초록 ▼

The Fluid Energy Pulse Test System [FEPTS] comprises apparatus and methods, using high-pressure, high-fluid-flow-rate or low-pressure-low-fluid-flow-rate energy pulses in tests to collect data for the evaluation of transient, ramp, steady state, or near steady state dynamic performance characteristi

The Fluid Energy Pulse Test System [FEPTS] comprises apparatus and methods, using high-pressure, high-fluid-flow-rate or low-pressure-low-fluid-flow-rate energy pulses in tests to collect data for the evaluation of transient, ramp, steady state, or near steady state dynamic performance characteristics of fluid control devices and fluid systems. Positively increasing and negatively decreasing energy pulses can be generated independently or concurrently during a test. Effects of one or more energy pulses on the dynamic operation of a tested device or system are controlled by the selection of energy pulse variables, including pulse number, pulse type, pulse strength, pulse delay, pulse duration, pulse frequency, and pulse delivery (either an explosive delivery up to at least 243.84 meters per second, or a slow delivery at greater than zero meters per second). Fluid impulse, step, ramp, or frequency input functions, or combinations thereof, perturb the dynamic modes of operation of a fluid control device or fluid system under test. Test data are acquired in an open-, partly-open-, or closed-to-the-atmosphere environment. A test chamber (56) permits rapid insertion and removal of fluid control devices. Complete fluid systems can be tested. Measurement accuracy is met by precisely metered flow rates, short sampling intervals, and calibrated transducers. Graphs of transient, steady state, or near steady state fluid pressure, differential pressure, temperature, and flow rate data are computer-generated in real time. FEPTS tests can be performed by one person. The small, compact, and mobile apparatus can be placed at field sites. FEPTS tests use less than one percent of the energy required by current continuous-flow test technology.

대표청구항 ▼

The Fluid Energy Pulse Test System [FEPTS] comprises apparatus and methods, using high-pressure, high-fluid-flow-rate or low-pressure-low-fluid-flow-rate energy pulses in tests to collect data for the evaluation of transient, ramp, steady state, or near steady state dynamic performance characteristi

