19 results about "Transit time" patented technology

A method performed by an electronic device for predicting a turnover time of a container is disclosed. The method includes obtaining shipping data associated with shipping of one or more containers. The method includes generating a turnaround time parameter indicative of a turnaround time of the container by applying a predictive model to the shipping data based on the shipping data. The method includes providing an output based on the turnaround time parameter.

Method for measuring a temperature change (TINC) in a cable (K) of a vehicle, wherein the cable (K) connects at least two control units (A and B) of the vehicle, the cable (K) is configured at least to transmit signals between the control units (A, B), and each control unit (A, B) includes a crystal for time measurement, wherein this time measurement is configured to determine a hardware time of the control unit (A, B), where It is taken into account that a temperature change (TINC) of the cable (K) slows down the transmission of the signals carried through the cable (K), and To measure the temperature change (TINC), a measurement of the transit time change of at least one signal between the control units (A and B) is carried out, whereby a. To synchronize the hardware times of two control units (A and B), an Ethernet-based time synchronization protocol is used, in which one control unit (A, B) is a master and the other control unit (B, A) is a slave, the hardware time of the slave (B, A) is synchronized with the hardware time of the master (A, B), and to distinguish whether measured values ​​obtained from the measurement originate from the crystal of at least one control unit (A, B) or have resulted from the temperature change (TINC) of the cable (K), control unit (A) and control unit (B) each assume the role of master (A, B) once during one execution of the steps specified by the time synchronization protocol, thus the measurement is carried out in two configurations, while the other control unit (B, A) assumes the role of slave.and a delay in the arrival of the messages in both constellations is used to infer the temperature increase (TINC) of the cable (K) and / or , b. To detect an average temperature change (TINC), a number N of sets, each with at least one measured value, are compared, wherein at least a part of the time window during which the measured values ​​were obtained is divided into N intervals, and each measured value of an i set from the N sets was obtained at a time point which lies in the i interval of the considered part of the time window, a point representative of the measured values ​​of each of the N sets is determined, these points are arranged such that the representative point of set i is positioned on a time axis before the representative point of set i+1, and an average temporal change of temperature (TINC) is determined from this and / or c. a temperature-changing control unit (A, B) can be inferred from the knowledge of a cable routing in the vehicle and from the knowledge of the temperature change (TINC) in at least one cable (K) whose cable routing is known.

The invention belongs to the technical field of intelligent logistics, and provides an intelligent linkage recommendation engine method based on multimodal transport, which comprises the following steps: S1, carrying out data acquisition; s2, performing data processing and feature extraction; the extracted key features comprise node capacity and a transit time threshold; s3, generating and optimizing a logistics scheme through an intelligent recommendation engine; the method comprises the following steps: carrying out space-time network modeling, modeling a multimodal transport network into a dynamic space-time diagram, carrying out node flow prediction and resource pre-allocation after modeling is completed, and generating a resource reservation voucher; the step comprises transfer time optimization execution: calculating an optimal operation time window through a time window scheduling algorithm based on a resource reservation voucher, and if the actual waiting time in the transfer process exceeds a certain proportion of a predicted value, triggering reinforcement learning dynamic adjustment and reallocating resources; and S4, interacting with a user, and outputting a recommendation scheme to the user. According to the method, the problem of resource conflict is solved, and the single-time transportation cost is reduced through multi-mode combined transportation path intelligent planning.

Optoelectronic device with at least two optoelectronic circuits (2, 4a, 4b) for transmitting an optical clock signal to an electronic component (40-47, 74a, 74b), a control device (78a, 78b) for controlling the propagation times of the optoelectronic circuits and at least two electronic components (40-47, 74a, 74b), each of the at least two optoelectronic circuits (2, 4a, 4b) with: - a clock generation device (25) for generating the optical clock signal, - a converter element (30-37, 73a, 73b) for converting the optical clock signal into an electrical clock signal supplied to the electronic component (40-47, 74a, 74b), and - an optical line (60, 72a, 72b) from the clock generation device (25) to the converter element (30-37, 73a, 73b), wherein the optoelectronic circuit (2, 4a, 4b) has an adjustable optical element (60, 72a, 72b) for setting a propagation delay between the clock generating device (25) and the electronic component (40-47, 74a, 74b), where the optical line (60, 72a, 72b) is the adjustable optical element (60, 72a, 72b), wherein the transit time is adjustable by changing an optical length of the optical line (60, 72a, 72b), wherein the optical line (60, 72a, 72b) has a plurality of heating elements (61, 79a, 79b) for heating the optical line (60, 72a, 72b), wherein the optical length of the optical line (60, 72a, 72b) is adjustable for setting the transit time by heating the optical line (60, 72a, 72b), and wherein the control device (78a, 78b) is configured to individually control the individual heating elements (61, 79a, 79b) to generate a temperature gradient in order to compensate for a temperature gradient (62) within the optoelectronic device by means of this temperature gradient generated as a counter-gradient.

