113 results about "Lateral velocity" patented technology

A system and method for providing steering control for lane changing and lane centering purposes in an autonomous or semi-autonomous vehicle system. A vehicle vision system calculates roadway lane marking information, such as lateral offset, yaw angle and roadway curvature with respect to the vehicle's centered coordinate system. The roadway is then modeled as a second order polynomial equation. The method then predicts roadway lateral position and yaw angle over a pre-defined lane change completion time using a vehicle dynamic model. The method then compares a predicted vehicle path with a desired vehicle path to generate an error value, and calculates a steering angle command to minimize the error value, where the steering angle command is calculated as a function of vehicle lateral position, vehicle lateral speed, vehicle yaw rate and vehicle yaw angle. The steering angle command is then sent to the vehicle steering system.

A system for providing path generation for automated lane centering and / or lane changing purposes. The system includes a desired path generation processor that receives signals detecting the roadway on which the vehicle is traveling, a request for a lane change, vehicle state information and a steering angle of the vehicle. The system also includes a path prediction processor that predicts the vehicle path based on vehicle state information including vehicle longitudinal speed, vehicle lateral speed, vehicle yaw-rate and vehicle steering angle. The desired path information and the predicted path information are compared to generate an error signal that is sent to a lane change controller that provides a steering angle signal to turn the vehicle and reduce the error signal. The desired path generation processor can use a fifth order polynomial equation to determine the desired path of the vehicle based on the input signals.

An improved vehicle active brake control based on an estimate of vehicle yaw rate and slip angle, wherein the estimate is based on a weighted average of two yaw rate values developed with two different estimation techniques. In general, the first estimate of yaw rate is based on the relative velocity of the un-driven wheels, and the second estimate is based on a measure of lateral acceleration. Confidence levels in each estimate are determined and used to form a third or preliminary yaw rate estimate based on a weighted average of the first and second estimates, and the third estimate is supplied to a closed-loop nonlinear dynamic observer which develops the final estimate of yaw rate, along with estimates of lateral velocity and side-slip angle.

A method and apparatus provide for automatically controlling the flight of a tiltrotor aircraft while the aircraft is in flight that is at least partially rotor-borne. The method and apparatus provide for automatically tilting nacelles in response to a longitudinal-velocity control signal so as to produce a longitudinal thrust-vector component for controlling longitudinal velocity of the aircraft. Simultaneously, cyclic swashplate controls are automatically actuated so as to maintain the fuselage in a desired pitch attitude. The method and apparatus also provide for automatically actuating the cyclic swashplate controls for each rotor in response to a lateral-velocity control signal so as to produce a lateral thrust-vector component for controlling lateral velocity of the aircraft. Simultaneously, collective swashplate controls for each rotor are automatically actuated so as to maintain the fuselage in a desired roll attitude. The method and apparatus provide for yaw control through differential longitudinal thrust produced by tilting the nacelles.

A method for controlling vehicle dynamics includes acquiring steering torque data indicative of forces acting on at least one tire of a vehicle and acquiring image data by capturing images of an area outside the vehicle. The friction coefficient between a tire of the vehicle and a road surface is determined as a function of vehicle data including at least the steering torque data. The lateral velocity of the vehicle is determined as a function of vehicle data including the steering torque data and / or the image data. A vehicle dynamics control is performed as a function of the lateral velocity and the friction coefficient.

An automatic stability control system is provided which determines the lateral acceleration and lateral velocity of a towed trailer and forward velocity of the tow vehicle. When the lateral acceleration and / or velocity of the towed trailer exceeds predetermined values established for the current forward velocity of the tow vehicle, the stability system meters a gas, such as compressed air, from a gas reservoir into at least one cylinder of a pair of buffer arms each comprising a piston that is pivotably attached to the towed trailer and a cylinder which is pivotably attached to the tow vehicle. Gas is metered into one or both buffer arm cylinders until the lateral acceleration and lateral velocity of the towed vehicle meets or is below predetermined values established for the forward velocity of the tow vehicle.

A control system (18) and method for an automotive vehicle (10) includes a lateral acceleration sensor (32) generating a lateral acceleration signal, a yaw rate sensor (28) generating a yaw rate signal and a safety system. A safety system (44) and the sensors are coupled to a controller (26). The controller (26) determines a front lateral tire force and a rear lateral tire force from the vehicle yaw rate signal and the vehicle lateral acceleration signal, determines a calculated lateral velocity from the front lateral tire force, the rear lateral tire force and a bank angle, determines a calculated yaw rate from the front lateral tire force and the rear lateral tire force, the controller controlling a safety system in response to the calculated lateral velocity and the calculated yaw rate.

