the wheel axle electromagnetic transceiver coil for powering a tire pressure sensor, comprising:
a first single metal loop configured to be mounted adjacent to the wheel axle electromagnetic transceiver coil, said first single metal loop including a magnetic flux collector insert member electrically connected and attached to said first single metal loop for collecting an impinging magnetic flux from the wheel axle electromagnetic transceiver coil;
a second single metal loop configured to be mounted adjacent to a tire pressure sensor transceiver coil; and
a pair of spaced apart electrically conductive connecting arms electrically connected between said first single metal loop and said second single metal loop, said pair of spaced apart electrically conductive connecting arms being configured to carry current generated in the first single metal loop from the wheel axle electromagnetic transceiver coil to the second single metal loop, whereby current induced in the first single metal loop travels via the pair of spaced apart electrically conductive connecting arms a distance from the wheel axle electromagnetic transceiver coil to the second single metal loop, to generate flux in the tire pressure sensor receiver coil for powering the tire pressure sensor.
7. The aircraft tire pressure loop link of claim 6, wherein said first single metal loop is formed of a metal having low magnetic permeability.
8. The aircraft tire pressure loop link of claim 6, wherein said magnetic flux collector insert member is formed from a metal having high magnetic permeability.
9. The aircraft tire pressure loop link of claim 8, wherein said magnetic flux collector insert member is formed from a nickel-iron magnetic alloy.
10. The aircraft tire pressure loop link of claim 6, wherein said pair of spaced apart electrically conductive connecting arms comprises first and second parallel spaced apart metal shafts connected between said first single metal loop and said second single metal loop.
11. The aircraft tire pressure loop link of claim 10, wherein said first and second parallel spaced apart metal shafts comprise aluminum.
12. An aircraft tire pressure loop link for electromagnetically coupling a magnetic field between a wheel axle electromagnetic transceiver coil and a tire pressure sensor receiver coil spaced apart from the wheel axle electromagnetic transceiver coil for powering a tire pressure sensor, comprising:
a wheel axle electromagnetic transceiver coil;
a primary single metal loop configured to be mounted adjacent to the wheel axle electromagnetic transceiver coil, said primary single metal loop including a magnetic flux collector insert member electrically connected and attached to said primary single metal loop for collecting an impinging magnetic flux from the wheel axle electromagnetic transceiver coil;
a secondary single metal loop configured to be mounted adjacent to a tire pressure sensor transceiver coil; and
a pair of spaced apart electrically conductive connecting arms electrically connected between said primary single metal loop and said secondary single metal loop, said pair of spaced apart electrically conductive connecting arms being configured to carry current generated in the primary single metal loop from the wheel axle electromagnetic transceiver coil to the secondary single metal loop, whereby current induced in the primary single metal loop travels via the pair of spaced apart electrically conductive connecting arms a distance from the wheel axle electromagnetic transceiver coil to the secondary single metal loop, to generate flux in the tire pressure sensor receiver coil for powering the tire pressure sensor.
13. The aircraft tire pressure loop link of claim 12, wherein said first single metal loop is formed of a metal having low magnetic permeability.
14. The aircraft tire pressure loop link of claim 12, wherein said magnetic flux collector insert member is formed from a metal having high magnetic permeability.
15. The aircraft tire pressure loop link of claim 14, wherein said magnetic flux collector insert member is formed from a nickel-iron magnetic alloy.
16. The aircraft tire pressure loop link of claim 12, wherein said pair of spaced apart electrically conductive connecting arms comprises first and second parallel spaced apart metal shafts connected between said primary single metal loop and said secondary single metal loop.
17. The aircraft tire pressure loop link of claim 16, wherein said first and second parallel spaced apart metal shafts comprises aluminum.
18. The aircraft tire pressure loop link of claim 12, wherein said pair of spaced apart electrically conductive connecting arms can be of any desirable length without loss of coupling enhancement.
19. The aircraft tire pressure loop link of claim 12, wherein said aircraft tire pressure loop link provides a low impedance electromagnetic signal path connection between the wheel axle electromagnetic transceiver drive coil and the tire pressure sensor transceiver coil, whereby no electrical insulation is required over said pair of spaced apart electrically conductive connecting arms.
20. The aircraft tire pressure loop link of claim 12, wherein said aircraft tire pressure loop link provides a low voltage electromagnetic signal path connection between the wheel axle electromagnetic transceiver drive coil and the tire pressure sensor transceiver coil, whereby the aircraft tire pressure loop link is not a source of electric field radiation and is not sensitive to electric field interference.