tag:blogger.com,1999:blog-25569674575686760752024-03-20T18:13:06.248+03:00LEKULESOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.comBlogger12717125tag:blogger.com,1999:blog-2556967457568676075.post-46504952538777827592019-10-13T15:02:00.000+03:002019-10-13T15:02:14.395+03:00What Is A Scramjet Engine ?<div dir="ltr" style="text-align: left;" trbidi="on">
<blockquote>
<em><b><span style="color: purple;">A scramjet engine is a supersonic-combustion engine
that ditches the compressor and turbine of a typical jet engine and can
attain speeds greater than Mach 5!</span></b></em></blockquote>
<div class="code-block code-block-5 ai-viewport-1 ai-viewport-2" style="float: left; margin: 8px 8px 8px 0;">
<div class="ai-adb-hide" data-ai-debug="5">
<span id="ezoic-pub-ad-placeholder-101"></span></div>
</div>
<div style="text-align: justify;">
<b>A
few months ago, India’s DRDO (Defense Research and Development
Organization) made the news for successfully conducting the maiden
flight test of its unmanned scramjet demonstration aircraft for
hypersonic speed flight. Yes, that’s a mouthful. The demonstration
aircraft was officially called the ‘Hypersonic Technology Demonstrator
Vehicle (HSTDV)’. The aircraft was designed to achieve speeds greater
than Mach 6. To put that into perspective, a passenger aircraft travels
at a speed significantly below Mach 1.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b>Speeds
of Mach 6 or higher are achieved by using scramjet technology. Scramjet
technology is extremely difficult to develop and, before India, only
three other nations (USA, Russia, and China) have been successful in
developing such a technology.</b></div>
<div class="wp-caption aligncenter" id="attachment_29749" style="width: 888px;">
<a href="https://www.scienceabc.com/wp-content/uploads/2019/09/The-leading-edges-of-an-unmanned-scramjet-glow-from-friction-as-it-flys-toward-outer-space-near-the-edge-of-Earths-atmosphereMarc-Wards.jpg"><img alt="The leading edges of an unmanned scramjet glow from friction as it flys toward outer space near the edge of Earth's atmosphere(Marc Ward)s" aria-describedby="caption-attachment-29749" class="wp-image-29749 ezlazyloaded" data-ezsrc="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2019/09/The-leading-edges-of-an-unmanned-scramjet-glow-from-friction-as-it-flys-toward-outer-space-near-the-edge-of-Earths-atmosphereMarc-Wards.jpg-.jpg?ezimgfmt=rs:720x480/rscb3/ngcb3" ezimgfmt="rs rscb3 src ng ngcb3" height="584" src="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2019/09/The-leading-edges-of-an-unmanned-scramjet-glow-from-friction-as-it-flys-toward-outer-space-near-the-edge-of-Earths-atmosphereMarc-Wards.jpg-.jpg?ezimgfmt=rs:720x480/rscb3/ngcb3" width="878" /></a><div class="wp-caption-text" id="caption-attachment-29749">
<b><span style="color: purple;">Vehicles
powered by scramjet engines have been proposed to attain speeds of Mach
12 and higher. (Photo Credit : Marc Ward/ Shutterstock)</span></b></div>
</div>
<h2 style="text-align: justify;">
What are jet engines? <span class="rangySelectionBoundary" id="selectionBoundary_1569230053389_36130439857296426" style="line-height: 0;"></span><span class="rangySelectionBoundary" id="selectionBoundary_1569230053395_5400632710791102" style="line-height: 0;"></span><span class="rangySelectionBoundary" id="selectionBoundary_1569230053399_6259768546063138" style="line-height: 0;"></span><span class="rangySelectionBoundary" id="selectionBoundary_1569230053403_6196715263545929" style="line-height: 0;"></span></h2>
<div style="text-align: justify;">
<b><span class="ezoic-adpicker-ad" id="ezoic-pub-ad-placeholder-156"></span>Before
we take a closer look at scramjet engines, let’s touch upon jet engines
in general. Jet engines are combustion engines that generate thrust (or
movement) through jet propulsion. These engines find application in
high-speed situations, such as jet airplanes, fighter jets, missiles and
drones. Jet engines are also modified for use in high-speed cars and
power plants. A basic jet engine works on the same principle as a
traditional gas turbine.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div class="wp-caption aligncenter" id="attachment_29981" style="width: 803px;">
<a href="https://www.scienceabc.com/wp-content/uploads/2019/10/Gas-turbine-engine-Stanislav-Zs-1.jpg"><img alt="Gas turbine engine( Stanislav-Z)s" aria-describedby="caption-attachment-29981" class="wp-image-29981 ezlazyloaded" data-ezsrc="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2019/10/Gas-turbine-engine-Stanislav-Zs-1.jpg-.jpg?ezimgfmt=rs:720x311/rscb3/ngcb3" ezimgfmt="rs rscb3 src ng ngcb3" height="342" src="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2019/10/Gas-turbine-engine-Stanislav-Zs-1.jpg-.jpg?ezimgfmt=rs:720x311/rscb3/ngcb3" width="793" /></a><div class="wp-caption-text" id="caption-attachment-29981">
<b><span style="color: purple;">A
basic jet engine consists of a fan, a compressor, a combustion chamber,
and a turbine. (Photo Credit : Stanislav-Z/ Shutterstock)</span></b></div>
<div class="wp-caption-text" id="caption-attachment-29981">
<br /></div>
</div>
<div style="text-align: justify;">
<b>A
jet engine consists of a compressor at the front followed by a
combustion chamber and a turbine. The compressor and turbine are mounted
on the same shaft. A fan at the front of the compressor sucks in air
from the atmosphere.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b><span class="ezoic-adpicker-ad" id="ezoic-pub-ad-placeholder-157"></span>The
compressor, composed of multiple blades rotating at high speeds on a
shaft, then compresses the incoming air. The pressure and temperature of
the air increases and the speed drops as a result of this compression.
Whereas in the combustion chamber, fuel is sprayed on the compressed air
and a spark from the spark plug ignites the mixture.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div class="code-block code-block-2" style="clear: both; margin: 8px auto; text-align: center;">
<b><span id="ezoic-pub-ad-placeholder-103"></span></b></div>
<div style="text-align: justify;">
<b>The
mixture then expands spontaneously, creating a jet. The reaction force
generated from the jet trying to blast out of the nozzle provides the
necessary thrust to move the plane/vehicle forward. The amount of thrust
that is generated depends on the speed of the exiting jet in comparison
to the speed of the inlet air. The greater the speed of the exiting
jet, the greater the amount of thrust produced.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b>Before exiting the engine, the jet
passes through the turbine blades. The movement imparted by the exiting
jet on the turbine blades is transferred to the compressor by a shaft.</b></div>
<div class="wp-caption aligncenter" id="attachment_29982" style="width: 375px;">
<a href="https://www.scienceabc.com/wp-content/uploads/2019/10/engineanimated.gif"><img alt="engine animated" aria-describedby="caption-attachment-29982" class="wp-image-29982 ezlazyloaded" data-ezsrc="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2019/10/engineanimated.gif-.gif?ezimgfmt=rs:365x248/rscb3/ngcb3" ezimgfmt="rs rscb3 src ng ngcb3" height="248" src="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2019/10/engineanimated.gif-.gif?ezimgfmt=rs:365x248/rscb3/ngcb3" width="365" /></a><div class="wp-caption-text" id="caption-attachment-29982">
<b><span style="color: purple;">(Photo Credit : Nasa.gov)</span></b></div>
</div>
<h3 style="text-align: justify;">
Shortcomings of the traditional jet engine</h3>
<div style="text-align: justify;">
<b>A
major drawback of the traditional jet engine is the number of moving
parts it incorporates. The list includes the multi-stage compressor and
turbine rotors, as well as other mechanical components, such as spark
plugs, cooling systems, afterburners, a fuel control unit, prime mover,
etc. These components add a lot of weight to the overall engine, making
the entire vehicle heavier. The engineering complexity and the number of
elements that could fail and lead to an engine failure or shutdown also
increase dramatically with so many parts.<span class="ezoic-adpicker-ad" id="ezoic-pub-ad-placeholder-158"></span></b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<b>The
compressor reduces the incoming air to subsonic speeds in a
conventional jet engine. Thus, a limited amount of thrust can be
generated as the exit jet velocity also remains under subsonic levels.<span class="ezoic-adpicker-ad" id="ezoic-pub-ad-placeholder-150"></span></b><br />
<b><br /></b>
<div style="text-align: justify;">
<b>Moreover,
the dream of traveling from one place to another on Earth at supersonic
speeds isn’t attainable with a regular jet engine. Most jet engines can
only accomplish subsonic speeds, i.e, speeds below Mach 1, although a
very small number can fly at speeds of around Mach 3.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b>This is where ramjets and scramjet engines come into play.</b><span class="ezoic-adpicker-ad" id="ezoic-pub-ad-placeholder-152"></span></div>
<h2 style="text-align: justify;">
What are ramjet and scramjet engines?</h2>
<div style="text-align: justify;">
<b>Ramjet
and scramjet engines are jet engine variants that ditch the rotary
compressor and turbine from a regular jet engine. The two models rely on
the natural ramming of air to produce thrust. The basic operating
principle in ramjets and scramjets involves converting the significant
kinetic energy of the incoming hypersonic (speed greater than Mach 5) or
supersonic air into pressure energy.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b>Air flowing at hypersonic speeds has
very high dynamic pressure. Dynamic pressure is also called velocity
pressure and is formally defined as the kinetic energy per unit of
volume. You might remember it as a term in Bernoulli’s equation (P + ½ ρ
v<span style="font-size: 50%; vertical-align: super;">2</span> +ρ g h = constant, where the term ‘½ ρ v<span style="font-size: 50%; vertical-align: super;">2</span>‘ is dynamic pressure).<span class="ezoic-adpicker-ad" id="ezoic-pub-ad-placeholder-154"></span></b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div class="code-block code-block-6" style="clear: both; margin: 8px auto; text-align: center;">
<b><span id="ezoic-pub-ad-placeholder-104"></span></b></div>
<div style="text-align: justify;">
<b>However,
the dynamic pressure of air flowing at subsonic speeds is insufficient
to produce any usable thrust. Furthermore, when an aircraft is at a
standstill, the dynamic pressure of the air surrounding it is even lower
and cannot be used to produce thrust.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b>Thus, ramjets and scramjets require
assistance for their initial take-off until the plane attains a specific
speed. Both types operate efficiently only when the surrounding air is
flowing at no less than supersonic speeds, starting from Mach 3.</b></div>
<div class="wp-caption aligncenter" id="attachment_29988" style="width: 737px;">
<a href="https://www.scienceabc.com/wp-content/uploads/2019/10/get-engine-comparitive-diagram-1.jpg"><img alt="get engine comparitive diagram" aria-describedby="caption-attachment-29988" class="wp-image-29988 ezlazyloaded" data-ezsrc="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2019/10/get-engine-comparitive-diagram-1.jpg-.jpg?ezimgfmt=rs:720x880/rscb3/ngcb3" ezimgfmt="rs rscb3 src ng ngcb3" height="888" src="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2019/10/get-engine-comparitive-diagram-1.jpg-.jpg?ezimgfmt=rs:720x880/rscb3/ngcb3" width="727" /></a><div class="wp-caption-text" id="caption-attachment-29988">
<b>Ramjets
and scramjets do not make use of a rotary compressor and turbine to
generate thrust, instead relying on the natural ramming of air. (Photo
Credit : GreyTrafalgar/Wikimedia Commons)</b></div>
<div class="wp-caption-text" id="caption-attachment-29988">
<br /></div>
</div>
<div style="text-align: justify;">
<b>Now,
regarding the construction of the two jet engines, the compressor of
the regular jet engine at the front is replaced by a diffuser, while the
other end of the engine is occupied by a propelling
(convergent-divergent) nozzle.</b></div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<b><span class="ezoic-adpicker-ad" id="ezoic-pub-ad-placeholder-162"></span>Diffusers
are devices used to reduce the velocity of a fluid (incoming air, in
our case) and increase its pressure and temperature. Nozzles, on the
other hand, are utilized to decrease the pressure and increase the
velocity of a fluid (exhaust jet). Since there is no compressor in
ramjet and scramjet engines, the need for a turbine is also eliminated.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b>When
air moving at hypersonic speeds is forced to pass through the diffuser,
its dynamic pressure is converted into static pressure. The speed of
the airflow decreases, while the pressure and temperature increase. This
increased temperature and pressure aid in the combustion of the
mixture.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b><span class="ezoic-adpicker-ad" id="ezoic-pub-ad-placeholder-140"></span>The
rest of the working procedure remains the same as in a regular jet
engine. Inside the combustion chamber, the air is mixed with fuel and
spark plugs help ignite the mixture, while the propelling nozzle
accelerates the exhaust stream to generate thrust.</b></div>
<h2 style="text-align: justify;">
<span class="ezoic-adpicker-ad" id="ezoic-pub-ad-placeholder-143"></span>Ramjets vs Scramjets</h2>
<div style="text-align: justify;">
<b>In
a ramjet, the incoming air is slowed down to below subsonic levels by
the diffuser. It makes use of oblique shock waves to slow the flow down,
followed by a final normal shock wave to bring it below subsonic
speeds. Since the amount of thrust generated depends on the speed of the
exhaust jet, in ramjets, similar to jet engines, the amount of
generated thrust is limited by the subsonic flow of air in the
combustion chamber.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b>To increase
thrust production, the incoming air must not be slowed down below
subsonic speeds; scramjet engines do just that. Scramjet engines are
nothing but an upgrade to ramjet engines; in fact, scramjet stands for
‘supersonic combustion ramjet engines’.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b>In scramjets, the incoming airflow is
not slowed down to subsonic levels and maintains supersonic speeds. This
is accomplished by a more gradually diverging diffuser. The combustion
chamber in scramjets is also modified to operate at supersonic speeds,
while the combustion chamber in ramjets only operates at subsonic
speeds.</b></div>
<div style="text-align: justify;">
<b>The propelling nozzle is also
modified to accelerate the exhaust jet to higher Mach numbers. Thus,
the thrust generated by scramjets is more than that of ramjets.