A system (18) for controlling a safety system (44) of an automotive vehicle (10) includes a longitudinal acceleration sensor (36), a vehicle speed sensor (20), a lateral acceleration sensor (32), a yaw rate sensor, and a controller (26). The controller (26) determines a stability index and provides a first observer that determines a reference longitudinal velocity in response to the longitudinal acceleration signal, the yaw rate signal, a pitch attitude and vehicle speed from wheel speed sensors. The controller (26) determines a reference lateral velocity in response to the lateral acceleration signal, the yaw rate signal, a roll attitude, a pitch attitude and vehicle speed from the wheel speed sensors. The controller provides a second observer that determines a second longitudinal velocity in response to the longitudinal acceleration signal, the yaw rate signal, a lateral velocity, the pitch attitude and a first adjustment based on the longitudinal reference velocity. The controller determines a second lateral velocity in response to the lateral acceleration signal, the yaw rate signal, a roll attitude, a pitch attitude and a second adjustment based on the lateral reference velocity. The controller determines an output lateral velocity and an output longitudinal velocity in response to the first observer, second observer and the stability index. The controller controls the safety system in response to the output lateral velocity and the output longitudinal velocity.

A vehicle control system includes a sensor cluster within a housing generating a plurality of signals including a roll rate signal, a pitch rate signal, a yaw rate signal, a longitudinal acceleration signal, a lateral acceleration signal, and a vertical acceleration signal. An integrated controller includes a reference signal generator generating a reference lateral velocity signal as a function of a kinematics road constraint condition, a dynamic road constraint condition, and singularity removal logic, all of which are responsive to sensor cluster signals. A dynamic system controller receives the reference lateral velocity signal and generates a dynamic control signal in response thereto. A vehicle safety system controller receives the dynamic control signal and further generates a vehicle safety device activation signal in response thereto.

This invention relates to a method and device for generating cold atomic beam. Said method includes heating hot atom source in vacuum chamber to form atomic saturated vapor pressure atmosphere, cooling hot atom by three-D MOT to below 200uk and trapped to form cold atomic cloud, by the quarter wave plate reflection mirror in MOT the laser radiation pressure being unbalanced to make cold atom emitting along said direction, four tape arranged straight line set with contrary current direction is set in atom beam emission direction, which makes the atom emitted to forward to obtain cold atom beam with low speed, large flux and small transverse speed, laser beam vertical with atom beam set in the direction of cold atom emitting for atom beam state preparation to realize state concordant emitted cold atom beam.

A method for providing vehicle lateral steering control. The method includes providing a mathematical model of vehicle dynamics that includes a state variable, a steering control variable and a future road disturbance factor that defines the upcoming road curvature, banks and slopes of the roadway. The method determines an optimal steering control signal that includes a feedback portion and a feed-forward portion, where the feed-forward portion includes the road disturbance factor. The method determines a state variable and a control variable for the current roadway curvature, bank and slope for stationary motion of the vehicle for constant speed, yaw rate and lateral velocity. The method then introduces a new state variable and control variable for dynamic vehicle motion for variable speed, yaw rate and lateral velocity that is a difference between the state and control variables for predicted future times and the steady state variables.

A system (18) for controlling a safety system (44) of a vehicle (10) is disclosed herein. The system includes a longitudinal acceleration sensor (36), a vehicle or wheel speed sensor(s) (20), a lateral acceleration sensor (32), a yaw rate sensor (28), and a controller (26). The controller determines a stability index and provides a first observer that determines a reference longitudinal velocity in response to the sensors. The controller determines a reference lateral velocity in response to the sensors. The controller provides a second observer that determines a second longitudinal velocity in response to the sensors and a first adjustment based on the reference longitudinal velocity. The controller determines a second lateral velocity in response to the sensors and a second adjustment based on the reference lateral velocity. The controller determines an output lateral velocity and an output longitudinal velocity in response to the first and second observers and the stability index and accordingly controls the safety system.

A system and method for estimating vehicle lateral velocity that defines a relationship between front and rear axle lateral forces and front and rear axle side-slip angles. The method includes providing measurements of vehicle yaw-rate, lateral acceleration, longitudinal speed, and steering angle. The method also includes using these measurements to provide a measurement of the front and rear axle forces. The method calculates a front axle lateral velocity and a rear axle lateral velocity, and calculates a front axle side-slip angle based on the rear axle lateral velocity and a rear axle side-slip angle based on the front axle lateral velocity. The method then estimates front and rear axle forces, and selects a virtual lateral velocity that minimizes an error between the estimated and measured lateral axle forces. The method then provides an estimated vehicle lateral velocity using the selected virtual lateral velocity.

