Lord Corporation

Nupulsecv, Inc.

North Carolina State University

Douglas Edward Ivers

Mark R Jolly

Russell E Altieri

Douglas A Swanson

Kenneth Alan St Clair

Stephen F Hildebrand

Askari Badre-Alam

Lane R Miller

Andrew D Meyers

Daniel Mellinger

Matthew K Ferguson

J David Carlson

Robert M Smith

Peter J Jones

Steve C Southward

Mark A Norris

Michael J Chrzan

Michael C Heath

Donald R Prindle

Charles M Nobles

Shamim Samadi

Ryan Daniel McCormick

Warren R Schroeder

Sai Bhargav Dasari

Cranos M Williams

Russell E Alteri

Kevin C Cooney

Nagarjuna Reddy Chinta

Divyakumar Mahiman Badheka

Hubert Troy Nagle, Jr

Gerald P Whiteford

Robert H Marjoram

Donald L Margolis

Lynn C Yanyo

Warren E Schmidt

Leonard J Schwemmer

Dino J Rossetti

Doug Swanson

William S Jensen

Leslie P Fowler

Scott K Miller

William J McMahon

Michael D Janowski

Kenneth R Boone

Stephen F Buchner

Charles M Nobles, Jr

Steve F Hildebrand

Gregory Ericksen

Robert W Wilson, Ii

Michael F Walch

William J Mcmahon

Kenneth Alan STCLAIR

Russel E Altieri

The present disclosure is directed towards systems and methods built for predictively timing the inflation and/or deflation of an intra-aortic balloon pump. A controller operates in three states: (1) initialization state, (2) learning state, and (3) peak detection state. The controller decomposes a patient's electrocardiogram signal to a power signal. It then learns characteristics of the patient's electrocardiogram signal during the learning state and computes adaptive threshold parameter values. During the peak detection state, the controller applies the learnt threshold parameter values on a current electrocardiogram signal to identify occurrence and timings of R peaks in the electrocardiogram signal. The R-to-R peak timings are then used to trigger inflation of an intra-aortic balloon pump.

Predictive QRS detection and R-to-R timing systems and methods

A rotary wing aircraft including a vehicle vibration control system. The vehicle vibration control system includes a rotary wing aircraft member sensor for outputting rotary wing aircraft member data correlating to the relative rotation of the rotating rotary wing hub member rotating relative to the nonrotating body, at least a first nonrotating body vibration sensor, the at least first nonrotating body vibration sensor outputting at least first nonrotating body vibration sensor data correlating to vibrations, at least a first nonrotating body circular force generator, the at least a first nonrotating body circular force generator fixedly coupled with the nonrotating body, the at least first nonrotating body circular force generator controlled to produce a rotating force with a controllable rotating force magnitude and a controllable rotating force phase, the controllable rotating force magnitude controlled from a minimal force magnitude up to a maximum force magnitude, and with the controllable rotating force phase controlled in reference to the rotary wing aircraft member sensor data correlating to the relative rotation of the rotating rotary wing hub rotating relative to the nonrotating body wherein the vibration sensed by the at least first nonrotating body vibration sensor is reduced.

Helicopter vibration control system and circular force generation systems for canceling vibrations

A rotary wing aircraft including a vehicle vibration control system. The vehicle vibration control system includes a rotary wing aircraft member sensor for outputting rotary wing aircraft member data correlating to the relative rotation of the rotating rotary wing hub member rotating relative to the body, at least a first nonrotating body vibration sensor, the at least first nonrotating body vibration sensor outputting at least first nonrotating body vibration sensor data correlating to vibrations, at least a first nonrotating body circular force generator, the at least a first nonrotating body circular force generator fixedly coupled with the nonrotating body, the at least first nonrotating body circular force generator controlled to produce a rotating force with a controllable rotating force magnitude and a controllable rotating force phase, the controllable rotating force magnitude controlled from a minimal force magnitude up to a maximum force magnitude, and with the controllable rotating force phase controlled in reference to the rotary wing aircraft member sensor data correlating to the relative rotation of the rotating rotary wing hub rotating relative to the nonrotating body wherein the vibration sensed by the at least first nonrotating body vibration sensor is reduced.

A magneto-rheological fluid damper includes a damper body having a reservoir for a magneto-rheological fluid, a piston rod, a piston rod guide disposed within the damper body, where the piston rod guide has a passage therein for receiving the piston rod. The magneto-rheological fluid damper further includes at least a first piston rod seal and at least a second piston rod seal arranged to seal between the piston rod guide and the piston rod. The magneto-rheological fluid damper further includes a fluid chamber defined between the piston rod guide and the piston rod, the fluid chamber being in communication with the reservoir. The magneto-rheological fluid damper further includes a piston rod guide filter arranged in a communication path between the fluid chamber and the reservoir to filter particulates out of the magneto-rheological fluid entering the fluid chamber. The magneto-rheological fluid damper further includes an accumulator arranged between the piston rod guide and the damper body.

