mhurhangee/ep-ind-claims huggingface dataset:
A method for identifying a first station as a co-channel interference source at a first access point, when the first station performs communication with a second access point, the method comprising obtaining a first parameter, wherein the first parameter comprises a co-channel interference rate of the first access point in a preset time period, a receive channel utilization rate of the second access point in the preset time period, a transmit channel utilization rate of the second access point in the preset time period, and a receive frame rate of data that is sent by the first station and that is received by the second access point in the preset time period; and when the first parameter meets a first preset condition, determining that the data sent by the first station to the second access point causes co-channel interference to the first access point; wherein the preset time period comprises one or more sampling periods; the co-channel interference rate is a ratio of the sampling period and a time period in which the first access point receives data which is sent by a co-channel interference source in the sampling period; the receive channel utilization rate is a ratio of the sampling period and a time period in which the second access point receives data which is sent to the second access point in the sampling period; the transmit channel utilization rate is a ratio of the sampling period and a time period in which the second access point sends data in the sampling period; and the receive frame rate of data is a frame rate at which the data sent by the first station is received by the second access point in the sampling period. obtaining a first parameter, wherein the first parameter comprises a co-channel interference rate of the first access point in a preset time period, a receive channel utilization rate of the second access point in the preset time period, a transmit channel utilization rate of the second access point in the preset time period, and a receive frame rate of data that is sent by the first station and that is received by the second access point in the preset time period; and when the first parameter meets a first preset condition, determining that the data sent by the first station to the second access point causes co-channel interference to the first access point; wherein the preset time period comprises one or more sampling periods; the co-channel interference rate is a ratio of the sampling period and a time period in which the first access point receives data which is sent by a co-channel interference source in the sampling period; the receive channel utilization rate is a ratio of the sampling period and a time period in which the second access point receives data which is sent to the second access point in the sampling period; the transmit channel utilization rate is a ratio of the sampling period and a time period in which the second access point sends data in the sampling period; and the receive frame rate of data is a frame rate at which the data sent by the first station is received by the second access point in the sampling period.
A device, comprising: an elevator passenger interface (32A, 32B, 32C) configured to allow a passenger (60, 62, 70, 72, 74, 80, 82) to place a call for elevator service by indicating at least an intended destination or an intended direction, and at least one sound detector; and a processor configured to determine a number of passengers (60, 62, 70, 72, 74, 80, 82) intending to travel to the intended destination or in the intended direction based on at least an indication from the sound detector regarding voice detection, and associate the determined number of passengers (60, 62, 70, 72, 74, 80, 82) with the call; characterized in that: the elevator passenger interface (32A, 32B, 32C) includes the at least one sound detector; and the elevator passenger interface (32A, 32B, 32C) receives the call through the at least one sound detector. an elevator passenger interface (32A, 32B, 32C) configured to allow a passenger (60, 62, 70, 72, 74, 80, 82) to place a call for elevator service by indicating at least an intended destination or an intended direction, and at least one sound detector; and a processor configured to determine a number of passengers (60, 62, 70, 72, 74, 80, 82) intending to travel to the intended destination or in the intended direction based on at least an indication from the sound detector regarding voice detection, and associate the determined number of passengers (60, 62, 70, 72, 74, 80, 82) with the call; determine a number of passengers (60, 62, 70, 72, 74, 80, 82) intending to travel to the intended destination or in the intended direction based on at least an indication from the sound detector regarding voice detection, and associate the determined number of passengers (60, 62, 70, 72, 74, 80, 82) with the call; characterized in that: the elevator passenger interface (32A, 32B, 32C) includes the at least one sound detector; and the elevator passenger interface (32A, 32B, 32C) receives the call through the at least one sound detector. the elevator passenger interface (32A, 32B, 32C) includes the at least one sound detector; and the elevator passenger interface (32A, 32B, 32C) receives the call through the at least one sound detector.
