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Induction machines (IM) are considered work horse for industrial applications due to their rugged, reliable and inexpensive nature; however, their low power density restricts their use in volume and weight limited environments such as an aerospace, traction and propulsion applications. Given recent advancements in additive manufacturing technologies, this paper presents opportunity to improve power density of induction machines by taking advantage of higher slot fill factor (SFF) (defined as ratio of bare copper area to slot area) is explored. Increase in SFF is achieved by deposition of copper in much more compact way than conventional manufacturing methods of winding in electrical machines. Thus a design tradeoff study for an induction motor with improved SFF is essential to identify and highlight the potentials of IM for high power density applications and is elaborated in this paper.

This specification covers a corrosion and heat resistant nickel alloy in the form of sheet, strip, and plate procured in SI (metric) units.

AS9131 - This standard defines the common nonconformance data definition and documentation that an internal or external supplier or sub-tier supplier must submit when informing a customer of a nonconformity. The requirements shall be are applicable for reporting a nonconforming product to the owner/operator (i.e., end item user), if specified by contract. Reporting of nonconformance data, either electronically or conventionally on paper, is subject to the terms and conditions of the contract. This also includes, where applicable, data access under export control regulations.

This is the Microsoft Word® version of AS9101D, which defines the content and the presentation of the Assessment Report for the AS9100 standard. AS9101DW is an historical document; it has been superseded by AS9101E (note: there is not a Word version of this standard).

This is the Microsoft Word® version of AS9101C, which defines the content and the presentation of the Assessment Report for the AS9100 standard. AS9101CW is an historical document; a newer version, AS9101DW, exists.

Virtual testing is a method that simulates lab testing using multi-body dynamic analysis software. The main advantages of this approach include that the design can be evaluated before a prototype is available and virtual testing results can be easily validated by subsequent physical testing. The disadvantage is that accurate specimen models are sometimes hard to obtain since nonlinear components such as tires, bushings, dampers, and engine mounts are hard to model. Therefore, virtual testing accuracy varies significantly. The typical virtual rigs include tire and spindle coupled test rigs for full vehicle tests and multi axis shaker tables for component tests. Hybrid simulation combines physical and virtual components, inputs and constraints to create a composite simulation system. Hybrid simulation enables the hard to model components to be tested in the lab.

Given the fast changing market demands, the growing complexity of features, the shorter time to market, and the design/development constraints, the need for efficient and effective verification and validation methods are becoming critical for vehicle manufacturers and suppliers. One such example is fault-tree analysis. While fault-tree analysis is an important hazard analysis/verification activity, the current process of translating design details (e.g., system level and software level) is manual. Current experience indicates that fault tree analysis involves both creative deductive thinking and more mechanical steps, which typically involve instantiating gates and events in fault trees following fixed patterns. Specifically for software fault tree analysis, a number of the development steps typically involve instantiating fixed patterns of gates and events based upon the structure of the code. In this work, we investigate a methodology to translate software programs to fault trees.

Vehicle electrification is shaping the future of automotive mobility in terms of automotive power and propulsion. The market for New Energy Vehicles (HEV/PHEV/REEV/EV) as well as clean vehicle technologies is expected to grow steadily driven by government regulations mandating increased fuel economy and lower emissions. The fastest growth in this market will be in Asia Pacific, most notably China. The Chinese government has made its intentions clear on how important it considers the development and consumer purchase of hybrid and electric vehicles. The mandate is that by year 2012, vehicle manufacturers produce at least 500,000 units (or 5%) per year of their total output as hybrid and/or electric. All Chinese vehicle manufacturers must have at least one HEV or EV model in the market by the same year. Thus far China has invested over US$3.5 billion to stimulate the production of NEVs and the necessary infrastructure to support them.

Trans Tech recently debuted the all-electric eTrans school bus providing a total zero emission school bus. The presentation will demonstrate Smith Electric Vehicles and their history with electric vehicles. The presentation will help ensure that everybody has an idea of what the electric school bus will do and to dispel any rumors about the vehicle. Presenter Brian S. Barrington, Trans Tech. Bus

ECOtality North America, in partnership with the Idaho National Laboratory (INL), Nissan North America, General Motors, and over 40 government, electric utility, and private organizations, has launched a large-scale demonstration of electric vehicle charging infrastructure. This demonstration, called The EV Project, will deploy more than 15,000 level 2 and DC fast chargers in private residence, commercial, and public locations in seven market areas in Arizona, California, Oregon, Tennessee, Texas, Washington state, and Washington, D.C. The EV Project will also include a total of 5,700 Nissan Leaf battery electric vehicles and 2,600 Chevrolet Volt extended range electric vehicles, operated by consumers and fleets in each of the market areas. This demonstration, which is funded by the U.S. Department of Energy�s (DOE) Vehicle Technologies Program, represents the largest ever deployment of electric vehicles and charging infrastructure.

The System Architecture Virtual Integration (SAVI) program is a collaboration of industry, government, and academic organizations within the Aerospace Vehicle System Institute (AVSI) with the goal of structuring a new integration process that relies on a single-truth architectural framework. The SAVI approach of Integrate, then Build provides a modern distributed development environment which arrests the propagation of requirements errors through the development life cycle. It does so by capturing design assumptions and shared properties of the system design in an authoritative, annotated architectural model. This reference model provides a common, analyzable framework for confirming that system requirements remain complete, consistent, and correct at all levels of system decomposition. Core concepts of SAVI include extensive use of model-based system engineering tools and use of a single-truth reference architectural model.

By introducing the concept of a separation between graphics and logic, interpreted run time architecture, and defined communication protocol, the ARINC 661 standard has addressed many of the concerns that aircraft manufacturers face when creating cockpit avionics displays. However, before kicking off a project based on the standard, it is important to understand all aspects of the standard, as well as the benefits and occasional drawbacks of developing with ARINC 661 in mind. This white paper will first provide an overview of ARINC 661 to clarify its concepts and how these relate to the development process. The paper will also describe the benefits of using a distributed development approach, and will outline practical, real world considerations for implementing an ARINC 661-based solution. Finally, readers will learn how commercial tools can be used to simplify the creation of displays following the standard to speed development and reduce costs.