Scramjets, therefore, can fly at greater speeds than ramjets.</b></div>
<div class="wp-caption aligncenter" id="attachment_29977" style="width: 650px;">
<a href="https://www.scienceabc.com/wp-content/uploads/2019/10/jet-engine-meme.jpeg"><img alt="jet engine meme" aria-describedby="caption-attachment-29977" class="wp-image-29977 size-full ezlazyloaded" data-ezsrc="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2019/10/jet-engine-meme.jpeg-.jpeg?ezimgfmt=rs:640x479/rscb3/ngcb3" ezimgfmt="rs rscb3 src ng ngcb3" height="479" src="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2019/10/jet-engine-meme.jpeg-.jpeg?ezimgfmt=rs:640x479/rscb3/ngcb3" width="640" /></a><div class="wp-caption-text" id="caption-attachment-29977">
<b>Scramjets are also important as they bridge the gap between highly efficient jet engines and high-speed rocket engines.</b></div>
<div class="wp-caption-text" id="caption-attachment-29977">
<b><br /></b></div>
</div>
<div style="text-align: justify;">
<b>Scramjets
carry fuel and use the ingested atmospheric oxygen as the oxidizer,
whereas rockets carry both fuel and an oxidizing agent on board. As
scramjets don’t carry an oxidizing agent, they are restricted to
atmospheric flights and can’t be used for space travel… yet.</b></div>
<h2 style="text-align: justify;">
Conclusion</h2>
<div style="text-align: justify;">
<b>The use of scramjet technology might let us fly at speeds of more than 10 times
the speed of sound, but it’s still very much a work in progress. As
already mentioned, only 4 nations have been successful in developing
scramjet technology. The very first scramjet engine-powered vehicle took
flight in November of 1991 and was developed by Russia. It has been
approximately 27 years since the first demonstration of scramjet
technology, but it continues to elude us on a large scale.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b>The
primary problem is the need for an additional launching vehicle to
initiate the flight, as scramjets only produce useful thrust at speeds
of Mach 5 or higher. The amount of heat generated by air friction and
shock waves is another concern. A poor thrust-to-weight ratio limits
acceleration, and the plane also needs to be considerably large to carry
a certain payload. To top it all off, scramjet technology is extremely
expensive to manufacture and test. Most tests end with the complete
annihilation of the test vehicle.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b>So,
while scramjet technology might seem exciting and useful, it’s
something we won’t likely be seeing for at least another 10-15 years.</b></div>
<div style="text-align: justify;">
<b><br /></b></div>
<div style="text-align: justify;">
<b><br /></b></div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-42086838196366028742019-10-13T14:49:00.004+03:002019-10-13T14:50:20.722+03:00How Do Automatic Doors Work?<div dir="ltr" style="text-align: left;" trbidi="on">
Most automatic doors use motion detection sensors or optical sensors,
which are installed on the sides of the door, to trigger the
opening/closing of doors.<br />
Many people tend to believe that
automatic doors are an invention of the modern world, but it may
surprise you to know that automatic doors have been around for almost
half a century. Over time, these doors have become more technologically
sophisticated, but the idea has been around for quite a while!<br />
<br />
All automatic doors, irrespective of their type or design, consist of
sensors that help trigger the opening/closing of doors when the need
arises. Let’s look at the various kinds of sensors used in automatic
doors:<br />
<h3>
Pressure sensors</h3>
In the 1960s, ‘control mats’ were
used as sensors to detect the approach of pedestrians. These mats
detected changes in the weight/pressure on a specific area of the ground
in front and back of the gates. If the weight that a particular area
experienced was more than the set limit (the ‘trigger limit’ was set
lower than the average human weight), then the doors would open.<br />
<div class="wp-caption aligncenter" id="attachment_9278" style="width: 1034px;">
<a href="https://www.scienceabc.com/wp-content/uploads/2016/06/automatic-doors.jpg"><img alt="automatic doors" aria-describedby="caption-attachment-9278" class="wp-image-9278 size-full ezlazyloaded" data-ezsrc="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2016/06/automatic-doors.jpg-.jpg?ezimgfmt=rs:720x436/rscb3/ngcb3" ezimgfmt="rs rscb3 src ng ngcb3" height="620" src="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2016/06/automatic-doors.jpg-.jpg?ezimgfmt=rs:720x436/rscb3/ngcb3" width="1024" /></a><div class="wp-caption-text" id="caption-attachment-9278">
A person would have to stand or walk over the pressure-sensitive area due to its strategic placement (Image Source: Wikipedia)</div>
<div class="wp-caption-text" id="caption-attachment-9278">
<br /></div>
<div class="wp-caption-text" id="caption-attachment-9278">
<br /></div>
The advantage of using this kind of system was, and still is, that
the doors remain open as long as there is pressure on the mat, or in
other words, if there is a person standing/walking near the doors. This
not only makes it easy for swift entry/exit, but also prevents the doors
from ‘closing in’ on an individual.<br />
<h3>
Motion detectors or optical sensors</h3>
These
days, however, most automatic doors use motion detection sensors or
optical sensors, which are installed on the sides of the door, to
trigger the opening/closing of doors. These sensors, as their names
imply, detect or ‘look for’ motion in front of the gate. In these
sensors, motion is detected by a microwave beam (10.5 GHz) produced by
an antenna that is installed on the door header and generally points in
the downward and outward direction.<br />
<div class="code-block code-block-2" style="clear: both; margin: 8px auto; text-align: center;">
<span id="ezoic-pub-ad-placeholder-103"></span></div>
<div class="wp-caption aligncenter" id="attachment_9279" style="width: 461px;">
<a href="https://www.scienceabc.com/wp-content/uploads/2016/06/motion-detector.jpg"><img alt="motion detector" aria-describedby="caption-attachment-9279" class="wp-image-9279 ezlazyloaded" data-ezsrc="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2016/06/motion-detector.jpg-.jpg?ezimgfmt=rs:451x580/rscb3/ngcb3" ezimgfmt="rs rscb3 src ng ngcb3" height="580" src="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2016/06/motion-detector.jpg-.jpg?ezimgfmt=rs:451x580/rscb3/ngcb3" width="451" /></a><div class="wp-caption-text" id="caption-attachment-9279">
A typical motion detector (Image Source: Wikipedia)</div>
<div class="wp-caption-text" id="caption-attachment-9279">
<br /></div>
</div>
These
sensors are quite effective, but have one major shortcoming: they can
only detect motion. Therefore, a person standing still or walking very
slowly (like senior citizens) might not be detected, which can lead to
accidents.<br />
<h3>
Infrared sensors</h3>
These specialized sensors use
infrared technology to trigger the opening/closing of doors. These
sensors detect changes in temperature in the area surrounding the doors,
so when an individual approaches the doors, their heat signature is
detected by the sensors, which cause the doors to fly open!<span class="ezoic-adpicker-ad" id="ezoic-pub-ad-placeholder-158"></span><br />
<div class="wp-caption aligncenter" id="attachment_9283" style="width: 584px;">
<a href="https://www.scienceabc.com/wp-content/uploads/2016/06/Door-1.jpg"><img alt="infrared sensors on Automatic doors" aria-describedby="caption-attachment-9283" class="wp-image-9283 ezlazyloaded" data-ezsrc="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2016/06/Door-1.jpg-.jpg?ezimgfmt=rs:574x370/rscb3/ngcb3" ezimgfmt="rs rscb3 src ng ngcb3" height="370" src="https://www.scienceabc.com/wp-content/uploads/ext-www.scienceabc.com/wp-content/uploads/2016/06/Door-1.jpg-.jpg?ezimgfmt=rs:574x370/rscb3/ngcb3" width="574" /></a><div class="wp-caption-text" id="caption-attachment-9283">
How Infrared sensors on automatic doors work</div>
<div class="wp-caption-text" id="caption-attachment-9283">
<br /></div>
</div>
Note
that these sensors work efficiently by themselves, but different
sensors are often used in various combinations in a single system to
prevent hiccups or oversight. For example, motion sensors do their job
of triggering the opening mechanism as soon as they sense or ‘see’
motion in front of the doors. However, if the individual is moving too
slowly or standing still near the doors, the pressure sensors detect the
weight of the individual and prevent the doors from closing until the
weight is relieved, i.e., the person moves away from it or pass through
the doorway.<br />
<h3>
How do the doors actually open?</h3>
After the
sensors detect the presence of an individual, the job of actually
opening/closing the doors must be completed. Sensors are connected to an
electronic drive train, which is attached to the panels of the door
through an auxiliary drive or a cog wheel. The auxiliary drive is
connected by rubber belts that regulate the opening and closing motions
of the doors. At the bottom of these doors are rollers that allow the
doors to slide so smoothly.<br />
<br />
Automatic doors are incredibly convenient and quite safe these days, yet
work is always being done to discover better and smarter designs. I
don’t know about you, but personally, I would love a door that opens
with a snap of my fingers or a simple spoken command… that’s the kind of
future I’m looking forward to!</div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-7638240095982316612019-10-13T14:44:00.001+03:002019-10-13T14:44:43.866+03:00Door Sensor Secrets: What They Are, How They Work & 6 Unexpected Uses<div dir="ltr" style="text-align: left;" trbidi="on">
<div id="main-img-container" style="width: 650px;">
<img alt="entry sensor closed" class="imagefield imagefield-field_main_blog_image" height="366" src="https://simplisafe.com/files/blog/images/entry_sensor_closed.png?1374702446" title="entry sensor closed" width="650" /> <span id="main-img-caption" style="bottom: 31px; display: block; height: 21px; width: 255px;"><i><span style="color: purple;">One of the many uses for a door sensor.</span></i></span><span id="main-img-caption" style="bottom: 31px; display: block; height: 21px; width: 255px;"><br /></span>
</div>
<span class="submitted"><a class="author" href="https://simplisafe.com/authors/cara" itemprop="author" rel="author nofollow"></a></span>
<br />
<article>
<div class="first-paragraph">
Entrances and exits are your home's weakest points—and to a burglar, an unsecured door or window
is like a big "WELCOME" sign. That's why door sensors—also known as
"entry sensors," "window sensors," or "contact sensors"— are some of the
most popular home security devices. The earliest electronic home security system
was entirely made up of door sensors—when someone opened a door or
window, it triggered a big vibrating bell in a central part of the home.
Luckily, technology has improved since then, and homeowners are faced
with a wide array of choices. Here's everything you need to know about
today's door sensors: how they work, how to use them, and how to design
the best setup for your home.</div>
<br />
<h2>
<strong>HOW DOES A DOOR SENSOR WORK?</strong></h2>
<br />
<div style="clear: both;">
Almost all door and window sensors use a "reed
switch" to determine when a protected area has been breached. Reed
switches were invented in Bell Telephone Laboratories in 1936, and are
used in everything from pedal keyboards to laptops (ever wonder how your
computer knows to go to sleep when you close the lid? That's a reed
switch working!). A reed switch consists of
a set of electrical connectors placed slightly apart. When a magnetic
field is placed parallel to the electrical connectors, it pulls them
together, closing the circuit.</div>
<div style="clear: both;">
<img alt="Reed Switch diagram" border="0" height="385" src="https://simplisafe.com/files/images/blog/entry_sensor_reed_switch_small.png" style="float: left; margin: 5px 25px 10px 0; padding: 0;" width="540" /></div>
<div style="clear: both;">
Door sensors have one reed switch and one magnet,
creating a closed circuit. If someone opens an armed door or window,
the magnet is pulled away from the switch, which breaks the circuit and
triggers an event. Depending on your setup and what mode your system is
in, this could be a discreet text, a chime alert, or a full-blown
alarm.</div>
<div style="clear: both;">
<img alt="An entry sensor in action" border="0" height="202" src="https://simplisafe.com/files/images/blog/entry_sensor_in_action.gif" style="float: left; margin: 5px 25px 10px 0; padding: 0;" width="326" /></div>
<div style="clear: both;">
</div>
<h2>
<strong>HOW ELSE CAN I USE MY DOOR SENSOR?</strong></h2>
<br />
Because the technology involved in an entry sensor is so elegant, it
can be used in a lot of creative ways—especially if you can program
different responses for alarm events. Some security companies, such as <a href="https://simplisafe.com/blog/www.simplisafe.com">SimpliSafe,</a>
allow customers to decide whether a triggered sensor means a full-on
alarm response, an alarm response with a detailed event report sent to
your email or phone (a <strong>Smart Alert</strong>), or a private text or email, without a public alarm event (a <strong>Secret Alert</strong>). SimpliSafe calls their door sensors "entry sensors" because they can be used in a variety of situations.<br />
Here are some ways to take advantage of those features and get the most out of your entry sensors.<br />
<ul>
<li><em>Doorbell:</em> Your SimpliSafe entry sensor doubles as a
doorbell: If your system is off, it will still sound a chime if someone
triggers a sensor. Great way to know when your husband has finally
brought home dinner—or if your toddler has managed to open a window in
his room.</li>
<li><em>"Virtual Bouncer":</em>Entry sensors don't just keep out the
outside world — they can warn you about breaches within your home, too.
Stick one on the entrance to the game room or the door to the liquor
cabinet. Rig it up with a Secret Alert so that it only tells you if the
seal is broken — so you can crack down on those rule-breakers.</li>
<li><em>24/7 Lifeguard:</em> Have curious little kids who always want to
open the pool gate or play with the cleaning supplies? Install some
entry sensors, and get immediate and detailed Smart Alerts sent straight
to your phone whenever you need to come to the rescue.</li>
<li><em>Spy:</em> Savvy SimpliSafe employee Ryan K. positioned his TV
right where he likes it, stuck on an entry sensor, and then set up a
Secret Alert. "Now I know if anyone moves it," he says. I wish I'd done
something similar with my mini-fridge in college.</li>
<li><em>Party Fails:</em> Want guaranteed entertainment at your next
house party? Put an entry sensor on a medicine cabinet in your bathroom
and set up a Secret Alert. You'll get a text message every time
someone peeks, and you'll finally know which of your friends can't
control their curiosity.</li>
<li><em>Protecting Your Outdoor Stuff:</em> Entry sensors are also great
for protecting outdoor equipment that you can't keep inside your
stronghold—an in-window air conditioner, for example. Stick one half of
the sensor on your AC unit and the other on the windowsill, and anyone
who tries to nab it will be held accountable. TIP: Although entry
sensors are electronics and can't get wet, wrap one in saran wrap or a
plastic bag and it will still work just fine.</li>
</ul>
<br />
<h2>
<strong>DOOR SENSOR FAQS</strong></h2>
<br />
<ol>
<li><em>If I crack my window to let in a breeze while I'm away, will my entry sensor go off?</em><br />
<div style="clear: both;">
For extra flexibility with door and window positioning, just install a second magnet.
That way the entry sensor has two "safe" positions—say, "window closed"
or "window open 6 inches"—and if it's moved from either of those it
will trigger an alarm.</div>
</li>
<div style="clear: both;">
<img alt="Window sensor with two magnets" border="0" height="375" src="https://simplisafe.com/files/images/blog/2_magnet_window.jpg" style="float: left; margin: 5px 25px 10px 0; padding: 0;" width="509" /></div>
<li><div style="clear: both;">
<em>Will my entry sensor work with my unusual door/window?</em></div>
Before deciding what sort of door sensor to buy, it pays to check its
technical specifications to make sure it fits where you want to put it.
A SimpliSafe Entry Sensor's flexible design ensures that it will work
with nearly any type of door or window, including sliding doors, double
doors, and swinging windows. Click here for specialized entry sensor installation tips. (For certain situations—such as doors with very deep frames—a motion sensor might provide better protection.) </li>
<li><em>Should I install my entry sensors in a certain direction?</em><br />
SimpliSafe entry sensors work just fine upside down, sideways,
diagonally—you name it. As long as the magnet is less than two inches
from the sensor, it makes no difference how the sensor is positioned.</li>
<li><em>Is there anywhere I shouldn't install an entry sensor?</em><br />
Certain metals can, over time, affect the magnets within the sensors.
If you are looking to put an entry sensor on a metal object, a thin
plastic buffer placed between the metal and the sensor will ensure it
remains unaffected.</li>
<li><em>Could an intruder disable my entry sensor with his own magnet?</em><br />
Although technically possible, this scenario is very unlikely. "The
burglar would need an expensive, powerful magnet," says SimpliSafe
Customer Service Manager Ryan K., "and they'd need to know where the
entry sensor is inside of the door. If someone was going to do that, it
would be someone who had already been in your home and seen where
things are." Even if a burglar tried, he'd likely trip the alarm in the
process, because reed switches are very sensitive. As Deves, a
professional alarm system servicer and SimpliSafe customer, points out,
"it is very easy to disturb the reed switches and cause an alarm when
you attempt to use a secondary magnet from outside—it usually disturbs
the magnetic field and causes an alarm."</li>
</ol>
<em>Have you found creative uses for your entry sensors? Share in the comments!</em></article></div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-27145199640240653142019-10-11T14:04:00.001+03:002019-10-11T14:05:15.162+03:00Nauta 78m Slipstream<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiA941codSzbHPCAVZYtshXZMKfhO3jgE1cvKygS8_Ds72bvYgTos3UI2AhAZbtCeYrRCfIexoMQ-T_VO2-sAKPFl3k9z4uoHBVtOjWxY-EWiy978kJjHpf8zWN7PXQM2P3mOzHJQP3OfU/s1600/assets.newatlas.comT.jpg" imageanchor="1"><img border="0" data-original-height="500" data-original-width="860" height="372" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiA941codSzbHPCAVZYtshXZMKfhO3jgE1cvKygS8_Ds72bvYgTos3UI2AhAZbtCeYrRCfIexoMQ-T_VO2-sAKPFl3k9z4uoHBVtOjWxY-EWiy978kJjHpf8zWN7PXQM2P3mOzHJQP3OfU/s640/assets.newatlas.comT.jpg" width="640" /></a><br />
<br />
<div class="wrapText">
<div class="span-8">
<blockquote>
Nauta feels that the honest design is based on simple lines: we don't like to overdo surfaces or
interiors; from our point of view a yacht should be a simple and natural unit where emotions,
experiences and life stories are created. Where indoors and out are united without fuss.
Where nothing gets in the way of the beauty that is around us.
</blockquote>
Simplicity helps us to concentrate on experiencing the yacht and the natural environment
around it. Our design goal is to create yachts that are both timeless and future-proof: simple,
elegant and beautiful now, created looking towards tomorrow.
<br />
<br />
The Nauta 78m Slipstream is a new superyacht concept , which includes all the main design
features and the philosophy of our studio: light-filled and airy interiors, seamless and
harmonious inside/outside connection , breath-taking views from both inside and out, and
close contact with the water. The project has been developed to a deep level of design and
engineering so as to be used for construction bidding purposes.
<br />
</div>
<div class="clearfix">
</div>
</div>
<div class="clearfix">
</div>
<div class="wrapGallery">
<div class="span-12">
<img src="http://www.nautadesign.com/projects/nauta-slipstream/asset/thb/01.jpg" /></div>
<div class="clearfix">
</div>
<div class="span-6">
<img src="http://www.nautadesign.com/projects/nauta-slipstream/asset/thb/02.jpg" />
</div>
<div class="span-6 last">
<img src="http://www.nautadesign.com/projects/nauta-slipstream/asset/thb/03.jpg" />
</div>
<div class="clearfix">
</div>
</div>
<div class="clearfix">
</div>
<div class="wrapText">
<div class="span-8">
<ul>
<li>The Island: patent pending design of Beach club with multiple fold-down platforms</li>
<li>Private owner’s deck</li>
<li>2 VIP suites with balcony</li>
<li>Diesel-electric propulsion</li>
<li>Nemo lounge in beach club</li>
<li>Infinity nest on forward Owner’s deck</li>
<li>Lift through all decks</li>
</ul>
The exterior styling reflects Nauta’s trademark preference for clean, uncluttered design
devoid of fussy or superfluous detailing. Visual lightness, seamless openings to the
surrounding environment, predominantly horizontal lines, long overhangs and the extensive
use of glass gently inclined from the vertical, highlight the balanced, low-rise proportions.