A particle counter (10) passes a sample stream of a carrier gas or fluid containing particles (72) through an elongated, flattened nozzle (16) and into a view volume (18) formed by an intersection of the sample stream and a laser beam (13). Particles entrained in the sample stream scatter light rays while passing through the view volume. The scattered light is collected by an optical system (26) and focused on to a detector (40). The magnitude of signal coming from the detector is indicative of the particle size. To correct for variances in particle velocity and light beam intensity across the view volume, flow aperturing is used. Flow aperture modeling (Eqs. 1-7) provides a format for designing the nozzle such that the lateral velocity profile matches the laser beam lateral intensity profile, thereby providing uniform detection sensitivity to laser light scattered from monodisperse particles distributed laterally across the view volume. Uniform detection sensitivity of monodisperse particles provides accurate particle sizing resolution.

A method for performing pre-stack time migration of seismic data in a region where the subsurface seismic wave propagation velocity varies in both the vertical direction and a horizontal direction. The migration is performed in the wave number—frequency domain and involves using travel time maps to find a linear fitting of the migration phase shift for a given ray parameter and at a given vertical depth versus horizontal position. The slope and intercept parameters from the linear fit are used to adjust a known pre-stack time migration equation, with the accuracy of the linear approximation requiring mild horizontal velocity variation.

A method for providing vehicle lateral steering control. The method includes providing a mathematical model of vehicle dynamics that includes a state variable, a steering control variable and a future road disturbance factor that defines the upcoming road curvature, banks and slopes of the roadway. The method determines an optimal steering control signal that includes a feedback portion and a feed-forward portion, where the feed-forward portion includes the road disturbance factor. The method determines a state variable and a control variable for the current roadway curvature, bank and slope for stationary motion of the vehicle for constant speed, yaw rate and lateral velocity. The method then introduces a new state variable and control variable for dynamic vehicle motion for variable speed, yaw rate and lateral velocity that is a difference between the state and control variables for predicted future times and the steady state variables.

A system and method for estimating vehicle lateral velocity and surface coefficient of friction using front and rear axle lateral force versus side-slip angle tables and sensor measurements. The sensor measurements include lateral acceleration, yaw-rate, longitudinal speed and steering angle of the vehicle. The method includes calculating front and rear axle lateral forces and front and rear side-slip angles on the axles of the vehicle. The method also includes identifying two equations from the calculated lateral forces and the vehicle measurements. The method provides tables that identify a relationship between the calculated front and rear axle lateral forces and the front and rear side-slip angles, and determines the vehicle lateral velocity and surface coefficient of friction from the tables.

A system and method for calculating the lateral velocity of a rotating drilling tool within a borehole, the system comprising: a pair of accelerometers placed oppositely across the drilling tool axis of rotation and two magnetometers. The method comprises: reading tool radial acceleration signals ar1, ar2, and tangential acceleration signals, at1 and at3, obtained with a quadrature accelerometer detection system; reading Bx and By, the tool's magnetic phase data, from two orthogonally placed magnetometers; determining the rotational phase angle of the drilling tool relative to the earth's gravity field by first determining the tool's magnetic phase, and the phase shift between the tool's magnetic phase and gravity phase; and processing the foregoing data to yield a lateral tool velocity which optionally compensates for the effect of gravity on the accelerometers, or converts the lateral tool velocity from the tool reference frame to the borehole reference frame, or does both.

The present invention features a system and method for estimating body states of a vehicle. The system includes at least two sensors mounted to the vehicle. The sensors generate measured vehicle state signals corresponding to the dynamics of the vehicle. A signal adjuster transforms the measured vehicle states from a sensor coordinate system to a body coordinate system associated with the vehicle. A filter receives the transformed measured vehicle states from the signal adjuster and processes the measured signals into state estimates of the vehicle, such as, for example, the lateral velocity, yaw rate, roll angle, and roll rate of the vehicle.

A system (18) for controlling a system or device (44) of an automotive vehicle (10) includes a roll rate sensor (34). A controller (26) determines a lateral velocity of the automotive vehicle (10) in response to the roll rate. The controller (26) also controls the vehicle system or device (44) in response to the lateral velocity.

A control system (18) and method for an automotive vehicle (10) includes a lateral acceleration sensor (32) for generating a lateral acceleration signal, a yaw rate sensor (28) for generating a yaw rate signal, and a safety system. The safety system (44) and the sensors are coupled to a controller (26). The controller (26) determines a front lateral tire force and a rear lateral tire force from the vehicle yaw rate signal and the vehicle lateral acceleration signal; determines a calculated lateral velocity from the front lateral tire force, the rear lateral tire force, and a bank angle; determines a calculated yaw rate from the front lateral tire force and the rear lateral tire force; and controls the safety system in response to the calculated lateral velocity and the calculated yaw rate.

