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An articulate base for a portable computer, a portable computer having such a base and a method of configuring a portable computer. In one embodiment, the base includes a front segment and a rear segment pivotable with respect to one another about a hinge to move the base from a flat configuration t

An articulate base for a portable computer, a portable computer having such a base and a method of configuring a portable computer. In one embodiment, the base includes a front segment and a rear segment pivotable with respect to one another about a hinge to move the base from a flat configuration to an angled configuration. In the angled configuration, the hinge is elevated and the front and rear segments are both inclined upwardly toward the hinge. This allows a keyboard 80 carried by the upper face of the base to be presented to the user at an angle.

대표청구항 ▼

An articulate base for a portable computer, a portable computer having such a base and a method of configuring a portable computer. In one embodiment, the base includes a front segment and a rear segment pivotable with respect to one another about a hinge to move the base from a flat configuration t

An articulate base for a portable computer, a portable computer having such a base and a method of configuring a portable computer. In one embodiment, the base includes a front segment and a rear segment pivotable with respect to one another about a hinge to move the base from a flat configuration to an angled configuration. In the angled configuration, the hinge is elevated and the front and rear segments are both inclined upwardly toward the hinge. This allows a keyboard 80 carried by the upper face of the base to be presented to the user at an angle. nd arithmetic calculation section that calculates a feed-forward pressure build-up controlled variable based on the wheel acceleration; and the pulse output control section outputs a feed-forward output of the pulse signal having a controlled ON pulse width determined responsively to the feed-forward pressure reduction controlled variable based on the wheel acceleration at an initial pressure reduction operating mode of skid control, and outputs a feed-forward output of the pulse signal having a controlled ON pulse width determined responsively to the feed-forward pressure build-up controlled variable based on the wheel acceleration at an initial pressure build-up operating mode of skid control. 7. The anti-skid control system as claimed in claim 6, wherein: the desired brake-fluid pressure calculation section performing functions: (1) calculating a deviation equivalent pressure value PP by multiplying the wheel-speed deviation by a first gain for conversion of the wheel-speed deviation into a brake-fluid pressure value; (2) calculating an integrated pressure value IP from an expression IP(n) =IP(n-1) +KI×ΔVW, where IP(n) denotes the integrated pressure value IP calculated at a current cycle, KI denotes a second gain, IP(n-1) denotes the integrated pressure value IP calculated one cycle before, and ΔVW denotes the wheel-speed deviation; (3) determining whether either of (i) a first condition in which switching from a state that the wheel acceleration is greater than 0 to a state that the wheel acceleration is less than or equal to 0 occurs and (ii) a second condition in which switching from a state that the wheel speed is greater than the optimum-slip-ratio wheel-speed value to a state that the wheel speed is less than or equal to the optimum-slip-ratio wheel-speed value occurs is satisfied; (4) setting the integrated pressure value IP to 0 when either of the first and second conditions is satisfied; (5) setting the integrated pressure value IP to the integrated pressure value calculated from the expression IP(n) =IP(n-1) +KI×ΔVW, when the first and second conditions are both unsatisfied; and (6) setting a sum of the deviation equivalent pressure value PP and the integrated pressure value IP as the desired brake-fluid pressure. 8. An anti-skid control system for an automotive vehicle comprising: a wheel speed detection means for outputting a sensor signal indicative of a wheel speed at each of road wheels on the vehicle; hydraulic modulating means having electromagnetic solenoid valves for regulating a wheel-brake cylinder pressure at each of the road wheels; skid control means configured to be electronically connected to the wheel speed detection means and the solenoid valves, for preventing a wheel lock-up condition by controlling the wheel-brake cylinder pressure via on/off reaction of the solenoid valves in response to a pulse signal based on the wheel speed; the skid control means comprising: (a) desired wheel speed generation means for generating a desired wheel speed based on the wheel speed; (b) wheel-speed deviation calculation means for calculating a wheel-speed deviation between the desired wheel speed and the wheel speed; (c) desired brake-fluid pressure calculation means for calculating a desired brake-fluid pressure based on an integrated value of the wheel-speed deviation; (d) controlled ON pulse width setting means for setting a controlled ON pulse width based on the desired brake-fluid pressure; and (e) pulse output control means for outputting the pulse signal having the controlled pulse width to the solenoid valves after a lapse of a preset pulse width from a previous pulse signal output. 9. The anti-skid control system as claimed in claim 8, wherein: the preset pulse width is set at a time interval ranging from 2 milliseconds to 8 milliseconds. 10. The anti-skid control system as claimed in claim 8, wh ich further comprises: pseudo vehicle speed calculation means for calculating a pseudo vehicle speed based on the wheel speeds at the road wheels; wherein the desired wheel speed generation means sets the desired wheel speed to a speed value that gradually converges from the wheel speed substantially corresponding to a spin-up point toward an optimum-slip-ratio wheel-speed value corresponding to an optimum slip ratio that provides maximum effective braking each time either of the wheel speed and the pseudo vehicle speed changes from an increasing state to a decreasing state substantially at the spin-up point. 11. The anti-skid control system as claimed in claim 10, wherein: the desired wheel speed generation means comprises a first-order low-pass filter, so that the desired wheel speed is converged toward the optimum-slip-ratio wheel-speed value by way of a first-order low-pass filtering process. 