<br />
</div>
<div class="clearfix">
</div>
</div>
<div class="clearfix">
</div>
<div class="wrapGallery">
<div class="span-12">
<img src="http://www.nautadesign.com/projects/nauta-slipstream/asset/thb/04.jpg" />
</div>
<div class="clearfix">
</div>
</div>
<div class="clearfix">
</div>
<div class="wrapText">
<div class="span-8">
The expansive Beach Club is a very spectacular area, in direct connection with the
surrounding environment through the glazed transom door and the side (port and starboard)
opening terraces, also enriched by a large bar and a ‘Nemo’ lounge, provided with a glass that
descends below the waterline. Guests can walk to the outdoor area of the Beach Club through the
aft door or through the side terraces which opens to port and starboard to form a walkway which
runs all around the stern.
<br />
A real innovation is the patent-pending system for part of the above mentioned walkway and the fold-down
bulwarks, which can transform the sea level aft deck into 280 sq. m., 270° view spectacular terrace: a new
innovative concept which we have called “the Island”. Integrated into the stern platform is a sea-water swimming
pool that is ideal for children or guests who seek sheltered alternatives to open-water bathing. The pool design
features a hydraulic mechanism for raising the teak bottom that closes flush with the deck when the pool is
not in use.
<br />
</div>
<div class="clearfix">
</div>
</div>
<div class="clearfix">
</div>
<div class="wrapGallery">
<div class="span-7">
<img src="http://www.nautadesign.com/projects/nauta-slipstream/asset/thb/05.jpg" />
</div>
<div class="span-5 last">
<img src="http://www.nautadesign.com/projects/nauta-slipstream/asset/thb/06.jpg" />
</div>
<div class="clearfix">
</div>
</div>
<div class="clearfix">
</div>
<br />
<div class="wrapText">
<div class="span-8">
The upper deck is dedicated to the owner’s accommodation. With direct access to the helipad and private foredeck
(including a jacuzzi pool and a protected ‘infinity nest’ in the extreme bow), the master suite, a very large space
including the king size bed and a comfortable private saloon, is wrapped in full-height glass windows on three sides.
<br />
<br />
Propulsion is diesel-electric with fixed drive shafts, providing a top speed of 17 knots and
a range at economical speed in excess of 5,000nm.
<br />
<br />
<strong>MAIN SPECIFICATIONS</strong><br />
<dl class="dati">
<dt>Gross Tonnage</dt>
<dd>1975 GRT</dd>
<dt>L.O.A.</dt>
<dd>78.40m</dd>
<dt>L.W.A.</dt>
<dd>78.40m</dd>
<dt>Beam Max</dt>
<dd>13.00m</dd>
<dt>Draft</dt>
<dd>3.50m</dd>
<dt>Construction Material:</dt>
<dd>Hull in high strength steel, decks in alloy</dd>
<dt>Accommodation for<br />Owner, VIP and guests</dt>
<dd>12<br /> </dd>
<dt>Accommodation for<br />Captain, Crew and Staff</dt>
<dd>23<br /> </dd>
<dt>VIP Suites</dt>
<dd>2</dd>
<dt>Guest Suites</dt>
<dd>2+1</dd>
<dt>Interior Luxury Areas</dt>
<dd>734 sq.m.</dd>
<dt>External Furnished Spaces</dt>
<dd>626 sq.m.</dd>
<dt>Diesel Generators</dt>
<dd>4 x 1081 kW + 2 x 500 kW</dd>
<dt>Propellers</dt>
<dd>2 x FPP</dd>
<dt>Maximum Speed</dt>
<dd>17 kn</dd>
<dt>Cruising Speed</dt>
<dd>16 kn</dd>
<dt>Range</dt>
<dd>› 5000 nm @ 12 kn</dd>
<dt>Thusters</dt>
<dd>1 x 350 kW</dd>
<dt>Stabilizers</dt>
<dd>2 pairs, underway and zero-speed</dd>
</dl>
<br />
Touch & Go Helipad<br />
1 x Limousine tender 10m<br />
1 x fast RIB 9m<br />
2 x rescue tenders<br />
2 x Seascape sailing boats 14’ + 2 x Jetskis<br />
Seabobs, kayaks, bikes, quad, kite surfs, windsurfs, etc.<br />
<br />
<br />
<dl class="dati">
<dt>Exterior Design</dt>
<dd>NAUTA DESIGN</dd>
<dt>General Arrangement</dt>
<dd>NAUTA DESIGN</dd>
<dt>Interior Design</dt>
<dd>NAUTA DESIGN</dd></dl>
</div>
</div>
<div dir="ltr" style="text-align: left;" trbidi="on">
<br /></div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-60087677118500063462019-10-11T13:55:00.003+03:002019-10-11T13:57:14.994+03:00Microchip Unveils Dual-Mode, Bluetooth 5.0-Certified IC for Audio Solutions<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="lead" itemprop="headline">
Microchip's newest SoC and module
feature a power amplifier and flash memory, enabling them to better
support Sony’s LDAC technology.</div>
<div class="lead" itemprop="headline">
<br /></div>
Microchip has released a
Bluetooth 5.0-certified, dual-mode audio IC and a fully certified module
with speaker and headphone manufacturers in mind. The goal of the
components is to help these audio products get to market faster.<br />
<br />
<a href="https://www.microchip.com/wwwproducts/en/IS2083#additional-features" target="_blank">IS2083 IC</a> and the <a href="https://www.microchip.com/wwwproducts/en/BM83" target="_blank">BM83 module</a> feature a power amplifier and flash memory, enabling them to better support Sony’s LDAC technology and to lower BOM count.<br />
<br />
<a href="https://www.flickr.com/photos/microchiptechnology/48859786193" target="_blank"><img alt="Microchip’s IS2083 IC and BM83 will get speaker and headphone products to market faster. Image used courtesy of Microchip." src="https://www.allaboutcircuits.com/uploads/articles/Microchip_IS2083.jpg" style="border: solid 1px #CDCDCD; height: 500px; width: 700px;" /></a><br />
<h5 style="text-align: center;">
<em>Microchip’s IS2083 IC and BM83 will get speaker and headphone products to market faster. <a href="https://www.flickr.com/photos/microchiptechnology/48859786193" target="_blank">Image</a> used courtesy of Microchip</em></h5>
<br />
The IS2083BM IC, measuring only 5.5 x 5.5 mm, may be especially
interesting to mobile developers, who prioritize conserving board space
and weight.<br />
<br />
<h3>
Headlining Features</h3>
Notable features for the IS2083 IC and the BM83 module include:<br />
<ul>
<li><strong>Embedded mode</strong>, which obviates the need for an external host MCU</li>
<li>An <strong>internal power amplifier</strong> that provides up to +9.5 dBm output power, eliminating the need for a separate power amplifier</li>
<li><strong>Two MBytes of flash memory</strong>, which store updated files during over-the-air (OTA) updates without external memory</li>
<li>Full support for <strong>Sony’s LDAC Audio Codec technology</strong>, making high-resolution audio possible even for mass-marketed Bluetooth wireless products</li>
<li><strong>Safer firmware updates</strong> at 2.5 times the speed, made
possible by Bluetooth low-energy (BLE), data length extension (DLE),
and LE secure connection (LE SC)</li>
</ul>
The BM83 and the IS2083 are both Bluetooth 5.0-certified, dual-mode
devices. High fidelity is enabled by the 24-bit/96 kHz high-resolution
audio formats they support.<br />
Regarding DSP, SBC (here meaning "sub-band codec" rather than
"single-board computer") and AAC (here meaning "advanced audio codec"
rather than "All About Circuits") codecs are decoded by integrated
digital signal processors. The DSPs execute advanced audio and voice
processing, including wide-band speech, acoustic echo cancellation, and
noise reduction. A Windows-based GUI configuration tool makes it easy to
take advantage of this platform’s flexibility, enabling customized
peripheral settings for DSP functionality.<br />
<br />
<h4>
Wireless Concert Technology</h4>
Through wireless concert technology (or WCT), the BM83 and the IS2083
can both stream audio to multiple devices from the same audio source.
Through tight speaker synchronization, WCT can deliver uninterrupted
music to multiple speakers.<br />
<br />
<h4>
Quick-to-Market Audio Applications </h4>
The BM83 Bluetooth audio development board (<a href="http://ww1.microchip.com/downloads/en/DeviceDoc/BM83_Bluetooth_Audio_Development_Board_User_Guide-DS50002902A.pdf" target="_blank">BM83 EVB</a>) enables users to evaluate both the BM83 audio module and IS2083BM System-on-Chip (SoC).<br />
<br />
<a href="https://www.allaboutcircuits.com/uploads/articles/Microchip_BM83_EVB_evaluation_board.jpg" target="_blank"><img alt="Detailed layout of Microchip's BM83 evaluation board" src="https://www.allaboutcircuits.com/uploads/articles/Microchip_BM83_EVB_evaluation_board_resize.jpg" style="border: solid 1px #CDCDCD; height: 451px; width: 800px;" /></a><br />
<h5 style="text-align: center;">
<em>Details of the BM83 board layout. Image from <a href="http://ww1.microchip.com/downloads/en/DeviceDoc/BM83_Bluetooth_Audio_Development_Board_User_Guide-DS50002902A.pdf" target="_blank">Microchip</a></em></h5>
<br />
This board helps designers to develop Bluetooth audio applications such as portable speakers and headphones.<br />
<br />
<h3>
IS2083 Bluetooth Stereo Audio SoC</h3>
The BM83 is based on the <a href="http://ww1.microchip.com/downloads/en/DeviceDoc/IS2083-Bluetooth-Stereo-Audio-SoC-Data-Sheet-DS70005403B.pdf" target="_blank">IS2083</a>, in which an MCU system bus connects a <a href="http://ww1.microchip.com/downloads/en/DeviceDoc/doc4088.pdf" target="_blank">single-cycle 8-bit 8051 MCU core</a> to the system components.<br />
<br />
<a href="http://ww1.microchip.com/downloads/en/DeviceDoc/IS2083-Bluetooth-Stereo-Audio-SoC-Data-Sheet-DS70005403B.pdf" target="_blank"><img alt="IS2083BM SoC Architecture" src="https://www.allaboutcircuits.com/uploads/articles/IS2083BM_SoC_Architecture.jpg" style="border: solid 1px #CDCDCD; height: 436px; width: 671px;" /></a><br />
<h5 style="text-align: center;">
<em>Block diagram for the IS20832. Image used courtesy of <a href="http://ww1.microchip.com/downloads/en/DeviceDoc/IS2083-Bluetooth-Stereo-Audio-SoC-Data-Sheet-DS70005403B.pdf" target="_blank">Microchip</a></em></h5>
<br />
Through the MCU system bus, the IS2083BM then has access to an
interface memory map address decode for the peripherals as well as the
Read-Only Memory (ROM) and Static Random Access Memory (SRAM).<br />
<br />
<h3>
BM83 Bluetooth Stereo Audio Module</h3>
The <a href="http://ww1.microchip.com/downloads/en/DeviceDoc/BM83-Bluetooth-Stereo-Audio-Module-Data-Sheet-DS70005402B.pdf" target="_blank">BM83</a> includes a PCB antenna and a crystal.<br />
<br />
<a href="http://ww1.microchip.com/downloads/en/DeviceDoc/BM83-Bluetooth-Stereo-Audio-Module-Data-Sheet-DS70005402B.pdf" target="_blank"><img alt="BM83 Module Block Diagram" src="https://www.allaboutcircuits.com/uploads/articles/BM83_Module_Block_Diagram.jpg" style="border: solid 1px #CDCDCD; height: 444px; width: 517px;" /></a><br />
<h5 style="text-align: center;">
<em>The BM83 module is based on the IS2083 IC. Image used courtesy of <a href="http://ww1.microchip.com/downloads/en/DeviceDoc/BM83-Bluetooth-Stereo-Audio-Module-Data-Sheet-DS70005402B.pdf" target="_blank">Microchip</a></em></h5>
<br />
The BM83 sports two modes of operation:<br />
<ul>
<li><strong>Host mode: </strong>The BM83 interfaces, via UART, an
external MCU. This can be useful for application-specific system
control. A multi-speaker solution can reside on the external MCU.</li>
<li><strong>Embedded mode:</strong> There is no external MCU with the
BM83 serving as the MCU controlling the peripherals and speaker
features. BM83 integrates the multi-speaker firmware on the module.
