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This specification covers insulated wire for use in external aircraft antennas.

This work falls in the context of aeronautical maintenance processes. The purpose is to increase the effectiveness and the efficiency of the operations carried out during the activities in the processes mentioned above, as well as the reduction of the incidence of the human error in the development of these activities, with consequent implicit increase of the safety of the aircrafts. Human error has been documented as a primary contributor to more than 70 percent of commercial airplane hull-loss accidents. While typically associated with flight operations, human error has also recently become a major concern in maintenance practices and air traffic management. We have tried to obtain an increment of the safety formalizing the information exchange process avoiding ambiguous, inaccurate or incomplete data that can indirectly encourage the deviation of the personnel from established procedures.

As automotive technology becomes more sophisticated the ability to troubleshoot and identify a malfunction becomes a more difficult and complex task, particularly without the assistance of specialised tools. A car manufacturer with the facility to identify and diagnose a malfunction before direct contact from the customer and possibly before the customer becomes aware that a problem exists would have a real competitive advantage in the market place. This paper proposes an architecture that may make this a reality. The architecture enables diagnostic information to be sent to a Case Based Reasoning (CBR) tool at the manufacturers premises when the car enters a hotspot (WI-FI enabled location). The CBR tool subsequently reviews diagnostic information to determine if a malfunction has occurred. If a malfunction is identified the customer is informed of the problem and is prompted to bring the car to a garage.

As Electric and Hybrid Electric Vehicles (EVs and HEVs) become more prevalent, there is a need to change the power source from gasoline on the vehicle to electricity from the grid in order to mitigate requirements for onboard energy storage (battery weight) as well as to reduce dependency on oil by increasing dependency on the grid (our coal, gas, and renewable energy instead of their oil). Traditional systems for trains and buses rely on physical contact to transfer electrical energy to vehicles in motion. Until recently, conventional magnetically coupled systems required a gap of less than a centimeter. This is not practical for vehicles of the future.

The aerospace industry is noticing significant shift towards More Electric Aircraft (MEA). The advancement of electrical technology the systems are being transformed towards electric compared to the conventional pneumatic or hydraulic systems. This has led to an increased demand in electrical power from 150 Kilo Watts in the conventional airplane to 1 Mega Watts in More Electric Aircraft. More electric systems, call for increased electrical wiring harness to connect various systems in the aircraft. These harnesses consist of power and data cables. Wireless communication technology is being matured for data communication, leading to reduction of wire harness for data. As of now, the length of wires in large commercial aircraft is over 100miles and it may not be surprising if the electrification of aircraft drive this too much longer.

Abstract Vehicular communications face unique security issues in wireless communications. While new vehicles are equipped with a large set of communication technologies, product life cycles are long and software updates are not widespread. The result is a host of outdated and unpatched technologies being used on the street. This has especially severe security impacts because autonomous vehicles are pushing into the market, which will rely, at least partly, on the integrity of the provided information. We provide an overview of the currently deployed communication systems and their security weaknesses and features to collect and compare widely used security mechanisms. In this survey, we focus on technologies that work in an ad hoc manner. This includes Long-Term Evolution mode 4 (LTE-PC5), Wireless Access in Vehicular Environments (WAVE), Intelligent Transportation Systems at 5 Gigahertz (ITS-G5), and Bluetooth.

Modern vehicle design involves configuration of various sensors and actuators spread across the vehicle. These sensors and actuators placed at various locations in the vehicle need to be connected with Electronic Control Units (ECUs). As long as wires are used for these connections, cost and time required for installation and maintenance are major concerns for OEMs. A wireless sensor network (WSN) can reduce length of wiring harness and can save time as well as cost of its installation. It also provides flexibility in deciding location of ECU according to desired shape of the vehicle. This paper presents a way to build a strong, secured wireless network in vehicle. The proposed method of encryption and decryption ensures that, sensor and actuator data is available only to required ECUs and not to any other unintended receiver. A novel method is proposed in order to achieve this. Sensors and actuators in the vehicle are segregated according to their location.

Day by day customer's demands on vehicle features and functionalities are increasing which results in complex wiring harness systems. This in turn requires robust protection in the circuits to ensure proper working as well as avoid malfunction or damage to wiring system during short circuit or over current scenarios in the vehicle. Short circuit test gives you assurance of wire capacity to withstand high current till the fuse blow. If fuse don't blow within specified time as per selection of fuse, it is essential to check wire size as well as fuse rating. This paper gives details of short circuit and over load test of circuits to verify its performance. The methodology involves the compliance to S.C test criteria at every stage of development through simulation, bench testing & vehicle level validation.

Relating to yet beyond the requirements of putting controls and displays at selected and selectable locations in the station, and to associated subsystem interfaces, is the ergonomic integration of these elements with the operator, and ALL with the diverse, proximal station architecture. Basic to optimal, long-term solutions to this integration is the requirement of the felicitous accommodation of a range of crew sizes from a 5% tile Asian female to a 95% tile Caucasian male. No less important is for the workstation's layout and architecture being optimized for the “new-shape-of-man” - the “neutral body position” - in weightlessness and with the associated geometry and dynamics of this significantly altered state, its capabilities and its new facility. This paper previews the on-going status, development and details of a body-ported workstation prototype and its semi stand-alone elements.

This book contains 46 papers covering the past ten years (1999-2008) of research on various by-wire systems, looking at the challenges faced by design engineers as traditional hydraulic or mechanical linkages are replaced by electronic control systems. Topics covered include: Architecture and Software Considerations; Brake-By-Wire Systems; Steer-By-Wire Systems; Drive-By-Wire Systems; Communication Networks The book also includes editor Ronald K. Jurgen's introduction "Replacing Hydraulics and Mechanics with Electronics" and a concluding section on future trends in X-By-Wire systems.

