167 results about "Acceleration rate" patented technology

A method of performing a spinning operation of a washing machine is disclosed. First, a load weight of wet clothes contained in a tub is measured, and an optimal acceleration rate is calculated based upon the measured load weight. Finally, a rotational speed of the tub is gradually increased up to a predetermined speed at the calculated optimal acceleration rate such that the unbalanced distribution of the wet clothes within the tub is minimized.

A system and method for controlling vehicular traffic flow is disclosed, which creates a communication system between vehicles that allows the vehicles to share their respective velocities and acceleration or deceleration rates. Thus, each vehicle within the system can respond immediately to any acceleration or deceleration rate changes of the surrounding vehicles (e.g., the vehicle directly in front, directly in back, and in the adjacent lane). Essentially, the system functions similar to a wireless vehicular train, with a queue of cars linked together by a stiff, wireless communications “chain”. Notably, the term “vehicle” is not limited only to land-based vehicles (e.g., motor vehicles), and the system can include airborne vehicles (e.g., multiple aircraft flying in close formation, military aircraft flying in drone formation, etc.). For example, a system for controlling vehicular traffic flow is disclosed, which includes in each vehicle of a plurality of vehicles, a wireless or infrared (IR) modem for inter-vehicular communications, a range finder for determining the distance and closing rate between vehicles, a processing unit for retrieving vehicular operational data (e.g., velocity, angular velocity, acceleration rate, deceleration rate, braking pressure, weight, pointing vector, etc.) and executing flow control system software instructions, and a vehicular flow control communications protocol that enables the communication of various flow control parameters between vehicles via the wireless or IR modem. Thus, each vehicle in the system “knows” what the surrounding vehicles are doing and can respond immediately to changes in the traffic flow. As such, the system minimizes the distribution of vehicles' velocities in the queue, and increases traffic throughput and safety as a result.

A system and process for unwinding materials in forming absorbent articles is described. The system includes an unwind device in association with a festoon. The festoon is for accumulating a determined length of material. The amount of material contained in the festoon is increased or decreased depending upon the rate at which a roll of material is unwound in relation to the rate at which the first material is fed into a downstream process. In order to minimize the capacity of the festoon and in order to minimize tension swings in the festoon, the festoon includes a plurality of drive devices associated with selected guide rolls contained in the festoon. The drive devices can accelerate and / or decelerate the guide rolls in response to rate increases or decreases occurring at the unwind device in relation to the downstream process speed. In one embodiment, each of the guide rolls is controlled independently of the remaining guide rolls in the festoon.

A computer-implemented method for controlling a host vehicle having a vehicle control system that controls motion of the host vehicle relative to a preceding vehicle that is immediately ahead of the host vehicle. The method includes determining a relative headway distance and a relative velocity between the host vehicle and the preceding vehicle, and an acceleration rate of the preceding vehicle. The method includes receiving message packets transmitted from a leading vehicle and the message packets contain parameters of the leading vehicle including an acceleration rate of the leading vehicle. Further, the method includes calculating an acceleration control rate for the host vehicle to maintain the headway reference distance between the host vehicle and the preceding vehicle, based on the relative headway distance, the relative velocity, the acceleration rate of the preceding vehicle, and the acceleration rate of the leading vehicle. The acceleration rate is output to a vehicle controller to control motion of the host vehicle.

One embodiment of the present invention relates to an assisted braking belay system with a housing, camming mechanism, and clutch mechanism. The housing may include a substantially enclosed rope channel through which a rope may extend to the climber. The camming mechanism is moveably coupled to the housing and configured to automatically engage a camming surface upon the rope across the rope channel if the rope translates through the channel at a particular acceleration rate. The clutch mechanism may function as a secondary locking mechanism to engage the camming surface of the camming mechanism upon the rope across the rope channel.

Shock-absorbing, load-cushioning interface structure for use inside, and in operative cooperation with, the shell of a helmet for operative interposition such a shell and the head of a wearer. This structure is characterized with features and performances including (a) compression-deformation-and-slow-return viscoelasticity, (b) non-springy (anti-rebound) during a return from deformation, (c) acceleration-rate(strain-rate)-sensitivity, and (d) a durometer associated with an ILD number which is no less than about 15-ILD.