A system including a processor and a non-transitory computer-readable media storing computing instructions that, when executed on the processor, cause the processor to perform certain operations: identifying a first transit time of a first load that is different from a second transit time of a carrier for the first load; tuning a load generation model using a slackness allowance function; generating, using the load generation model with the slackness allowance function engaged, multiple slackness time windows with corresponding slackness penalties for the first load; and determining a third transit time based on a slackness time window of the multiple slackness time windows and a corresponding slackness penalty for the first load. Other embodiments are disclosed.

The invention relates to a method for determining the control unit temperature in a motor vehicle by means of Ethernet, comprising the steps of: determining a transit time of a first signal on a first connection path between a first server ECU of the Ethernet vehicle electrical system and a second server ECU of the Ethernet vehicle electrical system; determining a maximum speed of the first connection path on the basis of the transit time; identifying at least a first server ECU of the Ethernet vehicle electrical system; synchronising at least a first server ECU of the Ethernet vehicle electrical system; determining the synchronisation interval; determining a timestamp of the first server ECU; reading a timestamp or querying the clock time of the first server ECU; comparing the timestamp with a reference clock of the Ethernet vehicle electrical system; carrying out a transit time measurement; determining the speed of the associated clock generator; determining the time difference of the synchronisation interval; determining the last synchronisation.

A method and apparatus for measuring the thickness of hydrate deposits in pipelines based on ultrasonic transit time. The method includes: S1. Installing and fixing an ultrasonic transducer to the outer wall of a pipeline, making it perpendicular to the pipeline axis and pointing towards the center, and placing a coupling agent between the transducer and the pipeline wall; S2. Emitting an ultrasonic signal through the ultrasonic transducer, which is received by the transducer after being reflected by the coupling agent, the pipeline wall, and the hydrate deposit layer; S3. Performing noise reduction and feature extraction processing on the received echo signal to extract the pulse signal entering the hydrate deposit layer and its echo signal, and calculating the transit time between them; S4. Calculating the thickness of the hydrate deposit layer based on the transit time and the propagation speed of the ultrasonic wave in the hydrate deposit layer. This invention enables non-invasive online monitoring of hydrate deposits in pipelines, does not affect normal pipeline production, can provide early warning of hydrate blockage risks, is suitable for non-waterlogged terrestrial environments, and has small measurement errors.

The invention discloses a time difference type gas ultrasonic flowmeter-oriented transit time measuring method and system based on a frequency doubling technology. According to the system, by performing frequency multiplication processing on an ultrasonic echo signal, the slope of a signal rising edge is improved, and the time interval that comparator output is influenced by random noise is shortened, so that the transit time measurement precision is improved. The method comprises the steps that frequency doubling is conducted on echo signals through a frequency doubling circuit, frequency doubling signals are extracted through a band-pass filter, and then the transit time is measured through a threshold value method. Experimental results show that the technology enables the transition time measurement standard deviation to be averagely reduced by 28.73%. The relative error of flow measurement is controlled within + / -2%, the repeatability is superior to + / -0.2%, and the overall anti-noise performance is obviously superior to that of a traditional method. In order to solve the problem of cycle hopping in transit time measurement, abnormal value elimination is carried out by adopting a fixed spacing guide clustering algorithm, the calculation complexity is reduced, the real-time performance is improved, and the method has important theoretical value and wide engineering application prospects.

The invention discloses a flight channel adjustment method and device, relates to the technical field of flight channel adjustment, and aims to obtain flight channel data only by automatically counting flight scheduling data without depending on manual channel reservation and statistics. According to the flight channel data, whether available maintenance channels of aircrafts in overnight bases without maintenance capacity meet future regular check requirements or not can be automatically and quickly counted, and the maintenance channels are determined according to the aircraft type base maintenance information and the flight channel data. Maintenance channel marks are marked on flight lines related to connection change after evaluation in a maintenance channel, channel evaluation is closer to the real operation condition by comprehensively considering actual constraints such as aircraft types, station-crossing time and aircraft exchangeability, misjudgment is reduced, and therefore in flight plan arrangement, the reliability of flight planning is improved. And enough flight maintenance channels can be quickly and accurately reserved for aircrafts of the same type in an overnight base without maintenance capability.