12. The anti-skid control system as claimed in claim 8, wherein: the pulse output control means outputs the pulse signal having the controlled pulse width to the solenoid valves when the controlled ON pulse width of a current pulse signal output exceeds the preset pulse width after a predetermined time duration ranging from 30 milliseconds to 60 milliseconds has expired from the previous pulse signal output. 13. The anti-skid control system as claimed in claim 8, wherein: the skid control means comprises wheel acceleration calculation means for calculating a wheel acceleration based on the sensor signal from the wheel speed detection means; the pulse output control means comprises: (1) first arithmetic calculation means for calculating a feed-forward pressure reduction controlled variable based on the wheel acceleration; (2) second arithmetic calculation means for calculating a feed-forward pressure build-up controlled variable based on the wheel acceleration; and the pulse output control means outputs a feed-forward output of the pulse signal having a controlled ON pulse width determined responsively to the feed-forward pressure reduction controlled variable based on the wheel acceleration at an initial pressure reduction operating mode of skid control, and outputs a feed-forward output of the pulse signal having a controlled ON pulse width determined responsively to the feed-forward pressure build-up controlled variable based on the wheel acceleration at an initial pressure build-up operating mode of skid control. 14. The anti-skid control system as claimed in claim 13, wherein: the desired brake-fluid pressure calculation means performing functions: (1) calculating a deviation equivalent pressure value PP by multiplying the wheel-speed deviation by a first gain for conversion of the wheel-speed deviation into a brake-fluid pressure value; (2) calculating an integrated pressure value IP from an expression IP(n) =IP(n-1) +KI×ΔVW, where IP(n) denotes the integrated pressure value IP calculated at a current cycle, KI denotes a second gain, IP(n-1) denotes the integrated pressure value IP calculated one cycle before, and ΔVW denotes the wheel-speed deviation; (3) determining whether either of (i) a first condition in which switching from a state that the wheel acceleration is greater than 0 to a state that the wheel acceleration is less than or equal to 0 occurs and (ii) a second condition in which switching from a state that the wheel speed is greater than the optimum-slip-ratio wheel-speed value to a state that the wheel speed is less than or equal to the optimum-slip-ratio wheel-speed value occurs is satisfied; (4) setting the integrated pressure value IP to 0 when either of the first and second conditions is satisfied; (5) setting the integrated pressure value IP to the integrated pressure value calculated from the expression IP(n) =IP(n-1) +KI×ΔVW, when the first and second conditions are both unsatisfied; and (6) setting a s um of the deviation equivalent pressure value PP and the integrated pressure value IP as the desired brake-fluid pressure. 15. An anti-skid control method of an automotive vehicle employing an anti-skid control system for preventing a wheel lock-up condition by controlling a wheel-brake cylinder pressure at each of road wheels via on/off reaction of solenoid valves of a hydraulic modulator in response to a pulse signal based on the wheel speed, the method comprising: detecting a wheel speed at each of the road wheels on the vehicle; generating a desired wheel speed based on the wheel speed; calculating a wheel-speed deviation between the desired wheel speed and the wheel speed; calculating a desired brake-fluid pressure based on an integrated value of the wheel-speed deviation; setting a controlled ON pulse width based on the desired brake-fluid pressure; and outputting the pulse signal having the controlled pulse width to the solenoid valves after a lapse of a preset pulse width from a previous pulse signal output. 16. The method as claimed in claim 15, which further comprises: detecting a wheel acceleration at each of the road wheels on the vehicle; calculating a feed-forward pressure reduction controlled variable based on the wheel acceleration; calculating a feed-forward pressure build-up controlled variable based on the wheel acceleration; outputting a feed-forward output of the pulse signal having a controlled ON pulse width determined responsively to the feed-forward pressure reduction controlled variable based on the wheel acceleration at an initial pressure reduction operating mode of skid control; and outputting a feed-forward output of the pulse signal having a controlled ON pulse width determined responsively to the feed-forward pressure build-up controlled variable based on the wheel acceleration at an initial pressure build-up operating mode of skid control. 17. The method as claimed in claim 16, wherein: calculating a deviation equivalent pressure value PP by multiplying the wheel-speed deviation by a first gain for conversion of the wheel-speed deviation into a brake-fluid pressure value; calculating an integrated pressure value IP from an expression IP(n) =IP(n-1) +KI×ΔVW, where IP(n) denotes the integrated pressure value IP calculated at a current cycle, KI denotes a second gain, IP(n-1) denotes the integrated pressure value IP calculated one cycle before, and ΔVW denotes the wheel-speed deviation; determining whether either of (i) a first condition in which switching from a state that the wheel acceleration is greater than 0 to a state that the wheel acceleration is less than or equal to 0 occurs and (ii) a second condition in which switching from a state that the wheel speed is greater than the optimum-slip-ratio wheel-speed value to a state that the wheel speed is less than or equal to the optimum-slip-ratio wheel-speed value occurs is satisfied; setting the integrated pressure value IP to 0 when either of the first and second conditions is satisfied; setting the integrated pressure value IP to the integrated pressure value calculated from the expression IP(n) =IP(n-1) +KI×ΔVW, when the first and second conditions are both unsatisfied; and setting a sum of the deviation equivalent pressure value PP and the integrated pressure value IP as the desired brake-fluid pressure. xtendable to provide additional writing surface. The extension unit may include a drawer that extends toward the tray. The pullout unit may include a lid stop to cooperate with the unit of furniture to maintain the pullout unit in a stable extended position.