Users can set DSP parameters, such as equalizer settings, with the
Config Tool.</li>
</ul>
<br />
<a href="http://ww1.microchip.com/downloads/en/DeviceDoc/BM83-Bluetooth-Stereo-Audio-Module-Data-Sheet-DS70005402B.pdf" target="_blank"><img alt="BM83 Module Application Modes" src="https://www.allaboutcircuits.com/uploads/articles/BM83_Module_Application_Modes.jpg" style="border: solid 1px #CDCDCD; height: 276px; width: 642px;" /></a><br />
<h5 style="text-align: center;">
<em>BM83 application modes. Image used courtesy of <a href="http://ww1.microchip.com/downloads/en/DeviceDoc/BM83-Bluetooth-Stereo-Audio-Module-Data-Sheet-DS70005402B.pdf" target="_blank">Microchip</a></em></h5>
<br />
The BM83 module is available in a 32 x 15 x 2.5 mm package, while the IS2083 IC comes in a 5.5 mm<sup>2</sup> BGA package. Both units are <a href="https://www.rohsguide.com/rohs-faq.htm" target="_blank">RoHS-compliant</a> and operate over a temperature range of -40C to +85C.<br />
<br />
<h3>
Around the Industry</h3>
Cypress' <a href="https://www.cypress.com/products/ble-bluetooth" target="_blank">CYW20819</a> is a Bluetooth 5 device aimed at <a href="https://www.bluetooth.com/wp-content/uploads/2019/03/Mesh-Technology-Overview.pdf" target="_blank">Bluetooth Mesh</a>,
audio, voice, wearables, mice, keyboards, gaming consoles, remote
controls, home automation, and other IoT applications. The unit
implements the Bluetooth Mesh 1.0 specification, and its high level of
integration eliminates many otherwise necessary external components.<br />
<br />
Texas Instruments' <a href="https://www.ti.com/wireless-connectivity/simplelink-solutions/bluetooth-low-energy/overview/dual-mode-bluetooth.html" target="_blank">CC2564x</a> family of devices enables designers to choose classic Bluetooth or dual-mode Bluetooth/Bluetooth low-energy solutions.<br />
<br />
<hr />
<br />
<br />
How might you use the new Microchip IC and module? Drop your ideas in the comments below.</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-15519920737326954662019-10-11T13:53:00.002+03:002019-10-11T13:54:00.625+03:00Renesas Introduces Security-Focused RA Family of Arm-Based MCUs<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="lead" itemprop="headline">
<b><span style="color: purple;"><i>The new devices, based on the Arm Cortex-M, bring advanced security to edge devices and IoT endpoints.</i></span></b></div>
<div class="lead" itemprop="headline">
<br /></div>
The
new family of devices deliver a powerful combination of performance,
security, and peripheral IP in an open architecture. This enables
engineers to reuse legacy code and combine it with software not only
from Renesas but also from its expanding partnership ecosystem.<br />
<br />
<img alt="Renesas RA family of 32-bit MCUs with advanced security" src="https://www.allaboutcircuits.com/uploads/articles/Renesas_RA_Family.jpg" style="border: solid 1px #CDCDCD; height: 400px; width: 600px;" /><br />
<h5 style="text-align: center;">
<em>The Renesas RA Family of ARM Cortex-M MCUs. Image used courtesy of <a href="https://mms.businesswire.com/media/20191008005290/en/748375/5/RA-family-pr.jpg?download=1" target="_blank">BusinessWire</a></em></h5>
<br />
The family includes the RA2 series (speeds up to 60 MHz), the RA4
series (speeds up to 100 MHz), and the RA6 series (speeds up to 200
MHz). The dual-core RA8 will be the next iteration in the family.<br />
<br />
“RA MCUs offer customers the ultimate IoT security by combining our secure crypto engine IP with <a href="https://csrc.nist.gov/projects/cryptographic-algorithm-validation-program" target="_blank">NIST CAVP</a> [Cryptographic Algorithm Validation Program] certifications on top of <a href="https://developer.arm.com/ip-products/security-ip/trustzone" target="_blank">Arm TrustZone®</a> for <a href="https://developer.arm.com/architectures/cpu-architecture/m-profile" target="_blank">Armv8-M</a>,
while also providing tamper detection and reinforcing resistance to
side-channel attacks,” said Roger Wendelken, Senior Vice President of
Renesas’ IoT and Infrastructure Business Unit. “Scalability and
compatibility across the RA family let customers build a range of
products, and they can quickly begin development with our flexible
software package using <a href="https://aws.amazon.com/freertos/" target="_blank">Amazon FreeRTOS</a>, <a href="https://rtos.com/solutions/threadx/real-time-operating-system/" target="_blank">ThreadX</a>, or other RTOS and middleware solutions.”<br />
<br />
<h3>
RA Family Product Group</h3>
Renesas has introduced 32 of these MPUs. They span across five groups
within the RA2, RA4, and RA6 series. They feature either Cortex-M4 or
Cortex-M23 processor cores with 256 KB to 2 MB of code flash memory and
32 KB to 640 KB of SRAM. The easy-to-use FSP (flexible software
package) features <a href="https://aws.amazon.com/freertos/" target="_blank">Amazon’s FreeRTOS</a>, an open-source OS for edge device MCUs that facilitates connection to the AWS cloud.<br />
<br />
<strong>RA2 Series </strong><br />
<a href="https://www.renesas.com/us/en/doc/products/mpumcu/doc/ra/001/r01ds0354ej0100-ra2a1.pdf" target="_blank">RA2A1 Group</a><br />
<br />
<strong>RA4 Series </strong><br />
<a href="https://www.renesas.com/us/en/doc/products/mpumcu/doc/ra/001/r01ds0355ej0100-ra4m1.pdf" target="_blank">RA4M1 Group</a><br />
<br />
<strong>RA6 Series</strong><br />
<a href="https://www.renesas.com/us/en/doc/products/mpumcu/doc/ra/001/r01ds0356ej0100-ra6m1.pdf" target="_blank">RA6M1 Group</a><br />
<a href="https://www.renesas.com/us/en/doc/products/mpumcu/doc/ra/001/r01ds0357ej0100-ra6m2.pdf" target="_blank">RA6M2 Group</a><br />
<a href="https://www.renesas.com/us/en/doc/products/mpumcu/doc/ra/001/r01ds0358ej0100-ra6m3.pdf" target="_blank">RA6M3 Group</a><br />
<br />
<img alt="Renesas RA family of MCUs" src="https://www.allaboutcircuits.com/uploads/articles/Renesas_RA_Family_of_MCUs.jpg" style="border: solid 1px #CDCDCD; height: 266px; width: 700px;" /><br />
<h5 style="text-align: center;">
<em>Comparison across the series and groups within the RA family. Image used courtesy of <a href="https://www.renesas.com/us/en/doc/brochure/r01pf0182ej-ra.pdf" target="_blank">Renesas</a></em></h5>
<br />
<a href="https://www.mouser.com/new/renesas/renesas-ra-mcu-eval-kits/" target="_blank">Development kits</a> are available for all of the extant groups of the RA Family, allowing engineers to get products to the market faster.<br />
<br />
<h3>
Security Comes First for the RA Family</h3>
At present, the family is all certified to PSA (Platform Security
Architecture) Level 1. These first 32 members of the RA family
include solid, hardware-based security features, including AES (Advanced
Encryption Standard) acceleration and integrated crypto subsystems
based within the MCU. Renesas' <a href="https://www.renesas.com/us/en/doc/whitepapers/iot-security/iot-security-whitepaper.pdf" target="_blank">Secure Crypto Engine</a>,
an isolated subsystem of the MCU, provides symmetric and asymmetric
encryption and decryption, hash functions, true random number generation
(TRNG), and advanced key handling (which includes key generation and
key wrapping unique to the MCU).<br />
<br />
<img alt="Secure crypto engine" src="https://www.allaboutcircuits.com/uploads/articles/Secure_Crypto_Engine.jpg" style="border: solid 1px #CDCDCD; height: 618px; width: 600px;" /><br />
<h5 style="text-align: center;">
<em>The Secure Crypto Engine. Image used courtesy of <a href="https://www.renesas.com/us/en/doc/whitepapers/iot-security/iot-security-whitepaper.pdf" target="_blank">Renesas</a></em></h5>
<h5 style="text-align: center;">
</h5>
If the correct access protocol is not followed, an access management
circuit shuts down the crypto engine. Dedicated RAM ensures that
plaintext keys are never exposed to any CPU or peripheral bus.<br />
<br />
<h3>
Upwards Compatibility and Continued Emphasis on Security</h3>
Feature compatibility, and even pin-to-pin compatibility, is an
important hallmark for Renesas because it facilitates
all transitions within the family.<br />
<br />
The RA future will include <a href="https://www.psacertified.org/" target="_blank">PSA-certified</a> and <a href="https://community.arm.com/developer/tools-software/oss-platforms/w/docs/398/trusted-firmware-m" target="_blank">Trusted Firmware-M</a> compliant devices. These will include <a href="https://developer.arm.com/ip-products/processors/cortex-m/cortex-m33" target="_blank">Cortex-M33</a> MCUs, low-power <a href="https://developer.arm.com/ip-products/processors/cortex-m/cortex-m23" target="_blank">Cortex-M23</a>
MCUs, and BLE / IEEE 802.15.4 wireless IoT products. These important
security measures will enable designers to quickly and confidently
deploy both the secured IoT endpoint and edge devices. This level of
security for smart factory equipment may form the basis of Industry 4.0.<br />
<br />
<h3>
Around the Industry</h3>
Given the popularity of <a href="https://www.arm.com/products/silicon-ip-system" target="_blank">Arm System IP</a>
and the burgeoning demand for security at the edge device level, it’s
no surprise that Renesas is expanding its family of 32-bit MCUs.<br />
Similar products on the market include Microchip’s <a href="https://www.microchip.com/design-centers/32-bit/sam-32-bit-mcus/sam-l-mcus/sam-l10-and-l11-microcontroller-family" target="_blank">SAM L10 and SAM L11 MCU family</a>,
which also feature Arm TrustZone technology. The 32-bit devices run at
32 MHz and only require what Microchip claims is the lowest operating
power in their class.<br />
<br />
ST’s <a href="https://www.st.com/en/microcontrollers-microprocessors/stm32l4s7zi.html" target="_blank">STM32L4S7Z</a> is an MCU based on the Arm <a href="https://www.arm.com/products/silicon-ip-cpu/cortex-m/cortex-m4" target="_blank">Cortex-M4</a> 32-bit RISC core. The unit embeds a HASH hardware accelerator and an AES.</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-56379617748879739532019-10-11T13:49:00.001+03:002019-10-11T13:49:25.481+03:00Control for massive foundations<div dir="ltr" style="text-align: left;" trbidi="on">
<h2 class="deck">
<i><span style="color: purple;">Houlder creates a safe and reliable upending tool to control the lifting of immense offshore wind monopiles</span></i></h2>
<div>
<i><span style="color: purple;"><br /></span></i></div>
<div>
<div class="western">
A tool that picks, orients and places a part is
common in machine automation. However, when it's part of a wind-farm
installation located offshore, it's a rather complex and impressive
piece of equipment (Figure 1).</div>
<div class="western">
<br /></div>
<div class="western">
Our company, <a href="http://www.houlderltd.com/" target="_blank">Houlder</a>,
was tasked to develop a reliable, fast and safe system to lift massive
wind-turbine steel-foundation monopiles. Each monopile, a cylindrical
steel tube support structure, weighs 855 tons and must be lifted from a
horizontal position on the deck of the installation vessel to a vertical
orientation at the target installation position in preparation for
pile-driving it into the seabed.</div>
<div class="western">
Our solution
required designing a wirelessly controlled crane attachment using
National Instruments’ CompactRIO and LabView. The crane attachment
automatically engages a monopile, upends it, securely suspends it and
helps precisely position it. Once the pile is in position and
restrained, the attachment is remotely disconnected from the monopile
and parks to recharge the power units. Using CompactRIO and LabView for
the pile-upending tool allowed us to rapidly and cost effectively
develop a control system that we can easily update and improve for use
on future wind-farm projects.</div>
<div class="ad ad-680x120 inner-ad-in" id="ad-680x120-in" style="margin: 20px 0;">
<div data-google-query-id="CPyo7tWDlOUCFYXiGwodnuAP1Q" id="cd_680x120_in">
<div id="google_ads_iframe_/21820155605/cd_680x120_in_0__container__" style="border: 0pt none; height: auto; width: 100%;">
<iframe data-google-container-id="7" data-is-safeframe="true" data-load-complete="true" frameborder="0" height="140" id="google_ads_iframe_/21820155605/cd_680x120_in_0" marginheight="0" marginwidth="0" name="" scrolling="no" src="https://tpc.googlesyndication.com/safeframe/1-0-35/html/container.html" style="border-style: none; border-width: 0px; min-width: 100%; vertical-align: bottom;" title="3rd party ad content" width="0"></iframe></div>
</div>
</div>
<div class="western">
</div>
<aside class="embedded-content article-sidebar">
<div class="article-sidebar-inner highlight" style="width: 700px;">
<figure class="SidebarImage-wrapper Center">
<img alt="" class="SidebarImage" src="https://www.controldesign.com/assets/Uploads/CD1805-Houlder-Big-tools.jpg" />
</figure>
<h1 class="article-sidebar-heading">
Big tools</h1>
<div class="western">
<span style="font-size: 1.4rem;">Figure 1: The
system includes a tool to clamp to and rotate the pile (right),
connected to the end of a large industrial crane with the gripper arm
attached to the side of the vessel.</span></div>
<div class="western">
(Source: Houlder/National Instruments)</div>
<div class="western">
<br /></div>
</div>
</aside>
<br />
<div class="western">
Houlder’s marine equipment business is located
in Tyne and Wear, England. The company is an independent,
employee-owned provider of design and engineering services, as well as
equipment used in a wide range of marine markets including offshore
renewables, oil and gas, defense and liquefied natural gas. The company
delivers turnkey solutions to engineering challenges in all these
sectors. Our engineers, naval architects, designers and project managers
do more than offer their expertise to the market. They combine forces
to bring clarity to industry challenges and present well-considered
solutions. They balance their intellect, experience and practical
knowledge.</div>
<h2 class="western">
Background breakdown</h2>
<div class="western">
The
offshore wind farm project required two pile upending tools for
operation onboard the heavy-lift jack-up installation vessels MPI
Discovery and Swire Blue Ocean Pacific Orca. The tool lifts monopiles
that will be driven into the seabed to act as the foundation for wind
turbine generators.</div>
<div class="western">
We won the project due to a combination of our experience, innovation in the sector, project success rate and reliability.</div>
<div class="western">
<br /></div>
<div class="western">
Our
objective was to improve pile upending operations using a heavy lift
crane. We identified a number of engineering challenges to overcome,
including:</div>
<ul>
<li>controlling the upending tool pivoting and locking cylinders</li>
<li>powering wireless remote communication between operator and upending tool</li>
<li>monitoring of upending tool parameters</li>
<li>overcoming major safety implications in the event of upending tool failure</li>
<li>delivering an upending tool control system in compliance with both
DNV GL rule 2.2, “Lifting appliances,” and EN ISO 13849-2, “Safety of
machinery—Safety-related parts of control systems.”</li>
</ul>
<div class="western">
Addressing these issues would result in a faster, more cost-effective, safer and more reliable monopile installation process.</div>
<div class="western">
<span class="hs-cta-wrapper" id="hs-cta-wrapper-798aac92-1355-430a-97ce-e64119ffb3e4"><span class="hs-cta-node hs-cta-798aac92-1355-430a-97ce-e64119ffb3e4" data-hs-drop="true" id="hs-cta-798aac92-1355-430a-97ce-e64119ffb3e4" style="visibility: visible;"></span></span></div>
<div class="western">
<span class="hs-cta-wrapper" id="hs-cta-wrapper-798aac92-1355-430a-97ce-e64119ffb3e4"></span></div>
<h2 class="western">
Project packdown</h2>
<div class="western">
The
upending tools comprise many parts, including a crane attachment,
flange hook, control cabinet, batteries, hydraulic accumulators,
hydraulic reservoir, hydraulic pump, rotating cylinder and locking
cylinder (Figure 2).</div>
<div class="western">
</div>
<aside class="embedded-content article-sidebar">
<div class="article-sidebar-inner highlight" style="width: 700px;">
<figure class="SidebarImage-wrapper Center">
<img alt="" class="SidebarImage" src="https://www.controldesign.com/assets/Uploads/CD1805-Houlder-Pile-lifting-and-upending-tool.jpg" />
</figure>
<h1 class="article-sidebar-heading">
Pile lifting and upending tool</h1>
<div class="western">
<span style="font-size: 1.4rem;">Figure 2: The
self-powered upending tool, clamped to the top-side flange of a
monopile, is ready to lift and rotate the pile to a vertical position.</span></div>
<div class="western">
(Source: Houlder/National Instruments)</div>
<div class="western">
<br /></div>
</div>
</aside>
<br />
<div class="western">
We developed an upending tool that is
self-powered during operations by using absorbent-glass-mat (AGM)
batteries for the control system and hydraulic accumulators and a
charging pump to provide hydraulic power for the upending tool
actuators.</div>
<div class="western">
<br /></div>
<div class="western">
The tool includes two hydraulic
actuators: a pivot cylinder and a locking cylinder. The pivot cylinder
provides rotation of the tool and locking mechanism. This allows it to
engage the horizontally positioned monopile located on the vessel deck.
The locking cylinder links mechanically to two locking latches used to
lock the upending tool in place on the monopile upper flange.</div>
<div class="western">
Once
the upending tool engages and is locked to the monopile upper flange,
the upending procedure continues. During pile upending, the pivot
cylinder goes into float mode so the tool can pivot freely as the pile
is lifted from horizontal to vertical. Once the pile is vertical, it is
moved to the installation position using a crane where it is restrained
using</div>
<div class="western">
<br /></div>
<div class="western">
Houlder’s Pile Gripper Arm integrated into
the stern of the vessel. The monopile is then lowered to the seabed,
where it is hammered to a final depth.</div>
<div class="western">
As the pile
upending tool is connected to the end of a large crane, it is linked
wirelessly to a controller. Using a handheld device, the operator can
remotely retract the latching cylinder to disengage the tool from the
pile (Figure 3).</div>
<div class="western">
</div>
<aside class="embedded-content article-sidebar">
<div class="article-sidebar-inner highlight" style="width: 700px;">
<figure class="SidebarImage-wrapper Center">
<img alt="" class="SidebarImage" src="https://www.controldesign.com/assets/Uploads/CD1805-Houlder-Operator-control-unit.jpg" />
</figure>
<h1 class="article-sidebar-heading">
Operator control unit</h1>
<div class="western">
<span style="font-size: 1.4rem;">Figure 3: A handheld controller connects to the upending tool's control system via radio.</span></div>
<div class="western">
(Source: Houlder/National Instruments)</div>
</div>
</aside>
<br />
<h2 class="western">
Safety first</h2>
<div class="western">
There are
many standards and requirements for certification of a shipboard and
offshore crane. This lifting appliance must handle cargo, the monopile,
within the vessel while at sea and move it outside the vessel for
placement in the seabed.</div>
<div class="western">
<br /></div>
<div class="western">
One certification needed
is compliance to DNV GL rule 2.2, “Lifting appliances," and there are
many parts, components and systems covered by this standard. Beyond
load-carrying structural members and other mechanical components of the
lifting appliance, there were many electrical and control parts to
comply with. This included power systems for hoisting, brakes and
braking systems, safety equipment, protection against fire, control and
monitoring systems and electrical installation.</div>
<div class="western">
Design
examination was a big part of the certification activities. This
included strength and suitability of purpose; surveys to confirm
compliance with the approved drawings, compliance with regulation and
standards; good workmanship and functional testing and load testing.</div>
<div class="western">
<br /></div>
<div class="western">
Compliance
with EN ISO 13849-2, “Safety of machinery—Safety-related parts of
control systems,” is also a requirement. This standard covers general
design principles and validation of safety-related parts of control
systems. This includes mechanical, pneumatic, hydraulic and electrical
technology. It also describes typical safety functions, required
performance levels and validation by analysis and testing of such.</div>
<h2 class="western">
Hardware control</h2>
<div class="western">
We
used the CompactRIO platform to overcome many of the engineering
challenges we faced. The CompactRIO system controls the hydraulic valves
and the hydraulic power supply. It also monitors the position of the
cylinders, accumulator pressure, angle of the tool, reservoir level and
battery level. Additionally, the system controls the warning signals and
relays the information to the operator through a radio
transmitter/receiver module.</div>
<div class="western">
<br /></div>
<div class="western">
The CompactRIO system
also helps to implement safety standards. For instance, when there is a
communication error in the radio signal, it ensures all the outputs
fail safely. Similarly, the system sends a watchdog signal to a safety
relay. The tool fails safely in the case of a power outage. The
CompactRIO interfaces with the other elements of the upending-tool
design, as well.</div>
<div class="western">
<br /></div>
<div class="western">
Early in the design process, we
considered several alternative solutions to the CompactRIO. The first
solution we considered used relay logic. However, this limited
functionality and scope for future development. Alternatively, we
reviewed using a programmable logic controller (PLC) or embedded
hardware, but they lacked significant advantages compared to developing a
solution with LabView and CompactRIO.</div>
<div class="western">
<br /></div>
<div class="western">
We used
several configurable and interchangeable modules with the CompactRIO
chassis—cRIO-9075—which worked well and can be expanded in the future.
