This measurement device for measuring the angular velocity or acceleration of a two-wheel vehicle, is provided with a main detection unit which detects the three-axis angular velocity or three-axis acceleration, a support unit which can support the main detection unit on the body of the two-wheel vehicle, and a correction unit which cancels the lean of the body to the left and right in the main detection unit.

Inertial measurement units (IMUs) and methods with adaptations to eliminate or minimize sensor error, offset, or bias shift. More particularly, such IMUs and methods for gun-fired projectiles and particularly adapted to accurately measure forces and to prevent or minimize the error, offset, or bias shift associated with events exhibiting high g shock, and/or high levels of vibration, and/or rotation. Even more particularly, such IMUs and methods utilizing novel IMU packaging adapted to prevent or minimize sensor error, offset, or bias shift, and recalibration adaptations and methods adapted to correct or reset the error, offset, or bias shift from such an event. Ultimately relates to IMUs that are adapted to provide accurate measurements prior to, during and after such event, and to provide continuous accurate measurements during flight of gun-fired projectiles.

Sensor data is received from an inertial measurement unit on a vehicle. An observed attitude and an observed attitude rate of the vehicle are determined based on the sensor data. Using a model associated with a vehicle failure mode, an expected attitude and an expected attitude rate of the vehicle are determined. A malfunctioning rotor is determined based on the observed attitude, the observed attitude rate, the expected attitude, and the expected attitude rate. In response to identifying the malfunctioning rotor, a responsive action is performed, including by updating a geometry matrix so that at least one non-malfunctioning rotor in the plurality of rotors compensates for the malfunctioning rotor.

Inertial measurement apparatus arranged to be carried by a carrier vehicle include a chassis, a turntable mounted on the chassis, a first inertial measurement unit mounted on the turntable and connected to an electronic control unit connected to a motor for controlling turning of the turntable, and a second inertial measurement unit secured to the chassis. The control unit turns the turntable through one revolution with periodic alternating motion from a fixed initial angular position of the turntable. The control unit calculates the acceleration of the carrier vehicle from measuring the first inertial measurement unit while the turntable is stationary and from measuring the second inertial measurement unit while the turntable is moving. The control unit reconstitutes an inertial reference frame for each inertial measurement unit and compares the two inertial reference frames to determine a difference and takes account of this difference when calculating the acceleration.

An electronic directional indicator includes a microcontroller in electronic communication with an electronic compass, an electronic motion-detecting module and at least one light source that is controllably illuminable. A battery life of the electronic directional indicator is managed by monitoring the electronic motion-detecting module for motion within pre-defined time periods and reducing power to electronic components accordingly. The electronic directional indicator can be placed on the face shield portion of a self-contained breathing apparatus face mask to provide a constant source of orientation for fire-fighters in reduced- or zero-visibility environments.

Training at the proper level of effort is important for athletes whose objective is to achieve the best results in the least time. In running, for example, pace is often monitored. However, pace alone does not reveal specific issues with regard to running form, efficiency, or technique, much less inform how training should be modified to improve performance or fitness. A sensing system and wearable sensor platform described herein provide real-time feedback to a user/wearer of his power expenditure during an activity. In one example, the system includes an inertial measurement unit (IMU) for acquiring multi-axis motion data at a first sampling rate, and an orientation sensor to acquire orientation data at a second sampling rate that is varied based on the multi-axis motion data.

An avalanche self-rescue device uses an MEMS accelerometer and possibly a gyroscope in order to determine its orientation relative to the gravitational horizon. Whenever the device is oriented vertically with respect to the gravitational horizon (pointing gravitationally upwardly), a speaker emits a tone to so indicate and possibly a light illuminates in conjunction with the sound output. A different tone and possibly a different light output may be dispensed whenever the accelerometer is not oriented vertically with respect to the gravitational horizon. The device can be a standalone device, incorporated in an item of clothing, safety equipment, etc., or integrated into another electronic device such as a rescue beacon or a cellular phone.

A system for control of a prosthetic device includes at least one Inertial Measurement Unit detecting orientation of a user's foot. The at least one Inertial Measurement Unit is in communication with a device module configured to command at least one actuator of a prosthetic device. The at least one Inertial Measurement unit sends output signals related to orientation of the user's foot to the device module and the device module controls the at least one actuator of the prosthetic device based on the signals from the at least one Inertial Measurement Unit.

A method of providing road and vehicle diagnostics. The method includes providing a vehicle axle system having a first axle half shaft housing, a second axle half shaft housing and a differential housing. Attached one or more of said housings is one or more tri-axis accelerometers. In communication with the accelerometers is one or more data processors operably configured to receive and analyze data from the accelerometers. An occurrence of one or more road events is determined by one or more spikes in the Z-direction of said data collected from said accelerometers. A depth of the road event is determined by a magnitude of said positive and negative changes in acceleration of said spike in said Z-direction and a length of road event is determined by a span of said one or more spikes in said Z-direction. Once the road event is identified the time and geographic location of the road event is identified.

Processes and systems for adaptive pedestrian inertial navigation are provided. Configurations can adjust to various navigation scenarios, including different floor types and different gait paces. A combination of IMU data partition, principal component analysis (PCA), and artificial neural network may be used to perform the floor type detection. Floor type results may be used in the multiple-model extended Kalman filter. In each extended Kalman filter, an adaptive threshold is used for the stance phase detection to enable the detector to adjust to gait frequency without tuning design parameters during navigation. A floor type classification of high accuracy is demonstrated, and the position error in a velocity-changing navigation system using adaptive threshold is reduced.