The system includes a road scenario sensor, a vehicle control unit, and a computer processing unit. The road scenario sensor detects upcoming road scenarios for the system vehicle. The computer processing unit receives an input from the road scenario sensor and determines a upcoming driving event based upon the detected upcoming road scenarios. The computer processing unit compares the upcoming driving event with an ideal emissions model having acceptable emission thresholds to determine an adaptive driving strategy. The adaptive driving strategy configures the system vehicle to reduce emissions for the upcoming driving event. The adaptive driving strategy optionally includes an optimal acceleration rate and / or an optimal power management strategy. The optimal acceleration rate is based upon the required speed of the vehicle at the upcoming driving event and the distance from the vehicle to the upcoming driving event, and the ideal emissions model having acceptable emission thresholds.

In a railroad locomotive having a diesel engine and an electro-motive propulsion system for transforming and transmitting power from the engine to wheels of the locomotive for propelling the locomotive, a method of reducing the time required to transmit power at a predetermined level of power to the wheels to propel the vehicle comprising increasing engine speed to approximately a maximum engine speed prior to transmitting power generated by the engine to propel the locomotive, and thereafter controlling the electro-motive propulsion system to transfer power from the engine to the locomotive wheels to propel and accelerate the locomotive.

The system includes a road scenario sensor, a vehicle control unit, and a computer processing unit. The road scenario sensor detects upcoming road scenarios for the system vehicle. The computer processing unit receives an input from the road scenario sensor and determines a upcoming driving event based upon the detected upcoming road scenarios. The computer processing unit compares the upcoming driving event with an ideal emissions model having acceptable emission thresholds to determine an adaptive driving strategy. The adaptive driving strategy configures the system vehicle to reduce emissions for the upcoming upcoming driving event. The adaptive driving strategy optionally includes an optimal acceleration rate and / or an optimal power management strategy. The optimal acceleration rate is based upon the required speed of the vehicle at the upcoming driving event and the distance from the vehicle to the upcoming driving event, and the ideal emissions model having acceptable emission thresholds.

The invention discloses a multilevel multitask parallel decoding algorithm on a multicore processor platform, and provides the multilevel multitask parallel decoding algorithm for effective combination of tasks and data on the multicore processor platform by utilizing the dependency of HEVC data by aiming at the problems of mass data volume of high-definition videos and ultrahigh processing complexity of HEVC decoding. HEVC decoding is divided into two tasks of frame layer entropy decoding and CTU layer data decoding which are processed in parallel by using different granularity; the entropy decoding task is processed in parallel in a frame level mode; the CTU data decoding task is processed in parallel in a CTU data line mode; and each task is performed by an independent thread and bound to an independent core to operate so that the parallel computing performance of a multicore processor can be fully utilized, and real-time parallel decoding of HEVC full high-definition single code stream using no parallel coding technology can be realized. Compared with serial decoding, the decoding parallel acceleration rate can be greatly enhanced and the decoding image quality can be guaranteed by using the multicore parallel algorithm.

A cruise control system for a motor vehicle includes a sensor for monitoring a target vehicle moving in front of the equipped vehicle, a sensor for monitoring the speed of the equipped vehicle and a sensor for monitoring steering manoeuvres of the equipped vehicle, the cruise control system controlling the throttle and brake systems of the vehicle to control the speed of the vehicle. The cruise control system is switchable between a cruise mode in which it will maintain a set cruising speed when the path in front of the vehicle is clear and a follow mode in which it will maintain a preset headway with a target vehicle in front of the equipped vehicle. The system is switched from the cruise mode to the follow mode when a target vehicle moves inside the preset headway, the system switching from the follow mode to the cruise mode when the target vehicle is lost or moves outside a preset headway. When switching from the follow mode to the cruise mode, the cruise control system applies a resume acceleration to accelerate the equipped vehicle back to the set cruising speed, the resume acceleration rate being adjusted as a function of steering manoeuvres carried out by the equipped vehicle.

In a railroad locomotive having a diesel engine, an electromotive propulsion system for generating and transmitting electrical power from the engine to wheels of the locomotive for propelling the locomotive, at least one computer, and a computer software code for a computer to control more rapid generation and transmission of power at a predetermined level of power to the wheels to propel the vehicle, the computer software module comprising a software module for a computer for increasing engine speed to approximately a maximum engine speed prior to transmitting power generated by the engine to propel the locomotive, and a software module for a computer for thereafter controlling the electromotive propulsion system to transfer power from the engine to the locomotive wheels to propel and accelerate the locomotive.