A non-destructive testing method for assessing the suitability of a prestressed concrete sleeper (1) as a track sleeper in a track bed for a railway network is proposed, comprising: arranging (1100) the prestressed concrete sleeper (1) to be tested in a coupling fluid (2); positioning (1200) a pair of ultrasonic probes (3) on both sides of the prestressed concrete sleeper (1) to be tested at a respective defined distance (1c1, 1c2) and at a respective defined angle to the surfaces of the prestressed concrete sleeper (1) in at least one measuring position; emitting (1310) an ultrasonic signal by an ultrasonic probe of the pair of ultrasonic probes (3) configured as a transmitter (3.1) and receiving (1320) a transmission signal by a receiver (3.1).2) configured ultrasonic probe of the pair of ultrasonic probes (3), wherein the transmission (1310) and reception (1320) take place in the at least one measurement position; determining (1400) an ultrasonic transit time (t. s) of the ultrasonic signal emitted and received in the concrete of the prestressed concrete sleeper (1) in the at least one measuring position; and evaluate (1700) the prestressed concrete sleeper (1) as suitable for use as a track sleeper in the track bed if the determined ultrasonic transit time in each measuring position of the at least one measuring position is below or corresponds to a respective threshold value, and as unsuitable for use of the prestressed concrete sleeper (1) as a track sleeper in the track bed if the determined ultrasonic transit time in at least one measuring position of the at least one measuring position is above the respective threshold value.Furthermore, a system (100, 110, 120, 130) for testing and / or certifying a prestressed concrete sleeper (1) using the designated non-destructive testing method (1000) is proposed, as well as its proper use and the reuse of a prestressed concrete sleeper (1) found to be suitable in the non-destructive testing method (1000) in a track bed is proposed.

This invention discloses a method for managing highway toll station lanes and a storage medium, relating to the field of transportation technology. It aims to solve the current problem of not being able to automatically derive lane management methods based on the actual conditions of highway toll station lanes. The key technical points are: Step 1, collecting data on several ETC lanes from a single day of the previous year; Step 2, dividing the ETC lane data into 24 time periods; Step 3, establishing an ETC overshoot standard based on the ETC lane data within several individual time periods, the ETC overshoot standard including average vehicle speed. Average number of vehicles per lane Average transit time Step 4: Statistically analyze real-time ETC lane data and extract time intervals between 5 and 10 minutes to estimate hourly data. Compare this data with the ETC overrun standard. If the comparison is successful, proceed to the next step; otherwise, reset Step 4 after a full hour interval. This invention can determine whether to reduce the number of real-time ETC lanes and convert them to manual lanes based on highway toll station data, providing a reference for users.

Sensor (10) for determining a transit time, in particular a distance according to a pulse-based transit time method, comprising a transmitter (12) for emitting a signal pulse (14) triggered by a transmit pulse, a receiver (22) for generating a receive pulse from the signal pulse (20) reflected or remitted by an object (18a-b) and received again, and a control and evaluation unit (24) configured to determine a transit time from the transmit pulse and the receive pulse and, over a measurement period (28), to trigger or transmit a further signal pulse (14) upon receipt of a receive pulse, such that the received signal pulse immediately triggers the next emitted signal pulse, so that during the measurement period (28) more signal pulses (14, 20) travel back and forth for a nearby object (18a) than for a distant object (18b).and wherein the runtime is determined directly or indirectly from the ratio of a counting information and the measurement duration, wherein the counting information is proportional to the number of signal pulses triggered or passed through the measuring section during the measurement duration.

Examples provide a dynamic distance matrix model for optimizing routing within a retail facility and minimizing time consumed in transit. A distance manager calculates physical distance and average transit time for each path in a plurality of possible paths from a source location to a destination location within a retail facility using coordinate data, item location data and historical distance data. The shortest path is selected from the plurality of possible paths based on the physical distance and / or the average transit time for each possible path. A distance matrix is updated with the distance data for the shortest paths between selected source and destination locations in the retail facility. The distance matrix is updated in real-time based on changes in item assortment, item layout, and the locations of obstructions enabling optimized routing of users within the retail facility to minimize distance traveled and transit time.

Examples provide dynamic delivery promises based on machine learning (ML) predicted transit time to improve promise accuracy and on-time delivery. Actual transit times for previous package deliveries are obtained from historical order data. The actual transit times are weighted based on recency data. A weighted mode is calculated for each shipping lane in a plurality of shipping lanes used to transport packages from a source to a destination location via a carrier method. The mode is calculated based on time period and actual transit times for that time period. Future predicted transit times for each shipping are generated using estimated ship dates and lane-specific modes. The predicted transit times are used to assign a more accurate and reliable delivery promise date to future orders. The promise dates are customized in real-time at a weekday level and a shipping lane level for increased on-time package deliveries.