The Fluid Energy Pulse Test System [FEPTS] comprises apparatus and methods, using high-pressure, high-fluid-flow-rate or low-pressure-low-fluid-flow-rate energy pulses in tests to collect data for the evaluation of transient, ramp, steady state, or near steady state dynamic performance characteristics of fluid control devices and fluid systems. Positively increasing and negatively decreasing energy pulses can be generated independently or concurrently during a test. Effects of one or more energy pulses on the dynamic operation of a tested device or system are controlled by the selection of energy pulse variables, including pulse number, pulse type, pulse strength, pulse delay, pulse duration, pulse frequency, and pulse delivery (either an explosive delivery up to at least 243.84 meters per second, or a slow delivery at greater than zero meters per second). Fluid impulse, step, ramp, or frequency input functions, or combinations thereof, perturb the dynamic modes of operation of a fluid control device or fluid system under test. Test data are acquired in an open-, partly-open-, or closed-to-the-atmosphere environment. A test chamber (56) permits rapid insertion and removal of fluid control devices. Complete fluid systems can be tested. Measurement accuracy is met by precisely metered flow rates, short sampling intervals, and calibrated transducers. Graphs of transient, steady state, or near steady state fluid pressure, differential pressure, temperature, and flow rate data are computer-generated in real time. FEPTS tests can be performed by one person. The small, compact, and mobile apparatus can be placed at field sites. FEPTS tests use less than one percent of the energy required by current continuous-flow test technology. a reference position in synchronism with rotation of a crank shaft of said internal combustion engine; a cam shaft rotating at a speed corresponding to one half of that of said crank shaft; cam signal detecting means for generating a cam pulse signal including specific pulses identifying individual cylinders, respectively, of said internal combustion engine in synchronism with rotation of said cam shaft; and cylinder identifying means for identifying said individual cylinders, respectively, of said internal combustion engine on the basis of said crank angle pulse signal and said cam pulse signal, wherein said cylinder identifying means includes: pulse signal number storage means for dividing an ignition control period for each of said individual cylinders into a plurality of subperiods for thereby counting for storage signal numbers of said specific pulses generated during said plurality of subperiods, respectively; and subperiod discriminating means for determining discriminatively a sequential order of said plural subperiods on the basis of combinations of the signal numbers of said specific pulses generated during said plural subperiods, respectively, wherein said combinations of the signal numbers of said specific pulses generated during said plural subperiods differ from one to another correspondingly to said plural subperiods in dependence on start points of said plural subperiods, respectively, and wherein said cylinder identifying means is so designed as to identify said individual cylinders on the basis of results of said discriminative determination of said subperiods performed by said subperiod discriminating means independently of the start points of said plural subperiods. 2. A cylinder identifying system for an internal combustion engine according to claim 1, wherein said pulse signal number storage means is so designed as to count for storage the numbers of pulses of said cam pulse signal and said crank angle pulse signal, respectively, from the start of operation of said internal combustion engine, wherein said cylinder identifying means includes: pulse signal sequential order storage means for storing therein temporal relations between said pulse trains of said crank angle pulse signal and said specific pulses of said cam pulse signal; and reference position detecting means for detecting said reference position from said crank angle pulse signal, wherein when it is decided that said crank angle pulse signal has been detected since a start point of a preceding one of said plural subperiods at the latest on the basis of the number of pulses of said crank angle pulse signal which have been stored up to said reference position, said cylinder identifying means identifies said individual cylinders on the basis of the signal number of said cam pulse signal(s) generated during said preceding subperiod. 3. A cylinder identifying system for an internal combustion engine according to claim 2, wherein when decision is made after detection of said reference position that said crank angle pulse signal has been detected since the start point of a current one of said plural subperiods at the latest on the basis of the pulse number of said crank angle pulse signal stored up to a time point at which an end point of said current subperiod including said reference position is detected, said cylinder identifying means identifies the individual cylinders on the basis of the signal number of said cam pulse signal(s) generated during said current subperiod. 4. A cylinder identifying system for an internal combustion engine according to claim 2, wherein when it is decided on the basis of the pulse number of said crank angle pulse signal stored up to a subperiod end point of said plural subperiods that said crank angle pulse signal has been detected since the start point of said preceding subperiod at the latest, said cylinder identifying means identifies said individual cylinders on the basis of combina tion of the signal number of said cam pulse signal(s) generated during the preceding subperiod and the signal number of said cam pulse signal(s) generated during the current subperiod. 5. A cylinder identifying system for an internal combustion engine according to claim 1, wherein combination of signal numbers of said cam pulse signal(s) generated during said plural subperiods contains no combination of only "0s" which indicates absence of output. 