A damping control device for a hybrid vehicle having a drive source including an engine (Eng) and a motor; a target driving torque calculating means that calculates a target driving torque by the engine and the motor based on an accelerator position opening amount and a vehicle speed; and a motor torque calculating means that calculates a target motor torque of the motor, that corrects the target motor torque and calculates a final target motor torque, by a feed forward control that inputs the target motor torque of the motor obtained from the target driving torque, then attenuates and outputs the target motor torque, and a feedback control that inputs the motor rotational speed, and adds a torque for attenuating a vibration component caused by an actual disturbance to the output by the feed forward control, characterized by: a target driving torque change amount calculation unit that calculates a target driving torque change amount, which is a time-differential of a target driving torque; a target motor torque change amount calculation unit that calculates a target motor torque change amount, which is a time-differential of a target motor torque; and a damping rate variation means that sets a damping rate by the feed forward control to a first damping rate when the target driving torque change amount and the target motor torque change amount both are positive or negative, and to a second damping rate, which is smaller than the first damping rate, when the target driving torque change amount and the target motor torque change amount have opposite positivity or negativity. a target driving torque change amount calculation unit that calculates a target driving torque change amount, which is a time-differential of a target driving torque; a target motor torque change amount calculation unit that calculates a target motor torque change amount, which is a time-differential of a target motor torque; and a damping rate variation means that sets a damping rate by the feed forward control to a first damping rate when the target driving torque change amount and the target motor torque change amount both are positive or negative, and to a second damping rate, which is smaller than the first damping rate, when the target driving torque change amount and the target motor torque change amount have opposite positivity or negativity.
A method comprising: filtering, by a transmitter, a first orthogonal frequency division multiplexing, OFDM, signal using a first digital filter to a first frequency partition of a first multiple access block, MAB, region, wherein the first MAB region allocated with a first OFDM waveform parameter comprising a first sub-carrier spacing and a first symbol duration; communicating, by the transmitter with a first receiver, the first filtered OFDM signal in the first MAB region of a carrier in accordance with the first waveform parameter; filtering, by the transmitter, a second OFDM signal using a second digital filter to a second frequency partition of a second MAB region, the MAB region allocated with a a second OFDM waveform parameter comprising a second sub-carrier spacing and a second symbol duration; and communicating, by the transmitter with the first receiver, the second filtered OFDM signal in the second MAB region of the carrier in accordance with the second waveform parameter; wherein the first sub-carrier spacing is different from the second sub-carrier spacing, and the first symbol duration is different from the second symbol duration. filtering, by a transmitter, a first orthogonal frequency division multiplexing, OFDM, signal using a first digital filter to a first frequency partition of a first multiple access block, MAB, region, wherein the first MAB region allocated with a first OFDM waveform parameter comprising a first sub-carrier spacing and a first symbol duration; communicating, by the transmitter with a first receiver, the first filtered OFDM signal in the first MAB region of a carrier in accordance with the first waveform parameter; filtering, by the transmitter, a second OFDM signal using a second digital filter to a second frequency partition of a second MAB region, the MAB region allocated with a a second OFDM waveform parameter comprising a second sub-carrier spacing and a second symbol duration; and communicating, by the transmitter with the first receiver, the second filtered OFDM signal in the second MAB region of the carrier in accordance with the second waveform parameter;
Assembly for a motor vehicle comprising an item of equipment of the motor vehicle and a piezoelectric element, wherein the piezoelectric element is designed to supply the item of equipment of the motor vehicle with electric current, the assembly being characterized in that the piezoelectric element is designed to deform under the effect of an airflow so as to produce an electric current used for the operation of the item of equipment of the motor vehicle.
A method of controlling an aiming device comprising a stationary structure having mounted thereon a support so as to be steerable about at least one axis of rotation by means of at least one motor, the support being provided with at least one inertial sensor of angular speed about that axis, the method comprising the steps of: - servo-controlling the motor as a function of a difference between a nominal speed setpoint and a measurement of the angular speed sensor, and monitoring for the motor becoming saturated; and - in the event of saturation being detected, determining a correction value for correcting the nominal speed setpoint as a function of a difference between a reference inertial position prior to the saturation and a current inertial position, and applying the correction value to the nominal speed setpoint. - servo-controlling the motor as a function of a difference between a nominal speed setpoint and a measurement of the angular speed sensor, and monitoring for the motor becoming saturated; and - in the event of saturation being detected, determining a correction value for correcting the nominal speed setpoint as a function of a difference between a reference inertial position prior to the saturation and a current inertial position, and applying the correction value to the nominal speed setpoint.
