Eaton Corporation

Cutler-hammer, Inc.

Eaton-kenway, Inc.

Other

Hk Systems, Inc.

Statordyne LLC

Herman P Schutten

Robert W Lade

James A Benjamin

Stanley V Jaskolski

Gordon B Spellman

Jan K Sedivy

Robert W Sackett

Michael E Taken

Arnold Weiss

James V Yardley

Gary L Whatcott

John A Petersen

Louis Cartz

Peter H Wackman, Deceased

Dwight B Stephenson

Bryan A Bloomfield

Vaughn W Guest

Robert K Forman

L Bruce Christensen

Rick S Mottes

Joseph Zuercher

Lyle O Hoppie

Oliver W Johnson

David Curtis Turner

Joseph Charles Zuercher

Erlen B Walton

James R Jaeschke

Richard Chute

Donald L Van Zeeland

Steven R Schachameyer

Donald M Haarstad

John B Pardee

Richard R Sabroff

David W Malaney

Richard C Born

Maurice W Jensen

Frank A Knopf

Roy Hyink

John A Anderson

Michael J Schutten

Danny M Wakefield

Donald R Zimmerer

Stanley V Jasolski

Lawrence E Van Horn

An uninterrupted power supply (UPS) system provides power to an electrical load when utility line power fails. When the utility line power is normal a synchronous dynamo serves as a motor, and a first variable-ratio transmission arrangement is combined with a differential gear box to drive a flywheel with very low losses. When the utility line power fails, further variable-ratio transmission components are activated to assist the first transmission in conducting power from the flywheel to the dynamo. The dynamo now acts as a generator to supply power to the load. The invention is characterized by high standby efficiency and by a capability to run the flywheel down to a very low speed before it is unable to continue driving the dynamo.

High-efficiency high-power uninterrupted power system

A system and controller for providing emergency power to an electrical load when a usual source of power for the load has failed, includes an electrical dynamo, an engine of controllable speed connectable by clutch to drive by a fixed speed ratio the dynamo, a continuously spinning flywheel to provide power while the engine is coming up to speed and during transient loads thereafter, and a control system. The flywheel is also connected with the dynamo, through a variable-speed transmission. When the engine is driving the dynamo, the speed of the engine is controlled by a loop, which involves sensing the torque of the flywheel, comparing the flywheel's speed with a first reference, and adjusting the throttle according to the difference. Simultaneously, the speed ratio of the variable transmission is controlled by a second loop, which involves sensing the output frequency of the dynamo, comparing it with a second reference to get a difference signal, and adjusting the transmission's ratio in accordance with the difference signal. For short interruptions of the usual power source, the flywheel provides emergency power and the engine is not started.

Flywheel-speed sensing for control of an emergency-power engine

An automated guided vehicle (AGV) control system which is downward compatible with existing guidewire systems providing both guidewire navigation and communication and autonomous navigation and guidance and wireless communication between a central controller and each vehicle. FIGS. 90, 91, 92, 93, and 94 provide a map showing relative orientation of the schematic circuits seen in FIGS. 90A-B, 91A-B, 92A-B, 93A-B, and 94A-B, respectively over paths marked by update markers which may be spaced well apart, such as fifty feet. Redundant measurement capability using inputs from linear travel encoders from the vehicle's drive wheels, position measurements from the update markers, and bearing measurements from a novel angular rate sensing apparatus, in combination with the use of a Kalman filter, allows correction for navigation and guidance errors caused by such factors as angular rate sensor drift, wear, temperature changes, aging, and early miscalibration during vehicle operation. The control system employs high frequency two-way data transmission and reception capability over the guidewires and via wireless communications. The same data rates and message formats are used in both guidewire and wireless communications systems. Substantially the same communications electronics are used for the central controller and each vehicle. Novel navigation and guidance algorithms are used to select and calculate a non-linear path to each next vehicle waypoint when the vehicle is operating in the autonomous mode. The non-linear path originates with an initial direction equal to the heading of the vehicle as it enters the path and a waypoint heading defined as part of the message received from the central control system which plans and controls travel of each vehicle in the system.

Downward compatible AGV system and methods

A rotary pump (10) is disclosed of the type including a rotating cylinder block (25) defining a plurality of cylinders (27), each defining an imaginary axis (a), which are uniformly spaced about an axis of rotation (A) of the cylinder block. A piston (29) is disposed for reciprocation within each cylinder (27) as the cylinder block rotates. The housing defines a fluid inlet (43) and a fluid outlet (45). In open communication with each cylinder (27) is a cylinder port (47), disposed for serial communication with the fluid inlet and fluid outlet as the cylinder block (25) rotates. Each cylinder port (47) defines a leading edge (L) which are disposed randomly relative to their respective imaginary axis (a). As a result, the timing of communication between the leading edges of the cylinder ports (47) and the fluid inlet and fluid outlet comprise a non-repetitive pattern, thus substantially reducing the sound level at the second fundamental frequency of the piston frequency, also substantially improving the quality of the sound during operation of the pump.