These modules included a NI-9425 digital input module, NI-9476 digital
output module, NI-9203 analog input module and NI-9263 analog output
module.</div>
<h2 class="western">
Modular software design</h2>
<div class="western">
The
LabView development environment significantly improved the design
process in many ways. Its modular software design provided seamless
integration between software written by multiple developers. Intuitive
debugging made it is easier and faster to pinpoint errors when writing
the software.</div>
<div class="western">
<br /></div>
<div class="western">
The code is easy to reuse across
multiple projects by leveraging subVIs (virtual instruments) and
libraries. This will also reduce the engineering time for future
projects, and the numerous libraries allow fast and efficient
programming by using pre-existing functions.</div>
<div class="western">
<br /></div>
<div class="western">
The
drag-and-drop interface and easy-to-make graphical user interface also
reduced programming time. Compatibility with other programming languages
enabled the developers to program in specialized languages and use
LabView to interface them all together.</div>
<div class="western">
<br /></div>
<div class="western">
We used
the standard service program from National Instrument to help us to
complete online training and reduce training costs. National Instruments
also has specialized support engineers to help to resolve any technical
issues with hardware or software. We could also simulate the hardware.</div>
<div class="western">
In
addition to improving the design process, using CompactRIO alongside
LabView helped us to add important features to the project that we could
otherwise not implement. An important safety feature was to use the
CompactRIO field-programmable gate array (FPGA) as a watchdog to monitor
the safety relay. We also used the FPGA to generate
pulse-width-modulation signals for the locking latch and pivot-cylinder
hydraulic control valves to provide smoother system operation.</div>
<div class="western">
<br /></div>
<div class="western">
Through
the use of shared variables, we could remotely monitor certain
parameters. We also created personalized interfaces for different
clearance levels such as operator, service engineer, software engineer
and diagnostics checks.</div>
<h2 class="western">
A new iteration</h2>
<div class="western">
The
main advantages of the upending tool, compared to previous solutions,
are independence from external power sources and the fact it removes the
need for human intervention during connection and disconnection. With
no slings or service lines to manage, the connection point can overhang
the vessel deck and the overall lifting and upending time can be
dramatically reduced. The key benefit of this to installation operations
is more efficient and safer use of the vessel’s heavy lift crane.</div>
<div class="western">
<br /></div>
<div class="western">
Once
the pile is in place, the tool is returned to the deck, parked and
plugged into the its power supply to charge the hydraulic accumulators
and battery while the crane is freed to carry out other operations, such
as hammering. This solution is simpler to operate and more independent,
thanks to the radio control unit replacing signal lines. Using wireless
data transfer, however, is less robust than physically connected
cables. The CompactRIO ensures that, in the event of a communication
error, there are no unexpected failures.</div>
<div class="western">
<br /></div>
<div class="western">
The tools
have now installed all 116 monopiles on the wind farm site with no
reported downtime, proving the reliability and robustness of the design.
The upending tools are now available for use in future wind-farm
projects.</div>
</div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-14179931931267300642019-10-11T13:45:00.003+03:002019-10-11T13:46:11.175+03:00How to get a boat in the water<div dir="ltr" style="text-align: left;" trbidi="on">
<h2 class="deck">
<i><span style="color: purple;">With the proper tension, the dual-point davit system, mounted to large vessels, can get boats into and out of the water quickly</span></i></h2>
<div>
<div class="western">
Man overboard! There are times when rescue boats must
be placed over the deck and into the water to assist those in distress.
However, launching a boat from a larger vessel is not easy, and the
captain may need to make these launches and recoveries day or night—with
little or no light. And it will need to be done in the open ocean, and
that's not often flat and calm.</div>
<div class="western">
<br /></div>
<div class="western">
To further complicate things, the rescue boat may be launched while underway—the boat doesn’t stop. <a href="http://www.alliedsystems.com/" target="_blank">Allied Systems</a>,
a fabricator of material handling equipment, was contacted for these
and other reasons. The marine industry desired a safer launch and
retrieval system for rescue boats—particularly in adverse weather
conditions. Safer operation was paramount (Figure 1).</div>
<div class="western">
</div>
<aside class="embedded-content article-sidebar">
<div class="article-sidebar-inner highlight" style="width: 700px;">
<figure class="SidebarImage-wrapper Center">
<img alt="" class="SidebarImage" src="https://www.controldesign.com/assets/Uploads/Dual-davit-at-sea-sb.jpg" />
</figure>
<h1 class="article-sidebar-heading">
Launch the rescue boat</h1>
<div class="western">
<span style="font-size: 1.4rem;"><b>Figure 1: A
dual-point davit system uses two cables—one attaches to the stern of the
boat, the other the bow which provides a safe and stable boat launch or
recovery process.</b></span></div>
<div class="western">
<b>(Source: Systems Interface)</b></div>
</div>
</aside>
<br />
<h2 class="western">
Get the boat in or out of the water safely</h2>
<div class="western">
Many
vessels use a single davit to launch a boat. A davit system is
basically a crane that’s used to lower and lift boats—relatively small
boats—from the deck to the water and back. Examples include davits along
a line of life boats that would be on an ocean liner and other large
vessels.</div>
<div class="ad ad-680x120 inner-ad-in" id="ad-680x120-in" style="margin: 20px 0;">
<div data-google-query-id="COfa4d-BlOUCFWKhUQodbKIDzA" id="cd_680x120_in">
<div id="google_ads_iframe_/21820155605/cd_680x120_in_0__container__" style="border: 0pt none; height: auto; width: 100%;">
The
problem is if a 30-ft-long boat is lowered with one davit during a
storm, the stability of that boat being lifted or lowered by one cable
is very limited. Picture a severe, windy storm with significant wave
action and then trying to lift a life or rescue boat off a large
ship—with people on it—and then into the water. Invariably, the rescue
boat will pitch about due to the motion of the parent ship from which it
was launched, due to wind velocity and sea state. Wind velocity could
easily propel the boat back and forth in an uncontrolled manner. This is
dangerous for the crew and passengers that may be onboard, and
impacting the side of the parent ship could damage either vessel.</div>
</div>
</div>
<div class="western">
A
dual-point davit system uses two cables—one attaches to the stern of
the boat, the other the bow. This system reduces the unwanted rescue
boat motion. The dual davit lowers the boat very uniformly, which is
much more stable and safe for the people in it, even when launched in a
rough sea.</div>
<h2 class="western">
The solution</h2>
<div class="western">
In
the marine industry, many of the davit systems for shipboard use are
manually operated using a single hand-driven or electric winch and a
single cable. The Allied Systems' dual-point davit is automated, and it
partnered with Systems Interface to design, manufacturer and test it.
The operator console also provides more feedback on loading, positions,
maintenance and troubleshooting.</div>
<div class="western">
Allied Systems,
located in Sherwood, Oregon, has sold more than a half dozen of these
specially designed dual-point davit systems. These systems have a nominal working load limit of 11,000 lb and can handle boats up to 30 ft in length. They are also designed to operate any time, day or night, from the North Pole to the equator, from flat water to Sea State 5, which is a rough sea with about 8-ft to more than 13-ft waves</div>
<div class="western">
<br /></div>
<div class="western">
The
Rockwell Automation control system solution was used to control the
automatic operation of the system. The controller synchronized the two
winch systems, and the operator station increased safety of both
personnel and equipment.</div>
<h2 class="western">
Becoming shipmates</h2>
<div class="western">
The
new dual-point davit system was the first time Allied Systems worked
with Systems Interface (www.systems-interface.com), a control system
integrator and Rockwell Automation solution partner. The scope of work
was basically divided with Allied taking on the mechanical and hydraulic
design and related manufacturing aspects while Systems Interface took
on the electrical design, control panel build and programming aspects.</div>
<div class="western">
<br /></div>
<div class="western">
Allied
Systems began designing and manufacturing equipment for the wood
product industry more than 40 years ago. Its success allowed the company
to diversify into the marine, coal and agriculture industries. In the
marine market, it serves a wide host of customers from family-owned
companies to worldwide corporations and different government agencies.</div>
<div class="western">
<br /></div>
<div class="western">
Systems
Interface has worked with Rockwell Automation for more than three
decades. One of its fortes is the marine environment and, specifically,
winch control systems and marine cranes.</div>
<iframe allowfullscreen="" frameborder="0" height="315" src="https://www.youtube.com/embed/BaHdSmWggmQ" style="display: block; margin-left: auto; margin-right: auto;" width="560"></iframe><br />
<div class="western">
<br /></div>
<div class="western">
<b>Due
to its customer's needs and control system requirements, Allied Systems
contacted Systems Interface a few years ago to use our expertise in the
maritime market to help to develop a new dual-point davit system.</b></div>
<h2 class="western">
Calming the hydraulics</h2>
<div class="western">
Our
controls engineers worked with the Allied Systems’ mechanical engineers
helping to develop the dual-point davit system. Allied knows a lot
about cranes but discovered there were some mechanical elements related
to the system hydraulics that really didn’t accomplish what needed to be
done.</div>
<div class="western">
One problem dealt with the limitations of
the hydraulic fluid flow that did not allow the davit arms that
positioned the rescue boat to move smoothly. And when you have two
pieces of equipment, in this case with dual davits, it becomes even more
complicated.</div>
<div class="western">
<br /></div>
<div class="western">
Allied came to us with the problem
and asked if we could solve it with the control system. The hydraulics
problem was described as a pulsation. Similar to water hammering, when a
valve was closed, a pressure wave is sent backward up a pipe. This can
make controlling the equipment very difficult. Instead of having a
smooth flowing hydraulic power source, it fluctuates.</div>
<div class="western">
One
option was to redesign the hydraulics. This would involve changing the
size of the pipes and valves, as well as the pump. However, this was
expensive and would also create a real-estate problem. There was no room
anywhere to make its system skid larger.</div>
<div class="western">
<br /></div>
<div class="western">
The
second options was to solve the problem by taking advantage of the
diverse instruction set in the CompactLogix 5370 L1 programmable
automation controller that Systems Interface specified for this system.
This solution was essentially free to use, and its program could be
modified quickly.</div>
<div class="western">
Of course we chose to solve the
problem using the controller. Once Allied Systems advised us of the
hydraulic flow issue, the Systems Interface engineers developed code in
the CompactLogix to emulate what resized valves and pump motors would
have achieved, and they did it while commissioning the system underway
at sea. This mitigated the pressure wave and smoothed operation of the
dual davits, and the time and cost savings using this approach was
significant.</div>
<div class="western">
</div>
<div align="center">
<span class="hs-cta-wrapper" id="hs-cta-wrapper-0a4fcad4-2ba7-4f93-954a-429d93ccdfe2"><span class="hs-cta-node hs-cta-0a4fcad4-2ba7-4f93-954a-429d93ccdfe2" data-hs-drop="true" id="hs-cta-0a4fcad4-2ba7-4f93-954a-429d93ccdfe2" style="visibility: visible;"></span></span></div>
<div align="center">
<span class="hs-cta-wrapper" id="hs-cta-wrapper-0a4fcad4-2ba7-4f93-954a-429d93ccdfe2"></span></div>
<br />
<h2 class="western">
Keeping tension on the tail</h2>
<div class="western">
When
operating a davit system, the operator performs a number of discrete
steps. The first step lifts the boat straight up off the supports. Once
it reaches proper elevation, it is then moved toward and over the
gunnel, the upper edge of a ship's side. When the boat is away from the
ship and at the proper angle, it is then lowered. During these steps
there is no speed or pressure control needed. And then things become
more complicated.</div>
<div class="western">
<br /></div>
<div class="western">
Because the vessel may be
underway when the boat is lowered, the water is moving, causing tension
on the line, and there may be waves, as well. Even with all these
variables, the winch must maintain a constant tension. If you don’t
maintain constant tension on the winch lines that are holding this boat
in place, the boat can very easily get out of control, turn sideways and
capsize.</div>
<div class="western">
The Allied Systems CT (Constant Tension)
system is critical for the safe launching and retrieval of the rescue
boat, especially during storm conditions. The system maintains a
constant tension in each of the two davit cables.</div>
<div class="western">
<br /></div>
<div class="western">
In
constant tension mode, the davit winch pays cable out as the tension
increases and reels cable in when the tension decreases. This improves
safety by eliminating snap loads on the hook resulting from the boat
rising and falling on the waves. By keeping the rope taught, the system
also keeps the crew safe by not allowing a slack cable to wrap around equipment or personnel.</div>
<h2 class="western">
Key controls and operation</h2>
<div class="western">
Systems
Interface designed and manufactured the control system. The bulk of the
components are from Rockwell Automation and are housed in two control
enclosures, a davit operator console and a remote electrical enclosure.</div>
<div class="western">
<br /></div>
<div class="western">
The
davit operator console includes a CompactLogix 5370 L1 programmable
automation controller combined with bulletin 1734 Point I/O to save
space. Other control hardware includes Allen-Bradley 1492 terminal
blocks, model 1489 circuit breakers. Operator controls included series
800F operator devices, such as selector switches, pushbuttons, pilot
lights, potentiometer, contact blocks and LED power modules. A series
800H emergency-stop button and model 855P panel mount alarm is also
included (Figure 2).</div>
<div class="western">
</div>
<aside class="embedded-content article-sidebar">
<div class="article-sidebar-inner highlight" style="width: 700px;">
<figure class="SidebarImage-wrapper Center">
<img alt="" class="SidebarImage" src="https://www.controldesign.com/assets/Uploads/Console-sb.jpg" />
</figure>
<h1 class="article-sidebar-heading">
Man the control console</h1>
<div class="western">
<span style="font-size: 1.4rem;">Figure 2: The davit operator console provided both automatic and manual functions and was usable any time and any place.</span></div>
<div class="western">
(Source: Systems Interface)</div>
<div class="western">
<br /></div>
</div>
</aside>
<br />
<div class="western">
The remote electrical enclosure was located on
the crane. It included many of the same components as the console
(Figure 3). Much of the Point I/O in the remote enclosure controlled the
hydraulic system. Model 700-HK slim line relays and model 700-HN
sockets are used as dry contacts to a variety of equipment outside the
enclosure.</div>
<div class="western">
</div>
<aside class="embedded-content article-sidebar">
<div class="article-sidebar-inner highlight" style="width: 700px;">
<figure class="SidebarImage-wrapper Center">
<img alt="" class="SidebarImage" src="https://www.controldesign.com/assets/Uploads/AB-Remote-IO-panel-sb.jpg" />
</figure>
<h1 class="article-sidebar-heading">
Space efficient remote control</h1>
<div class="western">
<span style="font-size: 1.4rem;">Figure 3: The
use of the I/O and other space-efficient relays and circuit breakers
allowed this remote I/O panel to fit in a small area.</span></div>
<div class="western">
(Source: Systems Interface)</div>
<div class="western">
<br /></div>
</div>
</aside>
<br />
<div class="western">
The operator controls included automatic mode,
manual mode and related functions. At an operator's request and with
automatic mode enabled, automated functions are available at the touch
of a button. These functions are controlled by the CompactLogix PAC and
include move to park, move to embark and move to water.</div>
<div class="western">
<br /></div>
<div class="western">
In
the unlikely event of a controller failure, manual hardwired functions
are also available. Manually operated buttons and switches on the
console control the hydraulic pumps and the valves that move the davits
into position and operate the winches to raise or lower the boat.</div>
<h2 class="western">
Surviving the sea</h2>
<div class="western">
The
davit operator console is typically located on the main deck where the
deck, rescue/life boat and sea surface can all be viewed. On the open
sea, protection from the elements—the wind, waves, rain and snow—is a
must, and all materials and components were specified with this in mind.</div>
<div class="western">
<br /></div>
<div class="western">
The
operator must to be able to clearly see the dials, switches, toggle
switches and joysticks. The environment can be very harsh. At the North
Pole, you can have temperatures to -40 °F, in addition to the elements,
and it can be dark. At the equator, temperatures can approach 120 °F in
bright sun.</div>
<h2 class="western">
Testing at dry dock and at sea</h2>
<div class="western">
Several
different factory acceptance tests (FATs) were performed. Preliminary
testing was done at Systems Interface to confirm the control system, HMI
and PAC met requirements. The equipment was then shipped to Allied
Systems, along with two of its engineers. Then our engineers spent about
two weeks working with Allied in the shop where the dual davit system
was set up. Instead of a 30-ft-long boat, metal weights were used to
simulate a boat during testing.</div>
<div class="western">
After some optimization of the control and hydraulic systems, the customer signed off on a land-based FAT.</div>
<div class="western">
<br /></div>
<div class="western">
Ocean
testing was done off the coast of California and was a lengthy process.