A device for automatically controlling vehicle speed, including a processor, wherein the processor includes logic to determine a vehicle acceleration rate value, wherein the processor is configured to receive at least a first signal indicative of a first local required speed, a second signal indicative of a second local required speed received after the first signal, a third signal indicative of a value of a current vehicle speed, and information that enables the processor to determine the vehicle acceleration rate value, wherein the processor further includes logic to automatically determine a new set vehicle speed based at least on the first local required speed, the second local required speed, the current vehicle speed, and the determined vehicle acceleration rate value, and automatically initiate output of a signal to a vehicle speed controller to change vehicle speed to the new set vehicle speed.

A method is provided for controlling movement of a first vehicle component relative to a second vehicle component, including the steps of determining a deceleration rate of the first vehicle component in order to achieve a predetermined final speed at a final position, determining a starting position for initiating the deceleration on the predetermined final speed, the final position and the determined deceleration rate and controlling deceleration of the component from the starting position to the final position according to the determined acceleration rate.

The invention aims at achieving the technical purpose of providing a phase-coherent accumulation detection method for a high-speed high maneuvering target. The method includes the steps that firstly, Keystone conversion is used for compensating for the distance moving of the target within a distance unit; secondly, the speed multiple of the target is obtained through traverse searching and is used for compensating for the distance moving of the target on distance units (the number of the distance units can be seen in the specifications), and therefore after the distance moving of the target is corrected, a target echo envelope peak value with the distance moving compensated for can be within one distance unit; thirdly, two-dimensional traverse searching is then used for estimating the radial acceleration and the acceleration rate of change of the target, Doppler moving of the target can be compensated for and eliminated, and the phase of echoes is in linear variation; finally, effective accumulation of energy of the target is achieved through the FFT.

An embodiment of the present invention may seek to match the generator and grid voltages before the powerplant machine reaches the grid matching speed during the start-up process. An embodiment of the present invention may provide a predictive algorithm, or the like, to control the acceleration rate of the powerplant machine to target a particular phase angle differential between the powerplant machine and the grid when the powerplant machine reaches the grid matching speed. Here, the phase angle difference may be targeted such that a generator breaker may be closed immediately after the powerplant machine accelerates beyond the grid matching speed. This may avoid the generator experiencing a phase angle differential, which may add to the power transient associated with the generator breaker closure.

A washing machine and a method of controlling a laundry disentangling process are disclosed, which uses a laundry disentangle pattern capable of stepwise increasing the motor rpm simultaneously while adjusting the acceleration rate of the motor. The method of controlling the laundry disentangling process in the washing machine, which includes a rotation drum containing laundry and a motor rotating the rotation drum to disentangle tangled laundry, includes stepwise-increasing an rpm of the motor, and adjusting a stepwise-acceleration rate of the motor, and performing the laundry disentangling process.

An electric start system (20) includes a controller (40) that controls operation of a motor (22) used to start a device such as a gas turbine engine (24). In one example, the controller (40) determines when an acceleration rate of the motor (22) is outside of a desired range and dynamically controls the acceleration rate. In another example, the controller (40) determines when the motor (22) is disengaged from the engine (24) and controls a torque reference value to facilitate smoother reengagement. In another example, the controller (40) provides an initial starting torque value that allows for soft starting capabilities of the motor (22).

The invention discloses an ACC / AEB system based on human-imitating driving. The system comprises an environment sensing module, a data fusion module, a decision control module, a human-imitating driving module and an execution module. By means of the technical scheme, an enhanced neural network is utilized, the learning of driving behavior parameters of a driver can be achieved in the driving process, the driving behavior parameters are compared with the parameters obtained through the calculation of the decision control module and corrected, the situation that in the decision control process,acceleration, deceleration, braking force, acceleration rate and deceleration rate are over high or over low, and accordingly the comfort and the safety of the driving are affected is avoided, so that the ACC / AEB system is more suitable for the driving characteristics of the driver, the drive is made to have the same feeling as his / her own driving, the human-imitating driving in the ACC / AEB process is achieved, and the system better meets the driving requirements of the driver.