Noise reduction at the second order frequency

An automated guided vehicle (AGV) control system which is downward compatible with existing guidewire systems providing both guidewire navigation and communication and autonomous navigation and guidance and wireless communication between a central controller and each vehicle. Vehicle steering and control includes autonomous guidance and navigation of the vehicle over paths marked by update markers which may be spaced well apart, such as fifty feet. The control system employs high frequency two-way data transmission and reception capability over the guidewires and via wireless communications. The same data rates and message formats are used in both guidewire and wireless communications systems. Substantially the same communications electronics are used for the central controller and each vehicle. Novel navigation and guidance algorithms are used to select and calculate a non-linear path to each next vehicle waypoint when the vehicle is operating in the autonomous mode. The non-linear path orginates with an initial direction equal to the heading of the vehicle as it enters the path and a waypoint heading defined as part of the message received from the central control system which plans and controls travel of each vehicle in the system.

An automated guided vehicle (AGV) control system which is downward compatible with existing guidewire systems providing both guidewire navigation and communication and autonomous navigation and guidance and wireless communication between a central controller and each vehicle. Autonomous vehicle navigation comprises travel over paths marked by update markers which may be spaced well apart, such as fifty feet Redundant measurement capability comprising inputs from linear travel encoders from the vehicle's drive wheels, position measurements from the update markers, and bearing measurements from a novel angular rate sensing apparatus, in combination with the use of a Kalman filter, allows correction for navigation and guidance errors caused by such factors as angular rate sensor drift, wear, temperature changes, aging, and early miscalibration during vehicle operation. The control system comprises high frequency two-way data transmission and reception capability over the guidewires and via wireless communications The same data rates and message formats are used in both communications systems. Substantially the same communications electronics are used for the central controller and each vehicle. Novel navigation and guidance algorithms are used to select and calculate a non-linear path to each next vehicle waypoint when the vehicle is operating in the autonomous mode. The non-linear path comprises an initial direction equal to the heading of the vehicle as it enters the path and a waypoint heading defined as part of the message received from the central control system which plans and controls travel of each vehicle in the system.

Apparatus for detecting and controlling the position of an automatic guided vehicle to enable precise positioning of the vehicle at a predetermined place such as a load pickup/delivery terminal. In one embodiment a mat having a passive short-circuited loop of wire embedded in it is positioned on the floor at the terminal. On the vehicle an oscillator and a transmitting antenna provide a primary magnetic field that excited the loop in the mat whenever the vehicle is in the terminal, inducing current in the loop. The current in the loop produces a secondary magnetic field having a predetermined spatial pattern. Receiving antennas on the vehicle detect the secondary magnetic field. Prior knowledge of the spatial pattern enables onboard electronic apparatus to ascertain the position of the vehicle relative to the mat. Both transverse and longitudinal position can be detected and controlled. The same on-board apparatus enables the vehicle to follow an energized guidewire in the floor between terminals. The vehicle can also navigate by dead reckoning between terminals.

Proportional position-sensing system for an automatic guided vehicle

Apparatus for automatically steering a farm crop vehicle between rows of corn by sensing the locations of the rows ahead of the vehicle. The apparatus senses the location of the plants as the crop vehicle approaches them. The data thus obtained are processed by an on-board microcontroller to determine the lateral location of the crop vehicle relative to the rows and provide a feedback signal. Another feedback signal is provided by integrating that lateral error data. In addition to the plant sensors, the harvester has a Doppler radar system on its left side that provides ground-velocity information for the left side, and a similar system on the right side. The radar outputs enable the microcontroller to measure the turning of the vehicle. This is used to produce yet another feedback signal that improves the automatic steering. This turning-feedback signal stabilizes the loop. The microcontroller provides steering commands for automatically tracking the rows.

Automatic steering apparatus using reflected signals

Apparatus for automatically steering a farm crop vehicle into rows of corn by sensing the locations of the rows ahead of the vehicle on both sides of the vehicle. The apparatus senses the plants of each row by means of contact sensors that touch the plants as the crop vehicle approaches them. The data thus obtained are processed by an on-board microcontroller to determine the lateral location of the crop vehicle relative to the rows. Also, the frequencies of encountering plants in laterally spaced-apart rows provided information regarding turning of the vehicle, i.e., incipient changes of lateral position. This is used to produce a further feedback signal that improves the automatic steering, especially where the rows are curved. Having the turning-feedback signal in the servo loop also permits higher loop gain without instability, which reduces tracking error even further. The microcontroller provides steering commands that automatically maintain the crop vehicle on a proper course for stripping the corn, cutting the crop, etc. The control system also provides indications for the operator of single row dropout, vehicle out of field, and field entry.