The testing was extensive, as the customer would only sign off on the
equipment if it was convinced no modifications would be necessary. The
equipment needed to be problem-free, and, to prove it, they really ran
us through the wringer (Figure 4).</div>
<div class="western">
</div>
<aside class="embedded-content article-sidebar">
<div class="article-sidebar-inner highlight" style="width: 700px;">
<figure class="SidebarImage-wrapper Center">
<img alt="" class="SidebarImage" src="https://www.controldesign.com/assets/Uploads/Davit-under-test-sb.jpg" />
</figure>
<h1 class="article-sidebar-heading">
Ocean testing required</h1>
<div class="western">
<span style="font-size: 1.4rem;">Figure 4:
Extensive testing was performed on the vessel and on the sea as the
system needed to be problem-free and easily supportable once
operational, when it left port.</span></div>
<div class="western">
(Source: Systems Interface)</div>
<div class="western">
<br /></div>
</div>
</aside>
<br />
<div class="western">
The testing showed everything worked properly.
It also confirmed that components could be changed out quickly by
seaman, if necessary. Additional testing ensured it worked at night, in
the middle of the day and during rough seas. The system passed.</div>
<div class="western">
<br /></div>
<div class="western">
This
complex equipment was simple to use and support. Due to its successful
maiden voyage, the customer has ordered five more systems. More than 60
identical systems are possible, as there are many ships on the sea.</div>
</div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-71131978624903966412019-10-09T10:58:00.002+03:002019-10-09T10:58:58.155+03:00History of the PLC<div dir="ltr" style="text-align: left;" trbidi="on">
The PLC or Programmable Logic Controller has revolutionized the
automation industry. Today PLCs can be found in everything from factory
equipment to vending machines, but prior to New Year’s Day 1968 the
programmable controller didn’t even exist. Instead what existed was a
unique set of challenges that needed a solution. In order to understand
the history of the PLC we must first take some time to understand the
problems that existed before programmable controllers.<br />
<h2>
Before the Programmable Controller</h2>
Before the days of the PLC the only way to control machinery was
through the use of relays. Relays work by utilizing a coil that, when
energized, creates a magnetic force to effectively pull a switch to the
ON or OFF position. When the relay is de-energized, the switch releases
and returns the device to its standard ON or OFF position. So, for
example, if I wanted to control whether a motor was ON or OFF, I could
attach a relay between the power source and the motor. Then I could
control when the motor is getting power by either energizing or
de-energizing the relay. Without power, of course, the motor would not
run, thus I am controlling the motor. This type of relay is known as a
power relay. There could be several motors in one factory that need to
be controlled, so what do you do? You add lots of power relays. So
factories started to amass electrical cabinets full of power relays. But
wait, what switches the coils in the power relays ON and OFF before the
power relay turns the motor ON, and what if I want to control that?
What do you do? More relays. These relays are known as control relays
because they control the relays that control the switch that turns the
motor ON and OFF. I could keep going, but I think you get the picture of
how machines were controlled pre-PLC, and, more importantly, I think
you start to see some of the problems with this system of
electromechanical control via relays.<br />
<br />
<div style="text-align: center;">
<img alt="History of PLC" class="PLC relay room aligncenter" height="343" src="https://upload.wikimedia.org/wikipedia/commons/thumb/b/be/Relay_room.jpg/512px-Relay_room.jpg" title="Signalhead at the English language Wikipedia [GFDL (http://www.gnu.org/copyleft/fdl.html) or CC-BY-SA-3.0 (http://creativecommons.org/licenses/by-sa/3.0/)], via Wikimedia Commons" width="522" /></div>
<div style="text-align: center;">
<em>Courtesy of Signalhead via <a href="https://creativecommons.org/licenses/by-sa/3.0/" rel="noopener noreferrer" target="_blank">Wikimedia Commons</a></em></div>
<h2>
The Problem with Relays</h2>
<a href="https://library.automationdirect.com/plc-handbook/" rel="noopener noreferrer" target="_blank"><img alt="Download our free eBook - A Guide to PLCs" class="alignright wp-image-4964" height="412" sizes="(max-width: 266px) 100vw, 266px" src="https://library.automationdirect.com/wp-content/uploads/2015/07/eBook-CTA-green-vertical-swoosh-387x600.jpg" srcset="https://library.automationdirect.com/wp-content/uploads/2015/07/eBook-CTA-green-vertical-swoosh-387x600.jpg 387w, https://library.automationdirect.com/wp-content/uploads/2015/07/eBook-CTA-green-vertical-swoosh.jpg 533w" title="Download our free eBook - A Guide to PLCs" width="266" /></a><br />
<br />
Think
about modern factories, and how many motors and ON/OFF power switches
you would need to control just one machine. Then add on all the control
relays you need and what you get is… Yes, machine control, but you also
get a logistical nightmare. All these relays had to be hardwired in a
very specific order for the machine to work properly, and heaven forbid
if one relay would have an issue, the system as a whole would not work.<br />
<br />
Troubleshooting would take hours, and because coils would fail and
contacts would wear out, there was need for lots of troubleshooting.
These machines had to follow a strict maintenance schedule and they took
up a lot of space. Then what if you wanted to change something? You
would basically have to redo the entire system. It soon became clear
that there were problems installing and maintaining these large relay
control systems.<br />
<br />
Let’s hear from a controls designer in the thick of things in the early ‘70s –<br />
<em><b><span style="color: purple;">“Upon graduating from technical college in 1970, I began working
as a controls designer, automating metal working machinery and equipment
with industrial relays, pneumatic plunger timers, and
electro-mechanical counters. Also included were fuses, control
transformers, motor starters, overload relays, pushbuttons, selector
switches, limit switches, rotary drum sequencers, pilot lights, solenoid
valves, etc.</span></b></em><br />
<em><b><span style="color: purple;"><br /></span></b></em>
<em><b><span style="color: purple;">The relay based control systems I created included anywhere from
50 to well over 100 relays. The electrical enclosures to house the
controls would typically be six feet wide by four feet high, mounted
near the machinery. Picture lots of wires bundled and laced together,
connecting the relays, timers, counters, terminals, and other
components, all nice and tidy. Then picture after a few months or years
the same wiring, after many engineering changes and troubleshooting,
being out of the wire duct or unlaced; in many cases wires were added in
a crisscross, point-to-point pattern to take the shortest route and
amount of time to make the change. We referred to the condition of these
control enclosures as a rat’s nest; reliability suffered, along with an
increase in difficulty during troubleshooting, or making additional
operational engineering changes.” </span></b></em><br />
<div style="padding-left: 30px;">
– Tom, Controls Designer</div>
<h2>
Birth of the PLC Solution</h2>
So what was the solution? I am sure this is the exact question that
engineers at the Hydra-Matic division of General Motors were struggling
with every day. Fortunately, at that time, the concept of computer
control had started to make its way into conversations at large
corporations such as GM. According to Dick Morley, the undisputed father
of the PLC, “The programmable controller was detailed on New Year’s
Day, 1968.”<br />
<br />
The popular forum <a href="http://www.plcdev.com/" rel="noopener noreferrer" target="_blank">PLCDEV.com</a>
outlines a list of requirements that GM engineers put out for a
“standard machine controller.” It is this request that Dick Morley and
his company, Bedford and Associates, were responding to when the first
PLC was envisioned. Besides replacing the relay system, the requirements
listed by GM for this controller included:<br />
<div class="list check blue ">
<ul>
<li>A solid-state system that was flexible like a computer but priced competitively with a like kind relay logic system.</li>
<li>Easily maintained and programmed in line with the already accepted relay ladder logic way of doing things.</li>
<li>It had to work in an industrial environment with all its dirt, moisture, electromagnetism and vibration.</li>
<li>It had to be modular in form to allow for easy exchange of components and expandability.</li>
</ul>
<div>
<br /></div>
</div>
<img alt="PLC Ladder Diagram" class="alignleft wp-image-3382" height="174" src="https://library.automationdirect.com/wp-content/uploads/2015/01/Ladder-Diagram2.jpg" title="PLC Ladder Diagram" width="212" /><br />
<br />
<br />
The programming look of the PLC required that it be easily understood
and used by maintenance electricians and plant engineers. As
relay-based control systems evolved and became more complicated, the use
of physical component location wiring diagrams also evolved into the
relay logic being shown in a ladder fashion. The control power hot wire
would be the left rail, with the control power neutral as the right
rail. The various relay contacts, pushbuttons, selector switches, limit
switches, relay coils, motor starter coils, solenoid valves, etc., shown
in their logical order would form the ladder’s rungs. It was requested
that the PLC be programmed in this Ladder Logic fashion.<br />
<div style="text-align: center;">
<img alt="History of the PLC" class="aligncenter wp-image-4890 size-full" height="436" src="https://library.automationdirect.com/wp-content/uploads/2015/07/0812_morley.jpg" title="Dick Morley, father of the PLC" width="450" /></div>
<div style="text-align: center;">
<em>Image of Dick Morley </em></div>
<div style="text-align: center;">
<em>Courtesy of <a href="http://www.automationworld.com/networking-amp-connectivity/dick-morley-its-dogs-world" rel="noopener noreferrer" target="_blank">AutomationWorld.com</a></em></div>
<div style="text-align: center;">
<br /></div>
As Dick Morley laments in his memoirs, the process from idea to actual controller wasn’t all smooth sailing.<br />
<blockquote>
“The initial machine, which was never
delivered, only had 125 words of memory, and speed was not a criteria as
mentioned earlier. You can imagine what happened! First, we immediately
ran out of memory, and second, the machine was much too slow to perform
any function anywhere near the relay response time. Relay response
times exist on the order of 1/60th of a second, and the topology formed
by many cabinets full of relays transformed to code is significantly
more than 125 words. We expanded the memory to 1K and thence to 4K. At
4K, it stood the test of time for quite a while.”<br />
</blockquote>
Tom, our controls designer, recounts, “My experience in creating
relay-based control systems, at that time, put me in the perfect
position to be one of the first control system designers to use some of
the very first programmable controllers to replace relay-based control
systems. My first experience with a PLC happened to be with one of
Bedford Associates competitor’s solid state devices. The unit was
programmed with a suitcase-sized programming device that required
setting the instruction type and line address and then pressing a button
to burn a fuse link open in a memory chip to set the logic path. Once
the programming was completed and tested, the PLC was able to perform
the machine cycle operation in a very reliable manner. Unfortunately the
PLC card rack was open in the rear with a mixture of 24 VDC and 120 VAC
power and signals. It didn’t take much for an electrician checking
signals during troubleshooting to accidently short the 120 VAC to the 24
VDC and take out the entire PLC system. Being the first use of a PLC in
a large corporation, the failure doomed the use of PLCs at
this manufacturing facility for a couple of years.”<br />
<br />
Eventually Dick Morely spun off a new company named Modicon and
started to sell those first PLCs, the Modicon 084 (named because it was
prototype #84). It was the Modicon 084 that was presented to GM to meet
its criteria for its “standard machine controller.” Modicon started to
sell the 084 with very limited success. As Dick Morley puts it, “Our
sales in the first four years were abysmal.” But nevertheless the
company continued to learn and develop. Eventually, Modicon would bring
to life the controller that would change the industry forever, the
Modicon 184. Dick Morley writes this about the 184:<br />
<br />
“The thing that made the Modicon Company
and the programmable controller really take off was not the 084, but the
184. The 184 was done in design cycle by Michael Greenberg, one of the
best engineers I have ever met. He, and Lee Rousseau, president and
marketer, came up with a specification and a design that revolutionized
the automation business. They built the 184 over the objections of yours
truly. I was a purist and felt that all those bells and whistles and
stuff weren’t “pure”, and somehow they were contaminating my “glorious
design”, Dead wrong again, Morley! They were specifically right on! The
184 was a walloping success, and it—not the 084, not the invention of
the programmable controller—but a product designed to meet the needs of
the marketplace and the customer, called the 184, took off and made
Modicon and the programmable controller the company and industry it is
today.”<br />
<div style="text-align: center;">
<img alt="History of the PLC" class="aligncenter wp-image-4893" height="429" sizes="(max-width: 572px) 100vw, 572px" src="https://library.automationdirect.com/wp-content/uploads/2015/07/makethumbnail.jpg" srcset="https://library.automationdirect.com/wp-content/uploads/2015/07/makethumbnail.jpg 800w, https://library.automationdirect.com/wp-content/uploads/2015/07/makethumbnail-600x450.jpg 600w" title="184 PLC model" width="572" /><em>Image Courtesy of <a href="http://www.repairzone.com/" rel="noopener noreferrer" target="_blank">RepairZone.com</a></em></div>
<h2>
The PLC in its teenage years</h2>
The first PLCs had the ability to work with input and output signals,
relay coil/contact internal logic, timers and counters. Timers and
counters made use of word size internal registers, so it wasn’t too long
before simple four-function math became available. The PLC continued to
evolve with the addition of one-shots, analog input and output signals,
enhanced timers and counters, floating point math, drum sequencers and
mathematic functions. Having built-in PID
(Proportional-Integral-Derivative) functionality was a huge advantage
for PLCs being used in the process industry. Common sets of instructions
evolved into fill-in-the-blank data boxes that have made programming
more efficient. The ability to use meaningful Tag Names in place of
non-descriptive labels has allowed the end user to more clearly define
their application, and the ability to import/export the Tag Names to
other devices eliminates errors that result when entering information
into each device by hand.<br />
<br />
<br />
As the functionality of the Porgrammable Logic Controller
evolved, programming devices and communications also saw rapid growth.