The key-enabler for tomorrow's X-by-wire systems is the mastery of today's advanced active chassis control systems that are highly safety critical, distributed and complex. The only feasible way is to compose future X-by- wire systems with established and field approved functional management, components and infrastructure technologies, which are addressed in this paper.

This paper will outline the results of a study performed to analyze the market introduction of x-by-wire applications in the context of weak global industry environment, technological and legislative challenges, standardization issues and end customer benefits. This paper attempts to provide a bird-view on influence factors and impacts for the x-by-wire market, including e.g. the end customer's acceptance and legal environment driving further development in specific areas. Further, major driving forces on semiconductor/component level will be outlined regarding e.g. pin-count, computation performance and heat dissipation, but also possible scenarios and solutions towards safe and efficient system design and partitioning.

XM Satellite Radio launched its nationwide service in September of 2001. With 6.5 million subscribers at the end of the first quarter of 2006, XM is one of the fastest growing audio formats and entertainment services. This paper addresses XM's technology and content evolution, primarily for the radio unit and the signaling protocols, from the early years to the present time, and the applicability of this technology in fostering exciting new infotainment services. The radio architecture includes an antenna, an RF tuner module, a baseband chipset and a microprocessor. All of these subsystems underwent a complete transformation in the past four years from a size perspective, capability and cost. Specifically the following phases of the radio platform are addressed: a) Phase 1: The early years; b) Phase 2: The invention of the Plug and Play ; c) Phase 3: Connect and Play ; d) Phase 4; The wearable; e) Phase 5: Infotainment convergence of audio plus data services.

XEROX has developed and implemented a network architecture for a real time control system which has expansion flexibility, high reliability, noise immunity, and low cost. This two level multiplex system with a single wire system bus at one level for distributed processors connected to local serial buses at the second level for remote functions and loads is described. The XEROX Microelectronics Center has developed a set of custom VLSI chips to implement the multiplexing architecture. Control software was developed using both assemblers and high level language tools. The software and chip set have been designed, built and integrated into XEROX'S latest generation of products.

Zero trust (ZT) is an emerging initiative that focuses on securely providing access to resources based on defined policies. The core tenet of ZT is “never trust, always verify”, meaning that even within trusted zones of operation, resource access must be explicitly granted. ZT has proven effective in improving the security posture in domains such as information technology infrastructure; however, additional research and development is needed to define and apply zero trust principles to cyber-physical system domains. To work toward this objective, we have identified an initial set of ZT architectural patterns targeted specifically at cyber-physical systems. We created ZT architecture patterns in the Architecture Analysis and Design Language (AADL), a modeling language that enables engineers to describe the key elements of embedded system architectures using a well-defined semantics.

This paper discusses the findings for [Interior] Configuration Options, Habitability and Architectural Aspects of a first human spacecraft to Mars. In 2003 the space architecture office LIQUIFER was invited by the European Space Agency’s (ESA) AURORA program committee to consult the scientists and engineers from the European Space and Technology Center (ESTEC) and other European industrial communities with developing the first human mission to Mars, which will take place in 2030, regarding the architectural issues of crewed habitats. The task was to develop an interior configuration for a Transfer Vehicle (TV) to Mars, especially a Transfer Habitation Module (THM) and a Surface Habitat (SHM) on Mars. The total travel time Earth - Mars and back for a crew of six amounts to approximately 900 days. After a 200-day-flight three crewmembers will land on Mars in the Mars Excursion Vehicle (MEV) and will live and work in the SHM for 30 days.

Abstract With the adoption of Vehicle-to-everything (V2X) technology, security and privacy of vehicles are paramount. To avoid tracking while preserving vehicle/driver’s privacy, modern vehicular public key infrastructure provision vehicles with multiple short-term pseudonym certificates. However, provisioning a large number of pseudonym certificates can lead to an enormous growth of Certificate Revocation Lists (CRLs) during its revocation process. One possible approach to avoid such CRL growth is by relying on activation code (AC)-based solutions. In such solutions, the vehicles are provisioned with batches of encrypted certificates, which are decrypted periodically via the ACs (broadcasted by the back-end system). When the system detects a revoked vehicle, it simply does not broadcast the respective vehicle’s AC. As a result, revoked vehicles do not receive their respective AC and are prevented from decrypting their certificates.

This recommended practice prescribes clear and consistent labeling methodology for communicating important xEV high voltage safety information. Examples of such information include identifying key high voltage system component locations and high voltage disabling points. These recommendations are based on current industry best practices identified by the responder community. Although this recommended practice is written for xEVs with high voltage systems, these recommendations can be applied to any vehicle type.

Propulsion system control algorithms covering the functional needs of xEV propulsion (‘x’ donates P0-P4 configurations) systems are presented in this paper. The scope and foundation are based on generic well-established HEV controller architectures. However, unlike conventional HEV (series, parallel and power split) powertrains, the next generation of integrated electric propulsion configurations will utilize a single micro controller that supports multiple control functions ranging from the electric machines, inverters, actuators, clutch solenoids, coolant pumps, etc. This presents a unique challenge to architect control algorithms within the AUTOSAR framework while satisfying the complex timing requirements of motor/generator-inverter (MGi) control and increased interface definitions between software components to realize functional integration between the higher level propulsion system and its sub-systems.

This paper describes preliminary findings on an expert system that uses both operator and transducer inputs in ‘almost’ real-time to diagnose scrap type and recommend corrective action to reduce/eliminate further production of this scrap type. During the development of the expert system, equal consideration was given to hardware installation and debugging; system architecture, logic, and triggering; and knowledge acquisition. The system is applied to a specific manufacturing process; however, the ideas are applicable to a wide range of problems in the production environment.