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Standard

CABIN CONNECTORS AND CABLES, PART 4, STANDARD TEST METHODOLOGY

2020-07-13
CURRENT
ARINC800P4-1
ARINC 800 is the first industry standard intended for characterization of aviation-grade high-speed (Gbps) Ethernet links. The test methods are based on realistic representation of cabin networks. The notional cabling architecture is based on IFE seat distribution using multiple intermediate disconnects. Sequential testing is supported by building up number of connectors in the link. Test guidelines for mixed intermediate cable lengths are provided.
Standard

MARK I AVIATION KU-BAND AND KA-BAND SATELLITE COMMUNICATION SYSTEM PART 1 PHYSICAL INSTALLATION AND AIRCRAFT INTERFACES

2019-09-19
CURRENT
ARINC791P1-3
This standard sets forth the desired characteristics of Aviation Ku-band Satellite Communication (Satcom) and Ka-band Satcom Systems intended for installation in all types of commercial air transport aircraft. The intent of this characteristic is to provide guidance on the interfaces, form, fit, and function of the systems. This document also describes the desired operational capability of the equipment needed to provide a broadband transport link that can be used for data, video, and voice communications typically used for passenger communications and/or entertainment. The systems described in this characteristic are not qualified, at this writing, for aviation safety functions.
Standard

AS6369 Seal

1956-04-06
CURRENT
AS6369-3
No scope available.
Book

Automated Vehicles: Sensors and Future Technologies (DVD)

2015-04-15
"Spotlight on Design" features video interviews and case study segments, focusing on the latest technology breakthroughs. Viewers are virtually taken to labs and research centers to learn how design engineers are enhancing product performance/reliability, reducing cost, improving quality, safety or environmental impact, and achieving regulatory compliance. In the episode "Automated Vehicles: Sensors and Future Technologies" (24:31), highly automated driving is looked at in detail as the culmination of years of research in automotive technology, sensors, infrastructure, software, and systems integration. Real-life case studies show how organizations are actually developing solutions to the challenge of making cars safer with less driver intervention. IAV Automotive Engineering demonstrates how a highly automated vehicle capable of lane changing was created.
Book

Insight: Automated Vehicles: Converging Sensor Data (DVD)

2015-04-15
"Spotlight on Design: Insight" features an in-depth look at the latest technology breakthroughs impacting mobility. Viewers are virtually taken to labs and research centers to learn how design engineers are enhancing product performance/reliability, reducing cost, improving quality, safety or environmental impact, and achieving regulatory compliance. Automated driving is made possible through the data acquisition and processing of many different kinds of sensors working in unison. Sensors, cameras, radar, and lidar must work cohesively together to safely provide automated features. In the episode "Automated Vehicles: Converging Sensor Data" (8:01), engineers from IAV Automotive Engineering discuss the challenges associated with the sensor data fusion, and one of Continental North America’s technical teams demonstrate how sensors, radars, and safety systems converge to enable higher levels of automated driving.
Video

High Temperature Power Device and Packaging - The Technology Leap to Achieve Cost, Power Density and Reliability Target

2011-11-07
The three major challenges in the power electronics in hybrid and electric vehicles are: System cost, power density and reliability. High temperature power device and packaging technologies increases the power density and reliability while reducing system cost. Advanced Silicon devices with synthesized high-temperature packaging technologies can achieve junction temperature as high as 200C (compared to the present limitation of 150C) eliminating the need for a low-temperature radiator and therefore these devices reduces the system cost. The silicon area needed for a power inverter with high junction temperature capability can be reduced by more than 50 - 75% thereby significantly reducing the packaging space and power device and package cost. Smaller packaging space is highly desired since multiple vehicle platforms can share the same design and therefore reducing the cost further due to economies of scale.
Video

The Electric Vehicle in 2012 - Overcoming the Barriers to Development and Adoption

2012-03-29
Despite significant investment by both government and industry, the electric vehicle is not achieving the market share needed to make a significant impact on carbon emissions and energy independence. This presents some particular questions to policymakers and manufacturers; how to overcome the barriers to development and adoption in a tough economic climate? how can industry be encouraged to develop electric vehicle technology that meets consumers performance and pricing needs and how can consumers be encouraged to buy? The dramatic reductions in CO2 emissions required by international law present some formidable targets that need to be met over the coming two decades. How can we accelerate EV adoption to help achieve them?
Video