The first programming devices were dedicated, but unfortunately the size
of suitcases. Later, handheld programming devices came into the
picture, but soon were replaced with proprietary programming software
running on a personal computer. AutomationDirect’s DirectSOFT, developed
by Host Engineering, was the first Windows-based PLC programming
software package.<br />
<br />
Having a PC communicating with a PLC provided the
ability to not only program, but also allowed easier testing and
troubleshooting. Communications started with the MODBUS protocol using
RS-232 serial communications. The addition of various automation
protocols communicating over RS-485, DeviceNet, Profibus, and other
serial communication architectures have followed. The use of serial
communications and the various PLC protocols also allowed PLCs to be
networked with other PLCs, motor drives, and human to machine interfaces
(HMI). Most recently EtherNet and protocols such as EtherNet/IP (for
Industrial Protocol) have gained tremendous popularity.</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-55956295666150053172019-10-08T12:57:00.000+03:002019-10-08T12:58:46.678+03:00A D-Day Hero, LST 325 Is Moving to a New Home<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjy3eaPmjlpPRxBsqgfuxl0XnSSlbeY7e7AMPj2LTaar2PvOaANOkbRVT2ehqlzKhjZ41hEcaZIYOzUBJLGmsN9XrcfTj14N5VmzSeQN4W72FYGgRV8WWzsnixj4vms2A9eJ9anSMSLeAE/s1600/jlkeyeaslnburpdjc5fi5qxnpe.jpg" imageanchor="1"><img border="0" data-original-height="726" data-original-width="1200" height="387" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjy3eaPmjlpPRxBsqgfuxl0XnSSlbeY7e7AMPj2LTaar2PvOaANOkbRVT2ehqlzKhjZ41hEcaZIYOzUBJLGmsN9XrcfTj14N5VmzSeQN4W72FYGgRV8WWzsnixj4vms2A9eJ9anSMSLeAE/s640/jlkeyeaslnburpdjc5fi5qxnpe.jpg" width="640" /></a><br />
<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
The US Navy utilized “Landing Ship, Tanks,” or LSTs throughout World
War II in order to land troops, vehicles and supplies on beaches. The
large, slow vessels were so important that a shortage of them nearly
ended Operation Overlord (the D-Day invasion) before it could begin.<br />
Today, there is only one remaining LST floating in US waters that is
operational in its WWII configuration. LST 325 was part of the invasion
of Sicily and the 1944 D-Day landings in France.<br />
<figure aria-describedby="caption-attachment-534731" class="wp-caption aligncenter" id="attachment_534731" style="width: 620px;"><img alt="lst 325" class="wp-image-534731 size-large" src="https://www.warhistoryonline.com/wp-content/uploads/2019/10/gettyimages-53040478-741x426.jpg" /><figcaption class="wp-caption-text" id="caption-attachment-534731">Getty Images</figcaption></figure>LST
325 is moored in Evansville, Indiana. City officials are nearing the
end of a $3.6 million project to move the ship to a new location on the
Ohio River.<br />
<div class="warhi-inline2" id="warhi-285057548">
<div class="proper-ad-unit">
<div data-google-query-id="COHGg-yxjOUCFU3h1QodUh0Cww" id="proper-ad-warhistoryonline_content_2">
<div id="google_ads_iframe_/6766078/WHO-CM_0__container__" style="border: 0pt none; display: inline-block; height: 250px; width: 300px;">
<iframe data-google-container-id="1" data-is-safeframe="true" data-load-complete="true" frameborder="0" height="250" id="google_ads_iframe_/6766078/WHO-CM_0" marginheight="0" marginwidth="0" name="" scrolling="no" src="https://tpc.googlesyndication.com/safeframe/1-0-35/html/container.html" style="border-style: none; border-width: 0px; vertical-align: bottom;" title="3rd party ad content" width="300"></iframe></div>
</div>
</div>
</div>
The new location is the site of the Tropicana Casino. The river first
needed to be dredged in that location in order for the ship to be
berthed their. That phase of the project is now done. There are two
remaining steps that need completed before the ship can be moved.<br />
First, two barges need to be constructed. These barges, 140 feet long
for one and 160 feet long for the other, will serve as a mooring spot
for the WWII vessel.<br />
<figure aria-describedby="caption-attachment-534733" class="wp-caption aligncenter" id="attachment_534733" style="width: 620px;"><img alt="lst 325" class="wp-image-534733 size-large" src="https://www.warhistoryonline.com/wp-content/uploads/2019/10/lst325-10-741x576.jpg" /><figcaption class="wp-caption-text" id="caption-attachment-534733">Low tide on a Normandy beach, 12 June 1944</figcaption></figure>The
contract for the barges was awarded to Skanska-Industrial Contractors
who sub-contracted the construction to Yager Marine. The 140-foot barge
is nearly complete and work on the 160-foot barge will soon commence.<br />
The second thing that needs done is the construction of a visitors
center. This building will house offices and a gift ship. Construction
is already underway. ARC construction is performing the work on the
center.<br />
After the barges arrive at the location, a bridge will be constructed
to connect the shore to one of the barges in order to provide a way for
visitors to reach the ship. This project will be coordinated between
multiple vendors.<br />
Evansville officials believe that the project will be complete by
their mid-November goal. The ship itself will not be moved until April
2020. During the week of November 11, the ship will be closed to the
public while it is prepared for the upcoming winter weather.<br />
<figure aria-describedby="caption-attachment-534734" class="wp-caption aligncenter" id="attachment_534734" style="width: 488px;"><img alt="lst 325" class="wp-image-534734 size-large" src="https://www.warhistoryonline.com/wp-content/uploads/2019/10/lst325-5-488x640.jpg" /><figcaption class="wp-caption-text" id="caption-attachment-534734">Unloading across pontoon causeway at Salerno, September 1943</figcaption></figure>This
should not pose too big of an inconvenience as traffic to the ship is
always light in the winter and it is typically only open to the public
on Saturdays from November through April. Officials are hopeful that the
move will increase traffic to the point that they can keep the ship
open for the entirety of 2020’s winter months.<br />
Of the $3.6 million budgeted for this project, $2.2 million came from
the city and $1 million is being supplied by the Tropicana. The
Evansville Convention and Visitors Bureau and the USS LST Memorial, Inc.
are each contributing $175,000 to the project.<br />
LST 325 was launched on October 27, 1942. It was commissioned on
February 1, 1943. On April 13, 1943, she arrived in Oran, Algeria, where
she practiced loading and beaching operations for three months. In July
1943, <a href="https://lstmemorial.org/">LST 325 served during the invasion of Sicily</a>. She made seven trips in support of the invasion. Twice, she brought back Italian POWs.<br />
In November 1943, LST 325 reported to Plymouth, England, to prepare
for the D-Day landings. On June 7, 1944, she beached at Omaha Beach and
unloaded men and vehicles that were part of Force B – the backup force
for the June 6<sup>th</sup> invasion.<br />
After serving in WWII, LST 325 served in the Arctic during the 1950s.
It then spent some time in the service of the Greek navy. In 2000, The
USS LST Ship Memorial, Inc. bought it and sailed it 6,500 miles from
Crete to Mobile, Alabama.<br />
<figure aria-describedby="caption-attachment-534735" class="wp-caption aligncenter" id="attachment_534735" style="width: 475px;"><img alt="lst 325" class="wp-image-534735 size-large" src="https://www.warhistoryonline.com/wp-content/uploads/2019/10/lst325-24-475x640.jpg" /><figcaption class="wp-caption-text" id="caption-attachment-534735">Bay of Tunis, July 1943, LST-325 is loaded up for the invasion of Sicily</figcaption></figure>The group then spent eight months preparing the ship for the public.
They unveiled and recommissioned the ship in September 2001.<br />
<br />
In 2003, they sailed LST 325 up the Ohio River with stops at many of
the communities that had a part in building the ship. In 2005, they
moved the vessel to Evansville.<br />
<br />
Financial support for the ship comes entirely from private donations
and purchases from the gift shop. All the maintenance work on the ship
is performed by volunteers.<br />
<br />
<iframe allow="accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture" allowfullscreen="" frameborder="0" height="315" src="https://www.youtube.com/embed/MYInUUEKDDk" width="560"></iframe></div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-86560691391491079602019-10-08T12:45:00.002+03:002019-10-08T12:46:12.763+03:002020 Chevrolet Corvette C8 Production Delayed by UAW GM Strike: Report<div dir="ltr" style="text-align: left;" trbidi="on">
<h2 class="dek">
<span style="font-weight: normal;"><i><span style="color: purple;">The strike is reportedly interfering with plans to update the Bowling Green production lines.</span></i></span></h2>
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj1XQ6BRSApKUpjkHI-HDdlZ_shFkyqNAoGyXwb0geoN7WE6kvrw7dmHRcXdZdRkKIUVMdGRRqgLE4aasJhfBvD_oHDxAHkO1S2-pBKuwkN42L6uL9rbZWsg1ajKrHD-xStzWXWcYe52wM/s1600/https+_api.thedrive.com_wp-content_uploads_2019_10_2020CorvetteSingrayReveal002.jpeg+quality%253D85.jpg" imageanchor="1"><img border="0" data-original-height="810" data-original-width="1440" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj1XQ6BRSApKUpjkHI-HDdlZ_shFkyqNAoGyXwb0geoN7WE6kvrw7dmHRcXdZdRkKIUVMdGRRqgLE4aasJhfBvD_oHDxAHkO1S2-pBKuwkN42L6uL9rbZWsg1ajKrHD-xStzWXWcYe52wM/s640/https+_api.thedrive.com_wp-content_uploads_2019_10_2020CorvetteSingrayReveal002.jpeg+quality%253D85.jpg" width="640" /></a><br />
<br />
<br />
<div dir="ltr" style="text-align: left;" trbidi="on">
For all the justified hype, the 2020 Chevrolet Corvette might be off
to a rough start—and it hasn't gone on sale yet. According to a report
from the <em>Detroit Free Press, </em>the production and on-sale date of
the mid-engine Corvette will be delayed as the ongoing United Auto
Workers strike at GM impacts the company's ability to catch up on
current-generation orders and finish retooling Bowling Green Assembly
Plant to build the new car.<br />
<br />
GM first began the process of changing
over the factory in June of 2017, when it first shut down the factory's
well-known public tours to start the switch in secret. Production of
the C8 is officially scheduled to begin in December of this year. But
the <em>Freep</em><em> </em>cites two anonymous sources "familiar with GM’s production plans" who say that's no longer the case.<br />
<br />
"I
know for a fact that this strike is directly going to affect the start
of regular production for the mid-engine Corvette," one source said. The
person went on to claim that GM originally intended to idle the factory
for two weeks this month to finish the retooling process. Allegedly,
that's now impossible as the plant works to catch up on a backlog of
current-gen orders caused by the UAW strike.<br />
<div class="ad viewed" data-ad-type="teAd">
<div id="ad-2">
</div>
</div>
On September 16, around 48,000 members of the UAW walked out on their jobs
at over 31 General Motors factories and 21 other related facilities
across the country to push for better healthcare, wages, and more job
security as GM continues to post record profits—nearly $35 billion in
North America over the past three years. Since the strike began, it's
become the company's longest nationwide walkout since 1970.<br />
<br />
It's
created a ripple effect, forcing GM to idle two major plants in Mexico,
one of which holds key production lines for the critical 2020 Chevrolet Silverado and GMC Sierra pickup trucks.
It's unclear how many strikers GM has replaced with temporary
employees, but it appears the situation is eating away at GM's
already-built inventory—and if the <em>Freep's </em>report is accurate,
it's finally beginning to affect consumers. For it's part, Chevrolet
claims C8 Corvette production is still on target.<br />
<br />
"The Chevrolet
Corvette Stingray production begins in late 2019 and convertible
production follows in late first-quarter 2020. It’s too early to
speculate on potential production timing impacts on any of our vehicles
due to the UAW work stoppage,</div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-50613634474081602019-10-08T12:33:00.002+03:002019-10-08T12:34:11.014+03:00F-22 Raptor<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvfvsAdyxDhcj8e5SExCVH0gRgMq8OtW5tDSLmQFIBSIt50nDKVJRc81amgNVD59FmuaJmSiyljBNHJaeNgoebVlbdKobH-p0Fle7F4CmSSTHayWSccJCz6jYRDoBTgz78QNs6cbC7efI/s1600/A18+%25281%2529.jpg" imageanchor="1"><img border="0" data-original-height="902" data-original-width="1260" height="458" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvfvsAdyxDhcj8e5SExCVH0gRgMq8OtW5tDSLmQFIBSIt50nDKVJRc81amgNVD59FmuaJmSiyljBNHJaeNgoebVlbdKobH-p0Fle7F4CmSSTHayWSccJCz6jYRDoBTgz78QNs6cbC7efI/s640/A18+%25281%2529.jpg" width="640" /></a><br />
<br />
The F-22 program is developing the next-generation air superiority fighter for the Air
Force to counter emerging worldwide threats. It is designed to penetrate enemy airspace
and achieve a first-look, first-kill capability against multiple targets. The F-22 is
characterized by a low-observable, highly maneuverable airframe; advanced integrated
avionics; and aerodynamic performance allowing supersonic cruise without afterburner.<br />
<blockquote>
<b>Stealth</b>: Greatly increases survivability and lethality by denying the enemy
critical information required to successfully attack the F-22<br />
<b>Integrated Avionics</b>: Allows F-22 pilots unprecedented awareness of enemy
forces through the fusion of on- and off-board information<br />
<b>Supercruise</b>: Enhances weapons effectiveness; allows rapid transit through the
battlespace; reduces the enemy’s time to counter attack<br />
</blockquote>
<br />
The F-22's engine is expected to be
the first to provide the ability to fly faster than the speed of
sound for an extended period of time without the high fuel
consumption characteristic of aircraft that use afterburners to
achieve supersonic speeds. It is expected to provide high
performance and high fuel efficiency at slower speeds as well.
<br />
<br />
For its primary air-to-air role, the F-22 will carry six
AIM-120C and two AIM-9 missiles. For its air-to-ground role, the F-22 can internally carry
two 1,000 pound-class Joint Direct Attack Munitions (JDAM), two AIM-120C, and two AIM-9
missiles. With the Global Positioning System-guided JDAM, the F-22 will have an
adverse weather capability to supplement the F-117 (and later the Joint Strike Fighter)
for air-to-ground missions after achieving air dominance.<br />
<br />
<br />
The F-22's combat configuration is "clean", that is, with all
armament carried internally and with no external stores. This is an
important factor in the F-22's stealth characteristics, and it improves
the fighter's aerodynamics by dramatically reducing drag, which, in
turn, improves the F-22's range. The F-22 has four under wing
hardpoints, each capable of carrying 5,000 pounds. A single pylon
design, which features forward and aft sway braces, an aft pivot,
electrical connections, and fuel and air
connections, is used. Either a 600-gallon fuel tank or two LAU-128/A
missile launchers can be attached to the bottom of the pylon, depending
on the mission.
There are two basic external configurations for the F-22:
<br />
<ul>
<li>Four 600 gallon fuel tanks, no external weapons: This configuration
is used when the aircraft is being ferried and extra range is needed. A
BRU-47/A rack is used on each pylon to hold the external tanks.
</li>
<li>Two 600 gallon fuel tanks, four missiles: This configuration is
used after air dominance in a battle area has been secured, and extra
loiter time and firepower is required for Combat Air Patrol (CAP). The
external fuel tanks, held by a BRU-47/A rack are carried on the inboard
stations, while a pylon fitted
with two LAU-128/A rail launchers is fitted to each of the outboard
stations.
</li>
</ul>
An all-missile external loadout (two missiles on each of the stations)
is possible and would not be difficult technically to integrate, but the
Air Force has not stated a requirement for this configuration.
Prior to its selection as winner of what was then known as the Advanced
Tactical Fighter (ATF) competition, the F-22 team conducted a 54-month
demonstration/ validation (dem/val) program. The effort involved the
design, construction and flight testing of two YF-22 prototype aircraft.
Two prototype engines, the Pratt & Whitney YF119 and General
Electric YF120, also were developed and tested during the program. The
dem/val program was completed in December 1990. Much of that work was
performed at Boeing in Seattle, Lockheed (now known as Lockheed Martin)
facilities in Burbank, Calif., and at General Dynamics' Fort Worth,
Texas, facilities (now known as Lockheed Martin Tactical Aircraft
Systems). The prototypes were assembled in Lockheed's Palmdale, Calif.,
facility and made their maiden flight from there. Since that time
Lockheed's program management and aircraft assembly operations have
moved to Marietta, Ga., for the EMD and production phases.
<br />
<br />
The F-22 passed milestone II in 1991. At that time, the Air Force
planned to acquire 648 F-22 operational aircraft at a cost of $86.6
billion. After the Bottom Up Review, completed by DOD in September
1993, the planned quantity of F-22s was reduced to 442 at an
estimated cost of $71.6 billion.
<br />
<br />
A $9.55 billion contract for Engineering and Manufacturing
Development (EMD) of the F-22 was awarded to the industry team of Boeing
and Lockheed Martin in August 1991. Contract changes since then have
elevated the contract value to approximately $11 billion. Under terms of
the contract, the F-22 team will complete the design of the aircraft,
produce production tooling for the program, and build and test nine
flightworthy and two ground-test aircraft. The F-22 team delivered the
final F-22 EMD aircraft to the Air Force in June 2002.
<br />
<br />
A Joint Estimate Team was chartered in June 1996 to review the F-22 program cost and
schedule. JET concluded that the F-22 engineering
and manufacturing development program would require additional time
and funding to reduce risk before the F-22 enters production. JET
estimated that the development cost would increase by about $1.45
billion. Also, JET concluded that F-22 production cost could grow
by about $13 billion (from $48 billion to $61 billion) unless offset
by various cost avoidance actions. As a result of the JET review the program was restructured, requiring an
additional $2.2 billion be added to the EMD budget and 12 months be added to the schedule
to ensure the achievement of a producible, affordable design prior to entering production.
The program restructure allowed sourcing within F-22 program funds by deleting the three
pre-production aircraft and slowing the production ramp. Potential for cost growth in
production was contained within current budget estimate through cost reduction initiatives
formalized in a government/industry memorandum of agreement. The Defense Acquisition Board
principals reviewed the restructured program strategy and on February 11, 1997 the Defense
Acquisition Executive issued an Acquisition Defense Memorandum approving the strategy.
<br />
<br />
The Quadrennial Defense Review Report which was
released in mid-May 1997, reduced the F-22 overall production quantity
from
438 to 339, slowed the Low Rate Initial Production ramp from 70 to 58,
and reduced the
maximum production rate from 48 to 36 aircraft per year. The Air Force
further slowed the Low Rate Production to 10 aircraft per year in
response to GAO recommendations that low rate production not exceed 10
aircraft per year until the Air Force had concluded operational testing
and evaluation of the aircraft and certified its operational capability.
Initail Operational Testing and Evaluation (IOT&E) is scheduled to
be conducted FY 03.