A wheeled vehicle for transferring heavy loads, which are mounted on legs at a determined height H1, the wheeled vehicle including: - at least two distinct wheeled modules (6, 7, 19, 46, 47, 49); and - means for transferring the load weight on the at least two wheeled modules (6, 7, 19, 46, 47, 49), - the at least two wheeled modules (6, 7, 19, 46, 47, 49) are directly articulated to each other; - the at least two wheeled modules (6, 7, 19, 46, 47, 49) each have at least three wheel axles the diameter D of which is slightly lower than the determined height H1 of the legs of a heavy load; - the wheeled vehicle has a minimum height H2 lower than the determined height H1 of the legs of the load, to be able to pass under said load; and - means for raising said load, characterised in that it comprises two wheeled modules (6, 7), each fitted with a fastening device (9, 10), having a degree of rotational freedom around the vertical axis, one of both fastening devices having a degree of longitudinal translational freedom, both fastening devices (9, 10) having jacks forming raising means. - at least two distinct wheeled modules (6, 7, 19, 46, 47, 49); and - means for transferring the load weight on the at least two wheeled modules (6, 7, 19, 46, 47, 49), - the at least two wheeled modules (6, 7, 19, 46, 47, 49) are directly articulated to each other; - the at least two wheeled modules (6, 7, 19, 46, 47, 49) each have at least three wheel axles the diameter D of which is slightly lower than the determined height H1 of the legs of a heavy load; - the wheeled vehicle has a minimum height H2 lower than the determined height H1 of the legs of the load, to be able to pass under said load; and - means for raising said load,
A method for enhancing wake situational awareness comprising: receiving, by a transceiver of a trailing aircraft, a plurality of flight information transmissions from a lead aircraft; creating, by a processor of the trailing aircraft electronically connected to the transceiver, from the plurality of flight information transmissions, a positional history of the lead aircraft; determining, by said processor, from the positional history and the plurality of flight information transmissions, a differential flight parameter; and presenting on a display in a cockpit of the trailing aircraft coupled to the processor an indicia of the current position of the trailing aircraft, an indicia of the leading aircraft relative to the trailing aircraft, and the differential flight parameter for the trailing aircraft characterized in that wherein determining a differential flight parameter from the positional history and the plurality of flight information transmissions further comprises: - analyzing the positional history to determine a closest previous location of the lead aircraft based upon minimum distance to the current position of the trailing aircraft; and - computing the differential flight parameter from a difference between an altitude of the lead aircraft at the closest previous location and a current altitude of the trailing aircraft. receiving, by a transceiver of a trailing aircraft, a plurality of flight information transmissions from a lead aircraft; creating, by a processor of the trailing aircraft electronically connected to the transceiver, from the plurality of flight information transmissions, a positional history of the lead aircraft; determining, by said processor, from the positional history and the plurality of flight information transmissions, a differential flight parameter; and presenting on a display in a cockpit of the trailing aircraft coupled to the processor an indicia of the current position of the trailing aircraft, an indicia of the leading aircraft relative to the trailing aircraft, and the differential flight parameter for the trailing aircraft characterized in that wherein determining a differential flight parameter from the positional history and the plurality of flight information transmissions further comprises: - analyzing the positional history to determine a closest previous location of the lead aircraft based upon minimum distance to the current position of the trailing aircraft; and - computing the differential flight parameter from a difference between an altitude of the lead aircraft at the closest previous location and a current altitude of the trailing aircraft. - analyzing the positional history to determine a closest previous location of the lead aircraft based upon minimum distance to the current position of the trailing aircraft; and - computing the differential flight parameter from a difference between an altitude of the lead aircraft at the closest previous location and a current altitude of the trailing aircraft.
An iliac prosthesis, comprising: a prosthesis main body, the prosthesis main body being of an arched structure, the prosthesis main body comprising a first end portion contacted and matched with a sacrum and a second end portion contacted and matched with an acetabulum, a first screw hole being formed in the first end portion, a first screw seat being arranged in the first screw hole; a screw-rod structure, the screw-rod structure comprising a connecting seat and a rod body, the connecting seat being connected with the prosthesis main body, and the rod body being fixed on the connecting seat; characterised in the first screw hole being a conical hole, and the first screw seat being provided with a spherical inner surface; the prosthesis further comprising an anti-dropping mechanism, the anti-dropping mechanism being arranged between the prosthesis main body and the connecting seat in a clamping manner, and the anti-dropping mechanism comprising a first anti-dropping tentacle matched with a screw accommodated in the first screw hole, wherein the anti-dropping mechanism further comprises an anti-dropping main body; the anti-dropping main body is arranged between the prosthesis main body and the connecting seat in a clamping manner; the anti-dropping mechanism further comprises a second anti-dropping tentacle; the first anti-dropping tentacle and the second anti-dropping tentacle are connected with the anti-dropping main body and are extended outward; and a limiting sleeve matched with the rod body is arranged on the second anti-dropping tentacle. a prosthesis main body, the prosthesis main body being of an arched structure, the prosthesis main body comprising a first end portion contacted and matched with a sacrum and a second end portion contacted and matched with an acetabulum, a first screw hole being formed in the first end portion, a first screw seat being arranged in the first screw hole; a screw-rod structure, the screw-rod structure comprising a connecting seat and a rod body, the connecting seat being connected with the prosthesis main body, and the rod body being fixed on the connecting seat; characterised in the first screw hole being a conical hole, and the first screw seat being provided with a spherical inner surface; the prosthesis further comprising an anti-dropping mechanism, the anti-dropping mechanism being arranged between the prosthesis main body and the connecting seat in a clamping manner, and the anti-dropping mechanism comprising a first anti-dropping tentacle matched with a screw accommodated in the first screw hole, wherein the anti-dropping mechanism further comprises an anti-dropping main body; the anti-dropping main body is arranged between the prosthesis main body and the connecting seat in a clamping manner; the anti-dropping mechanism further comprises a second anti-dropping tentacle; the first anti-dropping tentacle and the second anti-dropping tentacle are connected with the anti-dropping main body and are extended outward; and a limiting sleeve matched with the rod body is arranged on the second anti-dropping tentacle.