The invention relates to an anisotropic reverse time migration method for a quasi-P wave equation in a transverse isotropy with a vertical axis of symmetry (VTI) medium. The method comprises the following steps of: (1) performing discrete differentiation on a first-order quasi-P wave equation in a two-dimensional VTI medium and a perfect matched layer (PML) absorption layer boundary equation by adopting staggered meshes to obtain high-order difference formats of forward continuation and reverse continuation of the two equations; (2) performing numeric calculation to obtain a forwards-continued wave field of a shot point and a reverse time continued wave field of a receiver point, and performing normalized correlation operation on the two wave fields to obtain a migration imaging result of each imaging point in a model; and (3) extracting common imaging point gathers from migration results to obtain a final migration profile. By the method, a problem about the migration imaging of intensive transverse speed variation and a high dip angle stratum can be solved; and the influence of anisotropy of the medium is also taken into account, and the good imaging effect of longitudinal wave data acquired from an anisotropic region can be achieved by an anisotropy-theory-based migration method.

A system and method for estimating vehicle states, such as vehicle roll-rate, vehicle roll angle, vehicle lateral velocity and vehicle yaw-rate, for use in rollover reduction. The system includes an extended Kalman filter observer responsive to a steering angle signal, a yaw-rate signal, a roll-rate signal, a speed signal and a lateral acceleration signal that calculates an estimated yaw-rate signal, an estimated roll-rate, an estimated roll angle and an estimated lateral velocity. The system also includes a lateral velocity estimation processor responsive to the roll-rate signal, the estimated roll angle signal, the estimated lateral velocity signal and the lateral acceleration signal that calculates a modified lateral velocity estimation signal when the vehicle is operating in a non-linear region.

To provide a traveling crane operation control apparatus and method enabling an operator to operate a traveling crane quickly and accurately by one hand and by a motion of his or her body with a controller worn thereon, without the need to gaze at his or her hand, and also allowing variable-speed control and fine speed control of each drive unit.An operation control apparatus for a traveling crane has an operation control circuit section 1 including a base unit 2 wearable on an arm 4 of an operator and a control unit 3 operable by a hand. The base unit 2 has base unit tilt detecting means detecting a tilt direction and tilt angle of the base unit 2 in a vertical plane, base unit direction detecting means detecting a direction in which the base unit 2 points in a horizontal plane, and command signal generating means generating a travel command signal and a travel speed command signal for a travel motor, a traverse command signal and a traverse speed command signal for a traverse motor, and an elevation command signal and an elevation speed command signal for an elevation motor. The traveling crane can be controlled to perform travel, traverse, lifting and lowering operations simply by pointing the base unit 2 in a direction in which travel and traverse motions are desired to occur and in a vertical direction in which a lifting or lowering motion is desired to occur, and actuating the control unit 3.

The invention relates to a method for generating the atom bean used in atom chip and relative device, wherein, the device comprises a vacuum room, an atom source, a two-dimensional micro adjusting platform, a magnetic iron and inner and outer light paths. The inner and outer light paths comprise a main laser and a re-pump laser; the vacuum room is mounted with a 1 / 4 wave plate reflector group with a hole in center and a direct-guide group; the magnetic light well uses the optical pump laser and the re-pump laser to prepare the atom into optimized weak field scanning state. The invention has small volume and simple structure, while it can supply the optimized weak field scanning state to the atom chip with the atom beam whose longitudinal speed is lower and uniform, transverse speed is nearly zero and density is high. The invention can be used in the guide, wave-division, interference and the Bose-Einstein Coagulation (BEC).

The presently described embodiments are directed to a method and system for improving sheet registration in a document processing device. The presently described embodiments implement a technique the produces accurate results with merely a small tail wag. To do so, the method ultimately establishes or determines a variety of parameters (e.g. lateral position of a sheet, skew, registration time, nominal sheet velocity, and correction velocity). These parameters are then used by the system to calculate a lateral velocity profile. In this regard, the calculated velocity profiles are applied to the wheels or nips, in the paper path. Thus, the wheels can be controlled and will allow for improved sheet registration in the document processing device.

A system (18) for controlling a system (44) of an automotive vehicle (10) includes a roll sensor (34). The controller (26) determines a lateral velocity of the vehicle in response to the roll rate. The controller (26) controls a vehicle system in response to the lateral velocity.