A hydraulic drive assists to increase the acceleration rate of a turbocharger impeller / turbine shaft assembly and provide a secondary means of driving the compressor impeller at lower engine speeds where exhaust gases alone does not generate adequate shaft speeds to create significant induction boost. The hydraulic circuit includes a dual displacement motor, which provides high torque for acceleration yet converts to a single motor for high-speed operation. When the exhaust driven turbine function allows compressor speeds, beyond which the hydraulic system can contribute, a slip clutch allows disengagement of the hydraulic drive. The hydraulic circuit is integrated with the power steering circuit to conserve energy and supportive components such as lines and reservoir. In an alternative embodiment, there is no turbocharger and the hydraulic drive provides means of forced induction air alone.

A differential motion conveyor (20) for conveying products along an elongated trough structure (22) supported for reciprocal movement relative to a counterweight base structure (24) of a weight significantly greater than the weight of the trough structure. A rotational actuator (200) moving in a singular direction reciprocates the trough structure lengthwise relative and counterweighed base structure at a substantially continually varying velocity of the actuator to achieve a desired differential acceleration rate of the trough structure between the two opposing directions of longitudinal movement of the trough structure.

A plurality of queuing components each monitor an incoming email stream, and identify incoming email messages with suspicious attachments. Each queuing component generates signatures of the suspicious attachments, and submits periodic reports to a correlation component. The reports list signatures and receipt times for suspicious attachments received since a last submitted report. The queuing component queues the suspicious attachments for a specified hold time, and further processes queued attachments based upon information concerning attachment acceleration rates received from the correlation component. The correlation component receives reports from the plurality of queuing components, and uses information in the submitted reports to maintain a system wide receipt history for each suspicious attachment. The correlation component uses the receipt histories to calculate receipt acceleration rates for suspicious attachments, which it provides to the queuing components, to be used to manage the queued attachments.

The invention provides an MEMS (micro electro mechanical system) triaxial acceleration transducer and a manufacture method thereof. The MEMS triaxial acceleration transducer in the invention comprises a support frame, an elastic beam, a sensitive mass block, a lower support body, a gate sensitive capacitor and a lead electrode, wherein the sensitive mass block is suspended in the support frame through the elastic beam; the support frame is connected with the lower support body by virtue of linkage; a gap is reserved between the sensitive mass block and the lower support body; an upper electrode of the gate capacitor is arranged on the sensitive mass block; a lower electrode assembly of the gate capacitor is arranged on the inner surface of the lower support body; the upper electrode and the lower electrode assembly are arranged in a stagger way to form a group of gate capacitors which are output from the lead electrode; the gate capacitors comprise a first capacitor, a second capacitor, a third capacitor and a fourth capacitor; a differential detection is formed respectively by the first capacitor and the second capacitor and by the third capacitor and the fourth capacitor; and a triaxial acceleration rate can be detected at the same time by the MEMS triaxial acceleration sensor by virtue of operation of the capacitors.

A speed reduction warning system that senses vehicle deceleration rate and upon reaching preset limits flashes an illumination device at different rates signaling the operator following the vehicle to the rate of deceleration. The system generally includes a processing unit, an input to the processor that senses deceleration or acceleration rate from the odometer of the vehicle, and an output illumination device. The illumination device includes an indicator that flashes at varying rates controlled by the processor. The processor includes storage having a plurality of ranges stored that are the deceleration rates that the system responds to. In application, with the vehicle in motion, the deceleration or acceleration rate of the vehicle is detected by the input device and supplied to the processor. A value is calculated by the processor representing whether the vehicle is decelerating and if so, the rate of deceleration. If the value is within one of the ranges in storage, the processor sends a corresponding output signal to the illumination device. Once the vehicle is stopped or begins to accelerate the output signal is extinguished by the processor, automatically. The system can further include means such that the indicator of the illumination device activates a selected illumination when the vehicle's anti-lock brake system is applied, or a steady illumination when the vehicle's speed is below 5 mph.

A cushioning and head-protecting liner insert for the inside of the shell in a helmet includes fore and aft cushioning elements each formed of an expanse of a non-springy, acceleration-rate-sensitive, viscoelastic material, with each element possessing, throughout, a uniform thickness which is the same as that possessed by the other element, and with the two elements having edges which are disposed edge-to-edge, but slightly spaced, adjacent one another along a single, continuous, arcuate, reverse-bend line which sweeps from one lateral side of the rear of the insert, at a location spaced laterally from the insert's fore-and-aft extending, laterally central plane, through and over the crown of the insert, to a mirror-image, spaced location on the opposite lateral side of the rear of the insert.