Consumer Behavior and Risk Aversion

2011-11-04
Nissan has released our original HEV system in Japan on November 2010, and will release it in US market on March 2011. The 1 motor 2 clutch parallel type using conventional 7 speed automatic transmission has been employed without torque converter and with a manganese cathode and laminated type Li-ion Battery. This system is well recognized its higher efficiency but lower weight and cost, however, has never realized due to technical difficulties of smoothness. At this session, performance achievements and hinged breakthrough technologies will be presented. Presenter Tetsuya Takahashi, Nissan Motor Co., Ltd.
Video

Development of Hybrid System for Mid-Size Sedan

2011-11-07
Consumers design different PHEVs than expert analysts assume. Experts almost uniformly assume PHEVs that offer true all-electric driving for 10 to 60 miles; consumers are more likely to design PHEVs that do not offer true all-electric driving and have short ranges over which they use grid-electricity. Thus consumers? PHEV designs are less expensive. These consumer PHEV designs do, or don?t, produce lower GHG emissions than experts? PHEVs over the next ten years. The devil is in the details, i.e., which powerplant emissions to assign to new electricity demand: marginal or average. If (based on marginal powerplant emissions) it makes almost no difference whether we sell consumer-designed or expert-assumed PHEVs over the next ten years, yet as the grid continues to de-carbonize all-electric PHEV designs emerge as clearly the better option, there is a trajectory we could be on from blended, ?short range? PHEVs to all-electric ?long range? PHEVs.
Video

What If We Let Consumers Design PHEVs?

2011-11-04
Auto manufacturers have known and surveys confirm that consumers require short payback periods (2-4 years) for investments in fuel economy. Using societal discount rates, engineering-economic generally find substantial potential to increase fuel economy, cost-effectively. This phenomenon, often referred to as the ?energy paradox?, has been observed in nearly all consumers? choices of energy-using durable goods. Loss aversion, perhaps the most well established theory of behavioral economics, provides a compelling explanation. Engineering economic analyses generally overlook the fact that consumers? investments in fuel economy are not sure things but rather risky bets. Future energy prices, real world on-road fuel economy, and many other factors are uncertain. Loss aversion describes a fundamental human tendency to exaggerate the potential for loss relative to gain when faced with a risky bet. It provides a sufficient explanation for consumers?
Video

General Motors Hybrid Systems and New e-Assist Powertrain

2011-11-18
Hybrid systems have been available for several years now, and offer customers a decrease in fuel consumption and CO2 emissions at an incremental price. Hybrids, in some cases, have offered improved other customer benefits such as reduced noise, vibration and harshness or better acceleration and the satisfaction of increased societal benefit. Sometimes the vehicle utility is compromised by the volume dedicated to energy storage systems. Several hybrid architecture arrangements exist in the market, and offer various levels of hybrid feature. But considering acquisition cost and operating expense, most hybrid vehicles have not offered a direct total cost advantage when compared to non-hybrids. GM's new e-Assist system is highly integrated with the engine and transmission functionality, and takes advantage of the highest value fuel economy enablers available with light electrification.
Video

Technical Breakthroughs in Development of a Single Motor Full Hybrid System

2011-11-18
The energy crisis and rising gas price in the 2000s led to a growing popularity of hybrid vehicles. Hyundai-Kia Motors has been challenging to develop the new efficient eco-technology since introducing the mild type compact hybrid electric vehicle for domestic fleet in 2004 to meet the needs of the increasing automotive-related environmental issues. Now Hyundai has recently debuted a full HEV for global market, Sonata Hybrid. This system is cost effective solution and developed with the main purpose of improving fuel consumption and providing fun to drive. Presenter Seok Joon Kim, Hyundai Motor Company
Video

Development of an Electrically-driven Intelligent Brake Unit

2012-02-16
An electrically-driven, intelligent brake unit has been developed, to be combined with a regenerative braking system in electric vehicles (EVs) and hybrid electric vehicles (HEVs) which went into production in 2010 - 11. The brake pedal force is assisted by an electrically driven motor, without using vacuum pressure, unlike conventional braking systems. The actuator can be implemented to coordinate with a regenerative braking system, and to have adjustable pedal feel through use of a unique pressure-generating mechanism and a pedal-force compensator. In this paper, we describe features of the actuator mechanism and performance test results Presenter Yukio Ohtani, Hitachi Automotive Systems
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