Controllability Sample Clauses

Controllability. A dialogue is controllable when the user is able to initiate and control the direction and pace of the interaction until the point at which the goals have been met.  Does the user have control how to proceed in the dialogue?  Is the way that input and output data are represented under the control of the user?
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Controllability. The controllability shall be assigned to one of the controllability classes C0, C1, C2 and C3 in accordance with the table below: C0 Controllable in general C1 Simply controllable C2 Normally controllable C3 Difficult to control or uncontrollable It is important to note that the controllability levels assigned to the various situations should be assessed through specific testing on the road, fault injection, etc. The severity shall be assigned to one of the severity classes S0, S1, S2 or S3 in accordance with the table below. S0 No injuries S1 Light and moderate injuries S2 Severe and life-threatening injuries (survival probable) S3 Life-threatening injuries (survival uncertain), fatal injuries The probability of exposure shall be assigned to one of the probability classes E1, E2, E3 and E4 in accordance with the table below. E1 Very low probability E2 Low probability E3 Medium probability E4 High probability
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Controllability. All these three characteristics are desired for traction equipment. Figure 2 shows an MFT, with its resonant and non-resonant variants patented in 1968 by ▇▇▇▇▇▇▇▇. One popular modern topology, the Dual Active Bridge converter is based on this concept, as well as other ▇▇▇▇ topologies (see Fig. 5).
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Controllability. 5.3.6.1. The system shall be designed to ensure that control actions by the system including, but not limited to, those resulting from system failures, reaching system boundaries or when the system is being switched to ‘off’ mode remain controllable for the driver. This shall take into account the driver’s potential reaction time, as relevant to the situation, so that the driver intervention can be safely performed at any time (e.g., during a given manoeuvre). 5.3.6.2. To ensure controllability, the system shall implement strategies as relevant to the system’s capabilities, within the defined system boundaries. Controllability strategies may include, but are not limited to: (a) Limiting the system’s steering output; (b) Adjusting the vehicle’s position in the lane of travel; (c) Determining road type and attributes; (d) Determining other road user behaviour; (e) Driver monitoring used. The manufacturer’s controllability design shall be described in detail to the Type Approval Authority and shall be assessed according to Annex 3.
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Related to Controllability

  • Uncontrollable Forces 12.1 Section 14.1 of the CAISO Tariff shall be incorporated by reference into this Agreement except that all references in Section 14.1 of the CAISO Tariff to Market Participants shall be read as a reference to the Scheduling Coordinator and references to the CAISO Tariff shall be read as references to this Agreement.

  • Uncontrollable Events BISYS assumes no responsibility hereunder, and shall not be liable for any damage, loss of data, delay or any other loss whatsoever caused by events beyond its reasonable control.

  • Uncontrollable Forces Tariff Provisions Section 14.1 of the CAISO Tariff shall be incorporated by reference into this Agreement except that all references in Section 14.1 of the CAISO Tariff to Market Participants shall be read as a reference to the Participating Generator and references to the CAISO Tariff shall be read as references to this Agreement.

  • Underutilization 4.6.3.2.1 Underutilization of Local Only Trunk Groups, Local Interconnection Trunk Groups, Third Party Trunk Group and Meet Point Trunk Groups exists when provisioned capacity is greater than the current need. Those situations where more capacity exists than actual usage requires will be handled in the following manner: 4.6.3.2.1.1 If a Local Only Trunk Group, Local Interconnection Trunk Group, Third Party Trunk Group or a Meet Point Trunk Group is under sixty-five percent (65%) of CCS capacity on a monthly average basis for AT&T- 12STATE or under eighty percent (80%) for AT&T SOUTHEAST REGION 9-STATE, for each month of any three (3) consecutive months period, either Party may request the issuance of an order to resize the Local Only Trunk Group, Local Interconnection Trunk Group, Third Party Trunk Group or the Meet Point Trunk Group, which shall be left with not less than twenty-five percent (25%) excess capacity for AT&T-12STATE or not less than fifteen percent (15%) for AT&T SOUTHEAST REGION 9-STATE. In all cases, grade of service objectives shall be maintained. 4.6.3.2.1.2 Either Party may send a TGSR to the other Party to trigger changes to the Local Only Trunk Groups, Local Interconnection Trunk Groups, Third Party Trunk Groups or Meet Point Trunk Groups based on capacity assessment. Upon receipt of a TGSR, the receiving Party will issue an ASR to the other Party within twenty (20) business days after receipt of the TGSR. 4.6.3.2.1.3 Upon review of the TGSR, if a Party does not agree with the resizing, the Parties will schedule a joint planning discussion within the twenty

  • Utilization Utilization shall be defined as Trunks Required as a percentage of Trunks In Service. 1 During implementation the Parties will mutually agree on an Economic Centum Call Seconds (ECCS) or some other means for the sizing of this trunk group. 4.6.3.1 In A Blocking Situation (Over-utilization): 4.6.3.1.1 In a blocking situation, CLEC is responsible for issuing ASRs on all two-way Local Only, Local Interconnection, Third Party and Meet Point Trunk Groups and one-way CLEC originating Local Only and/or Local Interconnection Trunk Groups to reduce measured blocking to design objective blocking levels based on analysis of trunk group data. If an ASR is not issued, AT&T-21STATE will issue a TGSR. CLEC will issue an ASR within three (3) business days after receipt and review of the TGSR. CLEC will note “Service Affecting” on the ASR. 4.6.3.1.2 In a blocking situation, AT&T-21STATE is responsible for issuing ASRs on one-way AT&T-21STATE originating Local Only and/or Local Interconnection Trunk Groups to reduce measured blocking to design objective blocking levels based on analysis of trunk group data. If an ASR is not issued, CLEC will issue a TGSR. AT&T- 21STATE will issue an ASR within three (3) business days after receipt and review of the TGSR. 4.6.3.1.3 If an alternate final Local Only Trunk Group or Local Interconnection Trunk Group is at seventy-five percent (75%) utilization, a TGSR may be sent to CLEC for the final trunk group and all subtending high usage trunk groups that are contributing any amount of overflow to the alternate final route. 4.6.3.1.4 If a direct final Meet Point Trunk Group is at seventy-five percent (75%) utilization, a TGSR may be sent to CLEC. If a direct final Third Party Trunk Group is at ninety percent (90%) utilization, a TGSR may be sent to CLEC.