Apparatus comprising: a tissue anchor, which (a) comprises a helical tissue-coupling element which has a distal tissue-penetrating tip at a distal end of the tissue anchor, and (b) is shaped so as to define a longitudinal channel extending from a proximal end of the tissue anchor to the distal end; and characterized by a depth-finding tool, which comprises a radiopaque bead, which bead is positioned within the channel, such that the bead is slidable along the channel. a tissue anchor, which (a) comprises a helical tissue-coupling element which has a distal tissue-penetrating tip at a distal end of the tissue anchor, and (b) is shaped so as to define a longitudinal channel extending from a proximal end of the tissue anchor to the distal end; and characterized by a depth-finding tool, which comprises a radiopaque bead, which bead is positioned within the channel, such that the bead is slidable along the channel.
An internal combustion engine with an exhaust gas recirculation system comprising: a plurality of combustion chambers divided into a first portion of combustion chambers and a second portion of combustion chambers, each of the first portion of combustion chambers having first and second exhaust valves, and each of the second portion of combustion chambers having third and fourth exhaust valves (34-36, 44-46); a plurality of intake valves, wherein each combustion chamber has at least one of the intake valves; at least one intake manifold in fluid communication with said plurality of combustion chambers through respective intake valves; a first exhaust manifold in fluid communication with only said first portion of combustion chambers through said first and second exhaust valves; a second exhaust manifold in fluid communication with only said second portion of combustion chambers through said third exhaust valves; and an EGR manifold in fluid communication with only said second portion of combustion chambers through said fourth exhaust valves and in fluid communication with said at least one intake manifold, wherein the number of fourth exhaust valves is chosen such that an EGR rate is in the range of 25% determined by the number of fourth exhaust valves versus a total number of the first, second, third and fourth exhaust valves (31-33, 34-36, 44-46). a plurality of combustion chambers divided into a first portion of combustion chambers and a second portion of combustion chambers, each of the first portion of combustion chambers having first and second exhaust valves, and each of the second portion of combustion chambers having third and fourth exhaust valves (34-36, 44-46); a plurality of intake valves, wherein each combustion chamber has at least one of the intake valves; at least one intake manifold in fluid communication with said plurality of combustion chambers through respective intake valves; a first exhaust manifold in fluid communication with only said first portion of combustion chambers through said first and second exhaust valves; a second exhaust manifold in fluid communication with only said second portion of combustion chambers through said third exhaust valves; and an EGR manifold in fluid communication with only said second portion of combustion chambers through said fourth exhaust valves and in fluid communication with said at least one intake manifold, wherein the number of fourth exhaust valves is chosen such that an EGR rate is in the range of 25% determined by the number of fourth exhaust valves versus a total number of the first, second, third and fourth exhaust valves (31-33, 34-36, 44-46).
A cell structure for use in a treatment of a lysosomal storage disease, comprising a plurality of biocompatible polymer blocks and a plurality of cells of at least one type, wherein the plurality of polymer blocks are three-dimensionally disposed in a mosaic pattern in the gaps between the plurality of cells, wherein the cells include at least a mesenchymal stem cell or a fibroblast, and wherein the treatment is transplantation of the cell structure. wherein the cells include at least a mesenchymal stem cell or a fibroblast, and wherein the treatment is transplantation of the cell structure.