Magneto-rheological dampers for semi-active suspension systems

Helicopter rotating hub mounted vibration control system for a rotary wing hub having periodic vibrations while rotating at an operational rotation frequency. The vibration control system includes a housing attachable to the rotary wing hub and rotating with the hub at the operational frequency. The housing is centered about the rotary wing hub axis of rotation and has an electronics housing cavity subsystem and an adjacent rotor housing cavity subsystem. The rotor housing cavity contains a first coaxial ring motor with a first rotor and imbalance mass and a second coaxial ring motor with a second rotor and imbalance mass. The electronics housing cavity contains an electronics control system which receives sensor outputs and electrically controls and drives the first motor and the second motor such that the first imbalance mass and the second imbalance mass are driven at a vibration canceling rotation frequency greater than the operational rotation frequency wherein the helicopter rotary wing hub periodic vibrations are reduced.

Helicopter vibration control system and rotary force generator for canceling vibrations

A rotary wing aircraft including a vehicle vibration control system. The vehicle vibration control system includes a rotating hub mounted vibration control system, the rotating hub mounted vibration control system mounted to the rotating rotary wing hub with the rotating hub mounted vibration control system rotating with the rotating rotary wing hub. The vehicle vibration control system includes a rotary wing aircraft member sensor for outputting rotary wing aircraft member data correlating to the relative rotation of the rotating rotary wing hub member rotating relative to the nonrotating body, at least a first nonrotating body vibration sensor, the at least first nonrotating body vibration sensor outputting at least first nonrotating body vibration sensor data correlating to vibrations, at least a first nonrotating body circular force generator, the at least a first nonrotating body circular force generator fixedly coupled with the nonrotating body, and a distributed force generation data communications network link.

Helicopter hub mounted vibration control and circular force generation systems for canceling vibrations

An aircraft turbine engine with a takeoff fan speed and a landing fan speed, the aircraft engine includes a fan duct with a HQ (Herschel-Quincke) acoustic control noise reduction tube. The acoustic control noise reduction tube contains a movable frequency tuner obstruction. The movable frequency tuner obstruction is movable within the acoustic control noise reduction tube, with the movable frequency tuner obstruction movable along a fixed tube path length between a first takeoff frequency obstruction tube path location, and a second landing frequency obstruction tube path location, with the frequency tuner obstruction positioned at the first takeoff frequency location with the takeoff speed, and the frequency tuner obstruction positioned at the second landing frequency location with the landing speed to reduce noise.

Noise controlled turbine engine with aircraft engine adaptive noise control tubes

A damper device comprising a first mode having a first level of damping, a second mode having a second level of damping corresponding to a predetermined function, a sensor system having a first output corresponding to a normal position and a second output corresponding to an end stop approaching position, and a control system operable for receiving the first output and the second output and executing the first mode and the second mode. The damper device is operable in the first mode when the control system receives the first output and is operable in the second mode when the control system receives the second output. A controllable suspension system comprising a damper device, a magnetic probe, a sensor system comprising at least one position sensor operable for sensing the position of the magnetic probe, and a control system electronically connected to the sensor system and the damper device, wherein the control system is operable for receiving an output from the sensor system and executing a predetermined function to control the damper device. Electric signals are supplied to the damper device from the control system during system operation to provide damping sufficient to prevent end stop collisions.

Adjustable damping control with end stop

A system and method for absorbing vehicle body vibrations is described. The mechanical self-tuning vibration absorber system is utilized to absorb a body vibration with a varying frequency. In a particular application the absorber system provides for absorbing varying frequency vibrations of a helicopter aircraft body. The vibration absorber system utilizes asymmetrical damping to tune the resonant frequency of the system.

Self-tuning vibration absorber system and method of absorbing varying frequency vehicle vibrations

A controlled equilibrium device comprising a housing; at least one spring, each at least one spring having a spring stiffness; and a load leveling device movable through the housing between a first maximum displacement position and a second maximum displacement position, the load leveling device comprising a deadband displacement zone defined between a first deadband displacement threshold and a second deadband displacement threshold, the displacement required to reach the first and second deadband displacement thresholds being less than the displacement distances required to reach the first and second maximum displacement positions, the at least one spring stiffness being substantially constant when the displacement of the load leveling device is within the deadband zone, the stiffness of the at least one spring being modified to a second stiffness when the load leveling device is equal to or beyond either the first deadband displacement threshold or the second deadband displacement threshold.

Controlled equilibrium device with displacement dependent spring rates and integral damping

An Adaptive Off-state (AO) control method (,) for use in conjunction with a suspension system (,) including a controllable damper (,) interconnecting relatively moveable members (,) to reduce the transmission of vibrational forces therebetween. Such suspension systems (,) are switchable between alternative on- and an off-state in accordance with a primary control method (,) and/or a secondary override control method (,). Sensors (,) monitor the parameters of the suspension system (,), such as the displacement, velocity, and acceleration of the moveable members (,). Damper command signals (,) are provided to the damper (,) in the on-state (,) to adjust the damping characteristics thereof. In the off-state, the damping signal in conventional systems is approximately zero or a constant relatively low magnitude. According to the present adaptive off-state control method (,), the off-state damping signal (,) to the controllable damper (,) is modulated over time to make the off-state damping a function of the system inputs. In a preferred embodiment, the modulation is a function of the real time or time-averaged input disturbances to the system (,). In an alternative embodiment, the modulation is derived from a user switch (,) that imparts a user variable Off-State Gain (OSG) to the off-state damping signal (,) based on operator perceived ride characteristics.

Adaptive off-state control method

Growing community of inventors

Cary, NC, United States of America

Douglas Edward Ivers