6. A cylinder identifying system for an internal combustion engine according to claim 5, wherein number of the cylinders of said internal combustion engine is four with the ignition control period for each of said cylinders being so set as to correspond to a crank angle of 180°, said plural subperiods being constituted by a first subperiod and a second subperiod, and wherein numbers of said specific pulses contained in said cam pulse signal generated during said first subperiod and said second subperiod, respectively, are "1" and "0", "2" and "1", "0" and "2" and "0" and "1", respectively, in the order in which said cylinders are to be controlled. 7. A cylinder identifying system for an internal combustion engine according to claim 6, wherein said crank angle pulse signal is composed of pulse trains each of a period corresponding to a crank angle of 10°, and wherein said reference position included in said crank angle pulse signal is set at a crank angle of 35° from a top dead center on a cylinder-by-cylinder basis. 8. A cylinder identifying system for an internal combustion engine according to claim 5, wherein number of the cylinders of said internal combustion engine is six with the ignition control period for each of said cylinders being so set as to correspond to a crank angle of 120°, said plural subperiods being constituted by a first subperiod and a second subperiod, and wherein numbers of said specific pulses contained in said cam pulse signal generated during said first subperiod and said second subperiod, respectively, are "1" and "0", "2" and "0", "1" and "2", "0" and "2", "1" and "1" and "0" and "1", respectively, in the order in which said cylinders are to be controlled. 9. A cylinder identifying system for an internal combustion engine according to claim 5, wherein number of the cylinders of said internal combustion engine is three with the ignition control period for each of said cylinders being so set as to correspond to a crank angle of 240°, said plural subperiods being constituted by a first subperiod and a second subperiod, and wherein numbers of said specific pulses contained in said cam pulse signal generated during said first subperiod and said second subperiod, respectively, are "1" and "0", "2" and "0", "1" and "2", "0" and "2", "1" and "1" and "0" and "1", respectively, in the order in which said cylinders are to be controlled. heat generation factor; and a cooling fan control means for controlling the operation of a cooling fan in accordance with the succeeding radiating rate calculated by the heat balance comparing means. 2. The cooling system for a vehicle according to claim 1, wherein the radiating rate measuring means measures the heat radiating rate by measuring a coolant temperature difference between an inlet and an outlet of the radiator, and estimates the coolant flow rate from the speed of an engine of the vehicle. 3. The cooling system for a vehicle according to claim 2, wherein the coolant temperature at the inlet and outlet of the radiator is sensed by semiconductor temperature sensors. 4. The cooling system for a vehicle according to claim 1 wherein the heating rate estimating means estimates the heating rate based upon the values of an engine heating rate; a transmission heating rate; a brake heating rate; and an additional heating rate estimator, said additional heating rate estimator for estimating an error in the engine heating rate, transmission heating rate, and brake heating rate, and also estimating an unknown heating rate. 5. The cooling system for a vehicle according to claim 4, wherein the engine heating rate is calculated from engine throttle position and engine speed. 6. The cooling system for a vehicle according to claim 4, wherein the transmission heating rate is calculated from a power transmitting efficiency map calculated from input data of vehicle speed, engine speed and engine output power. 7. The cooling system for a vehicle according to claim 4, wherein the brake heating rate is calculated from a kinetic energy change quantity of the vehicle based on vehicle speed change. 8. The cooling system for a vehicle according to claim 4, wherein the additional heating rate is calculated from the heat balance error value calculated by the heat balance comparing means. 9. The cooling system for a vehicle according to claim 4, wherein the additional heating rate estimator is a neuro-fuzzy estimator. 10. The cooling system for a vehicle according to claim 4, wherein the additional heating rate estimator is a genetic algorithm estimator. 11. The cooling system for a vehicle according to claim 4, wherein the additional heating rate estimator is a Kalman filter estimator. 12. The cooling system for a vehicle according to claim 1, wherein the cooling fan control means controls the operation of the cooling fan by a stepless speed control method. 13. The cooling system for a vehicle according to claim 1, wherein the cooling fan control means performs a predictive control of the heat radiating rate in consideration of the heat balance. 14. The cooling system for a vehicle according to claim 12, wherein the cooling fan is operated by a hydraulic actuator. 15. The cooling system for a vehicle according to claim 12, wherein the cooling fan is operated by an electric motor. 16. The cooling system for a vehicle according to claim 1, wherein the adaptive control means learns a heat transfer coefficient of the cooling fan. 17. The cooling system for a vehicle according to claim 1, wherein the adaptive control means learns an additional heating rate for estimating error in an engine heating rate, a transmission heating rate, and a braking heating rate, and also estimating an unknown heating rate. 18. The cooling system for a vehicle according to claim 1, wherein the adaptive control means further comprises a storing means as a back-up storage. thod for facilitating the seamless transition from a failed robotic mechanism to backup unit is provided. A spare robot is located inside a storage library on a section of rail (robotic track) from which it can be utilized on any rail layer in a multi-layer architecture. In one embodiment of the present invention, a motorized elevator assembly is used to transport the spare robot to the proper library level, which allows a single redundant robot to support multiple robots on multiple library rail levels. In another embodiment, a hot spare robot is used on each rail level and is utilized if needed on that particular level. In both embodiments, the spare robots are available for immediate backup without direct user intervention.