Automatic steering apparatus for crop vehicle

An open-center fluid controller (15) is disclosed for controlling the flow of fluid to a steering cylinder (25). The controller includes a fluid meter (29) and valving arrangement (27), including a valve spool (43) and a sleeve (45), which define a main fluid path. The main path includes a fixed flow control orifice (86), a variable flow control orifice (87), the fluid meter (29), and a variable flow control orifice (89). In accordance with the invention, the spool and sleeve define an amplification fluid path (101), including a variable amplification orifice (99), in parallel with the main fluid path, and disposed to amplify the flow of fluid through the meter (29). In order to facilitate manual steering, the amplification orifice (99) reaches its maximum flow area when the spool and sleeve are in a normal operating position (FIG. 6). The amplification orifice then decreases and closes as the displacement between the spool and sleeve reach a maximum displacement (FIG. 7). As a result, the amplification fluid path (101) is closed at maximum valve displacement, thus making it possible to manually steer the vehicle.

Open-center steering control unit with flow amplification

The depth of a cavity or chamber (10') is measured by using the chamber as the resonator of an electronic oscillator (24) whose oscillations are coupled to fluid in the cavity by transducers (12, 13). Both the variable-depth main chamber (10') and a reference chamber (117) of fixed depth are measured. Variations in the data obtained from the chambers are caused by factors affecting the velocity of propagation of sound in the fluid. An accurate measurement of the depth of the main chamber is obtained by compensating direct data (at 42) obtained from the main chamber (10'), using, data (at 43) obtained from the fixed-depth reference chamber (117). In one embodiment an inertance orifice (121) is utilized between the two chambers. The fluid inertance of the orifice, together with the compliance of the fluid in the main chamber (10'), form a resonant system whose anti-resonant frequency is a measure of the dimensions of the main chamber. (Inertance is the acoustical equivalent of inductance.)

Apparatus for measuring depth of a fluid chamber

A cavity such as a chamber (10) of a hydraulic cylinder (2) containing a movable piston (4) is equipped with transducers (12) for transmitting alternating pressure signals into a fluid in the chamber and for receiving signals from it. The fluid chamber acts as a resonant tank circuit for determining the frequency of an external electronic oscillator (24). The frequency of oscillation of the circuit indicates the depth of the cavity, i.e., the position of the piston in the cylinder. Multiple modes of oscillation are employed (34, 36) in the same chamber to provide high accuracy and resolution of ambiguities. In one embodiment chambers (10', 66) on both sides of the piston (4') of a double-acting cylinder (2') are measured, and the readings are combined (76) to reduce errors that would otherwise result from changes in temperature, pressure, viscosity and other parameters unrelated to the position of the piston.

Cylinders having piston position measurement

An active inertial isolation system is disclosed generally for any inertial body, and also for bodies subject to structural resonance, and further particularly for a microlithography system (2) for processing semiconductor wafers (4) subject to a submicron design rule. One or more linear forcers (94, 76, 74, 94' 76', FIGS. 18 and 19) are provided for applying a force between the body or worktable (6) and a reaction mass RM (202, 204, 206, 210). One or more accelerometers (98, 78) sense acceleration of the body (6) and apply force against sensed acceleration regardless of the position or variation of position of the body (6) relative to the reaction mass RM. The reaction mass RM may be supported relative to the linear forcer, and/or be a part thereof or rigidly fixed thereto, or the reaction mass RM may be supported relative to a reference such as a sidewall or the floor.

Seismic isolation system with reaction mass

An AC frequency conversion technique is disclosed using an H-switch toggled at irregular times to yield a chopped sinusoid output waveform of a given fundamental frequency. The irregular switching pattern is a departure from the classical cycloconverter frequency conversion approach. The H-switch is connected between a pair of power lines L1 and L1 and alternately switched between one and another ON state at any point in the AC cycle to yield any up-converted or down-converted output frequency of the chopped sinusoid output waveform. The output waveform has a positive half cycle during which the H-switch is in one ON state when L1 is positive with respect to L2 and is in the other ON state when L2 is positive with respect to L1. The output waveform has a negative half cycle during which the H-switch is in the one ON state when L1 is negative with respect to L2 and is in the other ON state when L2 is negative with respect to L1.

Bridge-type frequency multiplier

An AC frequency conversion technique is provided by alternately switching between AC power lines at irregular times to yield a chopped sinusoid switched output waveform of given fundamental frequency. The technique does not rely on an input rectifier bridge nor on capacitive filtering to DC.

Fractional frequency multiplier

Growing community of inventors

Milwaukee, WI, United States of America

Herman P Schutten