To provide a flight management device, a flight management system, and a flight object capable of easily controlling a flight object in a flight path situation ahead of a predetermined position.SOLUTION: A flight management device (flight object flight management device 1) includes a time calculation unit 12, a situation information acquisition unit 13, and a flight mode determination unit 15. The time calculation unit 12 calculates transit time, which indicates the time it takes for the flight object to pass through a specific area from a specific position on the flight path, based on the flight plan of the flight object or a predicted value of the flight object's motion state. The situation information acquisition unit 13 acquires the situation of the predetermined area during the transit time. The flight mode determination unit 15 determines the flight mode that indicates control commands to the flight object based on the situation in the predetermined area during the transit time.SELECTED DRAWING: Figure 2

The invention relates to a method for correcting a transit-time difference of a useful sound signal from an ultrasonic clamp-on flowmeter, comprising: - providing an ultrasonic clamp-on flowmeter (1) with a first ultrasonic transducer (10), a second ultrasonic transducer (20), and a computing unit (30) connected to the first ultrasonic transducer (10) and the second ultrasonic transducer (20), as well as a medium-carrying pipe (2) with a pipe axis (X), an outer surface (3), an inner surface (4), and a pipe wall (5), - attaching the first ultrasonic transducer (10) and the second ultrasonic transducer (20) to the outer surface (3) at a distance (A) from each other along the pipe axis (X) such thatthat a first ultrasound path (UP1) with at least one reflection at the inner surface (4) and a second ultrasound path (UP2) in the pipe wall (5) can be formed between the first ultrasound transducer (10) and the second ultrasound transducer (20), - Emitting a first ultrasound pulse (UI1) from the first ultrasound transducer (10) to the second ultrasound transducer (20).

Flood risk assessment system (10) for a vehicle (12), wherein the flood risk assessment system (10) comprises the following: one or more cameras (22) oriented to collect image data of floodwater (40) located on a roadway on which the vehicle (12) is traveling; a time-of-flight sensor system (24) that directs a laser beam to several target points (P) arranged along the flood (40); and one or more controllers (20) in electronic communication with the one or more cameras (22) and the time-of-flight sensor system (24), wherein the one or more controllers (20) execute commands to: Estimating the flow velocity of the floodwater (40) at the multiple target points (P) by analyzing the image data collected by the one or more cameras (22) based on one or more video-based motion estimation algorithms; Calculating a flood depth at the multiple target points (P) based on a travel time difference; Determining a risk associated with crossing the flood (40) at each of the multiple target points (P) arranged along the flood (40), based on the flow velocity of the flood (40) and the flood depth; and Generating a message indicating the risk associated with crossing the flood (40) at the multiple target points (P) arranged along the flood (40); wherein the one or more controllers (20) store one or more lookup tables that provide a combined depth and velocity value representing a product of the flow velocity of the flood (40) and the flood depth; characterized by the fact that the time-of-flight sensor system (24) receives polarized backscattered laser light when the laser beam is reflected from an upper surface of the flood (40), and receives depolarized backscattered laser light when the laser beam is reflected from a bottom of the flood (40); the time-of-flight difference between a first time at which the polarized backscattered laser light is received by the time-of-flight sensor system (24) and a second time at which the depolarized backscattered laser light is received by a time-of-flight sensor system (24); and The one or more controllers (20) execute commands to: Comparing a combined depth and speed value corresponding to one of several specific target points (P) along the flood (40) with a vehicle instability threshold and Determining in response to a determination that the combined depth and speed value is less than the vehicle instability threshold, that the risk of crossing the flood (40) at a specific target point (P) is acceptable, wherein the vehicle instability threshold is a function of one or more vehicle parameters.

Examples provide a future inventory (FI) ordering system that enables orders of temporarily out-of-stock (OOS) items that are not currently on-hand at a fulfillment center (FC). A temporarily unavailable OOS item is made available for purchase with an extended estimated date of delivery (EEDD) as a future delivery (FD) item. A status indicator can be provided to distinguish FD items from currently in-stock items via a user interface (UI) device. Machine learning models are used to predict transit time, dwell time, and / or receiving time for the FD item using lane-specific data, dynamic extrinsic data, and other item-related data. The EEDD is predicted using the predicted transit time. A delivery notification including the EEDD for the FD item to the user via the UI device. Unloading of trailers containing FD items is prioritized at the FC to ensure timely delivery of FD items within the predicted EEDD.

The invention relates to a transponder (12) for determining the elapsed time when passing through an RFID loop antenna (18), comprising: three induction coils (26) for measuring three field intensity values of an activation signal transmitted by the RFID loop antenna when passing through the RFID loop antenna; a processing unit (28) for determining an effective value of the three field intensity values based on the three field intensity values, the effective value of the three field intensity values being indicative of the inductive field intensity; an accumulation unit (30) for collecting the effective values of the plurality of activation signals over time and determining a time sequence of the effective values; and a symmetry unit (32) for determining a transponder elapsed time corresponding to a point in time (P) within the time sequence, the effective value before and after which point in time has a maximum level of symmetry. The invention further relates to a method and a system (14) for determining an elapsed time of a transponder (12).