<br />
<br />
The F-22 EMD program marked a successful first flight
on September 7, 1997. The flight test program, which has already begun
in
Marietta, Georgia, will continue at Edwards AFB, California through the
year 2001. Low
rate production was initially scheduled to begin in FY99, but
restructuring delayed low rate production authorization until August
2001. The Air Force expects to accept delivery of 23 aircraft procured
FY 01 - FY 02 during FY 03 - FY 04. Pending aircraft operational tests,
the Air Force plans to ramp up procurement starting with FY 2003, to
complete delivery by FY 2009. Initial Operational
Capability of one operational squadron is slated for December 2005. <br />
<br />
The F-15 fleet is experiencing problems with avionics parts
obsolescence, and the average age of the fleet will be more than 30
years when the last F-22 is delivered in 2013. But the current inventory
of F-15s can be economically maintained in a structurally sound
condition until 2015 or later. None of the 918 F-15s that were in the
inventory in July 1992 will begin to exceed their expected economic
service lives until 2014. <br />
<br />
<br />
<br />
<center>
<img src="https://fas.org/man/dod-101/sys/ac/f22tech.gif" />
<br />
<a href="https://fas.org/man/dod-101/sys/ac/f-22-weaps-mg27.gif"><img src="https://fas.org/man/dod-101/sys/ac/f-22-weaps-mg27.gif" width="90%" /></a>
</center>
<center>
<br /></center>
<br />
<center>
<table cellpadding="4" cellspacing="1" style="width: 90%px;">
<tbody>
<tr><td bgcolor="#000080" colspan="2"><h1 align="center">
<span style="color: white;">Specifications</span></h1>
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Function</td><td bgcolor="#ffffff">
Air superiority fighter
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Contractors</td><td bgcolor="#ffffff">
<li>Lockheed Martin Aeronautical Systems: F-22 program management, the
integrated forebody (nose section) and forward fuselage (including the
cockpit and inlets), leading edges of the wings, the fins and
stabilators, flaps, ailerons, landing gear and final assembly of the
aircraft.
</li>
<li>Lockheed Martin Tactical Aircraft Systems: Center fuselage,
stores management, integrated navigation and electronic warfare systems
(INEWS), the communications, navigation, and identification (CNI)
system, and the weapon support system.
</li>
<li> Boeing: wings, aft fuselage (including the structures
necessary for engine and nozzle installation), radar system development
and testing, avionics integration, the training system, and flight-test
development and management.
</li>
<li>Pratt & Whitney: F119-PW-100 engines that power the Raptor.
</li>
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">
Major Subcontractors </td><td bgcolor="#ffffff">(partial list): Northrop
Grumman, Texas Instruments, Kidde-Graviner Ltd., Allied-Signal
Aerospace, Hughes Radar Systems, Harris, Fairchild Defense, GEC
Avionics, Lockheed Sanders, Kaiser Electronics, Digital Equipment Corp.,
Rosemount Aerospace, Curtiss-Wright Flight Systems, Dowty Decoto, EDO
Corp., Lear Astronics Corp., Parker-Hannifin Corp., Simmonds Precision,
Sterer Engineering, TRW, XAR, Motorola, Hamilton Standard, Sanders/GE
Joint Venture, Menasco Aerospace.
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Propulsion</td><td bgcolor="#ffffff">
two Pratt & Whitney F119-PW-100 engines
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Thrust</td><td bgcolor="#ffffff">
35,000 lbst
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Length</td><td bgcolor="#ffffff">
62.08 feet, 18.90 meters
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Height</td><td bgcolor="#ffffff">
16.67 feet, 5.08 meters
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Wingspan</td><td bgcolor="#ffffff">
44.5 feet, 13.56 meters
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Wing Area</td><td bgcolor="#ffffff">
840 square feet
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Horizontal Tailspan</td><td bgcolor="#ffffff">
29 feet, 8.84 meters
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Maximum Takeoff Weight</td><td bgcolor="#ffffff">
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Ceiling</td><td bgcolor="#ffffff">
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Speed</td><td bgcolor="#ffffff">
Mach 1.8 (supercruise: Mach 1.5)
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Crew</td><td bgcolor="#ffffff">
one
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Armament</td><td bgcolor="#ffffff">
<li> Two AIM-9 Sidewinders
</li>
<li> six AIM-120C Advanced Medium-Range Air-to-Air Missiles (AMRAAM)
</li>
<li> one 20mm Gatling gun
</li>
<li> two 1,000-pound Joint Direct Attack Munitions (JDAM)
</li>
</td></tr>
<tr><td bgcolor="#ffffff"> First flight: </td><td bgcolor="#ffffff">
September 7, 1997
</td></tr>
<tr><td bgcolor="#ffffff" width="30%">Date Deployed</td><td bgcolor="#ffffff">
deliveries beginning in 2002<br />
operational by 2004
</td></tr>
<tr><td bgcolor="#ffffff"> Unit Costs </td><td bgcolor="#ffffff">
<pre>
DOD's Projected Unit
Prices Before and After Restructuring
Production
--------------------------
Low-rate Full-rate
------------ ------------
Units Unit Units Unit
Estimates cost cost
-------------------------- ---- ------ ---- ------
Before restructuring 76 $142.6 362 $102.8
Restructured without 70 $200.3 368 $128.2
initiatives
Restructured with 70 $200.8 368 $ 92.4
initiatives
------------------------------------------------------
SOURCE: GAO June 1997
</pre>
</td></tr>
</tbody></table>
</center>
<br />
<table align="center" bgcolor="#FFFFFF" border="3"><tbody>
<tr valign="TOP">
</tr>
<tr><td align="center"><span style="font-size: large;"><b>VRML 3-D Model</b></span></td></tr>
<tr>
<td align="center">
<a href="https://fas.org/man/dod-101/sys/ac/f22.wrl"><img src="https://fas.org/man/dod-101/sys/ac/f22-vrml.gif" /></a><br />
F-22 Raptor
<br />VRML by Soji Yamakawa</td>
</tr>
</tbody></table>
<br />
<center>
<img src="https://fas.org/man/dod-101/sys/ac/f-22-line.gif" />
<br />
<a href="https://fas.org/man/dod-101/sys/ac/f-22-990167a.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-990167a-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22_2.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22_2s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-19990601-f-0000l-001.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-19990601-f-0000l-001-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-19990618f22.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-19990618f22-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-ak.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-ak-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/9733940.jpg"><img src="https://fas.org/man/dod-101/sys/ac/9733940_s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-19990727topwind.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-19990727topwind-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/9733721.jpg"><img src="https://fas.org/man/dod-101/sys/ac/9733721_s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-lkbed2a.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-lkbed2a-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/9733914.jpg"><img src="https://fas.org/man/dod-101/sys/ac/9733914_s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-00000044.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-00000044-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-1999043-f-0000l-001.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-1999043-f-0000l-001-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-19990727leftbank.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-19990727leftbank-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-0000002b.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-0000002b-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-981123misl.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-981123misl-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-19990518f2241.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-19990518f2241-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-000320a.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-000320a-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-19990518f2242.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-19990518f2242-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-991769b.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-991769b-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-19990727stabilization-chute-test.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-19990727stabilization-chute-test-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-harm-19990518f2238.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-harm-19990518f2238-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-19990430-f-0000f-001.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-19990430-f-0000f-001-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-00000048.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-00000048-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-00000047.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-00000047-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f-22-0000004b.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f-22-0000004b-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f22-002.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f22-002_s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f22-003.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f22-003_s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f22-004.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f22-004_s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/f22-005.jpg"><img src="https://fas.org/man/dod-101/sys/ac/f22-005_s.jpg" /></a></center>
<div dir="ltr" style="text-align: left;" trbidi="on">
<br /></div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-80214810121562170672019-10-08T12:28:00.002+03:002019-10-08T12:34:11.061+03:00AC-130H Spectre, AC-130U Spooky<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7Xma_vG60QZvh6KJLzhXc5aYwSd4JCjbuotnjmLTIwgdYLfzuvoQ6sul4RvkaY7yYaZoBXqbjlx4As1tGDiwURhAyNOBLP45vX_3MxrDbGTh3ABmtPKjpti1QNC9P8nqhVokmxhmcXts/s1600/index.jpg" imageanchor="1"><img border="0" data-original-height="181" data-original-width="278" height="417" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7Xma_vG60QZvh6KJLzhXc5aYwSd4JCjbuotnjmLTIwgdYLfzuvoQ6sul4RvkaY7yYaZoBXqbjlx4As1tGDiwURhAyNOBLP45vX_3MxrDbGTh3ABmtPKjpti1QNC9P8nqhVokmxhmcXts/s640/index.jpg" width="640" /></a><br />
<br />
<b>The AC-130H Spectre gunship's primary missions are close air
support, air interdiction and armed reconnaissance. Other missions
include perimeter and point defense, escort, landing, drop and
extraction zone support, forward air control, limited command and
control, and combat search and rescue.</b><br />
<b><br /></b>
<b>These heavily armed aircraft incorporate side-firing weapons
integrated with sophisticated sensor, navigation and fire control
systems to provide surgical firepower or area saturation during
extended periods, at night and in adverse weather.</b><br />
<b><br /></b>
<b> During Vietnam, gunships destroyed more than 10,000 trucks and
were credited with many life-saving close air support missions.
AC-130s suppressed enemy air defense systems and attacked ground
forces during Operation Urgent Fury in Grenada. This enabled the
successful assault of Point Salines airfield via airdrop and airland
of friendly forces.</b><br />
<b><br /></b>
<b>The gunships had a primary role during Operation Just Cause in
Panama by destroying Panamanian Defense Force Headquarters and
numerous command and control facilities by surgical employment of
ordnance in an urban environment. As the only close air support
platform in the theater, Spectres were credited with saving the lives
of many friendly personnel.</b><br />
<b>During Operation Desert Storm, Spectres provided air base defense
and close air support for ground forces. AC-130s were also used during
Operations Continue Hope and United Shield in Somalia, providing close
air support for United Nations ground forces. The gunships have most
recently played a pivotal role during operations in support of the
NATO mission in Bosnia-Herzegovina, providing air interdiction against
key targets in the Sarajevo area.</b><br />
<b><br /></b>
<b> The AC-130 is an excellent fire support platform with outstanding
capabilities. With its extremely accurate fire control system, the
AC-130 can place 105mm, 40mm and 25mm munitions on target with first
round accuracy. The crew of these aircraft are extremely proficient
working in military operations in urban terrain [MOUT]
environments.</b><br />
<b><br /></b>
<br />
<b>The Air Force commemorated the end of an era 10 September 1995
with the retirement of the first C-130 aircraft to come off a
production line. The aircraft, tail number 53-3129, went into
production at the Lockheed Aircraft Co. in Marietta, Ga., in 1953 and
was the original prototype of what was to become a long line of C-130
Hercules aircraft designed and built by Lockheed. The aircraft,
affectionately dubbed "The First Lady," was one of five AC-130A
gunship aircraft retired during an official ceremony. While the other
four aircraft were sent to the Aerospace Marketing and Regeneration
Center at Davis-Monthan Air Force Base, the First Lady went on
permanent display at the Eglin Air Force Base Armament Museum. The
919th Special Operations Wing's gunships, all around 40 years old, had
reached the age of mandatory retirement. The only other gunships in
the Air Force inventory are employed by active-duty members at
Hurlburt Field, which has less than 20 gunships assigned.
</b><br />
<br />
<b>The AC-130H ALQ-172 ECM Upgrade installs and modifies the ALQ-172
with low band jamming capability for all AC-130H aircraft. It also
modifies the ALQ-172 with engineering change proposal-93 to provide
increased memory and flight line reprogramming capabilities. The Air
Force [WR-ALC/LUKA] issued a sole source, fixed price contract, to
International Telephone & Telegraph (ITT) for development of low band
jammer and subsequent production. Issue a competitive, firm fixed
price contract for the Group A modifications (preparing aircraft to
receive jammers).</b><br />
<br />
<b>Currently funded weight reduction and center of gravity (CG)
improvements to the AC-130H aircraft include: redesign of 40mm and
105mm ammo racks using lighter weight materials; reverse engineering
of 40mm and 105mm trainable gun mounts using lighter weight material;
and removal of non-critical armor. These efforts are performed by a
sole source contract awarded to Rock Island Arsenal.</b><br />
<h3>
<i><span style="color: purple;">AC-130U Spooky</span></i></h3>
<b>Continuing the distinguished combat history of side-firing AC-130
gunships, the new AC-130U Spectre gunship is being fielded as a
replacement for the AC-130A aircraft. This program acquires 13 new
basic C-130H aircraft for modification and integration by Boeing to
the AC-130U Gunship configuration. The AC-130U gunship airframe is
integrated with an armor protection system (APS), high resolution
sensors (All Light Level Television (ALLTV), infrared detection set
(IDS) and strike radar), avionics and EW systems, a sophisticated
software controlled fire control system, and an armament suite
consisting of side-firing, trainable 25mm, 40mm, and 105mm guns. The
strike radar provides the first gunship capability for all
weather/night target acquisition and strike.</b><br />
<b><br /></b>
<b> The acquisition program for this new gunship evolved from a
Congressional mandate in the mid-1980s to revitalize the special
operations force capabilties. Following the contract award to
Rockwell in July 1987, the aircraft was first flown on 20 December
1990. FY92 procurement funding was increased to provide the 13th
aircraft to replace the AC-130H lost during Desert Storm. Upon
completing an exhaustive flight test program at Air Force Flight Test
Center from 1991 to 1994 the first aircraft was delivered to AFSOC on
July 1, 1994. Boeing�s contract includes: concurrent development,
aircraft production, flight test, and delivery. All aircraft have been
delivered and the program is transitioning to the sustainment phase. A
competitive contract for sustainment was awarded in July 1998.</b><br />
<b><br /></b>
<b>As a result of the aircraft's success in Operation Enduring
Freedom, the Air Force has initiated procurement for 4 additional
AC-130U aircraft, to be delivered by FY 2006.</b><br />
<b>Operation Enduring Freedom saw extensive use of AC-130U "Spooky"
aircraft to support special operations and ground forces. Despite
being implicated in friendly-fire incidents, the gunships proved
crucial to the air campaign because they were able to loiter over the
battlefield and strike targets of opportunity. </b><br />
<b><br /></b>
<b>These aircraft benefit
from a recent engineering program at the Air Force academy, which
determined ways to streamline the AC-130 airframe, decreasing drag,
increasing loiter time, and decreasing each aircraft's infrared
signature. AFSOC also fit AC-130U aircraft with a video link to
download video directly from an orbiting Predator UAV, enabling the
gunships to attack targets directly rather than first circling to
pinpoint the targets.</b><br />
<b><br /></b>
<b>The AC-130U is the most complex aircraft weapon system in the world
today. It has more than 609,000 lines of software code in its mission
computers and avionics systems. The newest addition to the command
fleet, this heavily armed aircraft incorporates side-firing weapons
integrated with sophisticated sensor, navigation and fire control
systems to provide surgical firepower or area saturation during
extended loiter periods, at night and in adverse weather. The sensor
suite consists of an All Light Level Television system and an infrared
detection set. A multi-mode strike radar provides extreme long-range
target detection and identification. It is able to track 40mm and
105mm projectiles and return pinpoint impact locations to the crew for
subsequent adjustment to the target. The fire control system offers a
Dual Target Attack capability, whereby two targets up to one kilometer
apart can be simultaneously engaged by two different sensors, using
two different guns. No other air-ground attack platform in the world
offers this capability. Navigational devices include the inertial
navigation system (INS) and global positioning system (GPS).</b><br />
<b><br /></b>
<b> The
aircraft is pressurized, enabling it to fly at higher altitudes,
saving fuel and time, and allowing for greater range than the AC-130H.
Defensive systems include a countermeasures dispensing system that
releases chaff and flares to counter radar infrared-guided
anti-aircraft missiles. Also infrared heat shields mounted underneath
the engines disperse and hide engine heat sources from infrared-guided
anti-aircraft missiles.</b><br />
<b><br /></b>
<b>The AC-130U P3I program develops and procures modifications that
correct softwareand hardware deficiencies of the AC-130U fleet
discovered during flight tests and that were outside the scope of the
original FY86 contract. These modifications will include the
following: combine all necessary software requirements for the System
Integration Test (SIT) system and hardware and software improvements
for the APQ-180 strike radar system; upgrade the Tactical Situation
Map; improve core avionics and computers required for the
multi-mission advanced tactical terminal/integrated defense avionics
system installation; upgrade the EW suite; and modify the
software/hardware required for the trainable gun mounts. The Air
Force is replacing the 40 mm gun, unique to the AC-130, with the 30mm
GAU-8 to alleviate logistic problems.</b><br />
<b><br /></b>
<b>The AC-130H/U, AAQ-26 Infrared Detection Set (IDS) Upgrade
program modifies the optics on the AN/AAQ-17 Infrared Detection Set
(IDS) currently installed on 13 AC-130U and 8 AC-130H Gunship aircraft
to the AN/AAQ-26 configuration. The AC-130U wiring, Operational Flight
Program (OFP), Control Displays Program (CDP), Trackhandle, bus
multiplier (BMUX), control panels, and variable slow rate feature will
be modified. The AC-130H will also be modified. Support equipment,
spares, and tech data for both aircraft will be modified as required
to support the AN/AAQ-26 configuration. Mission requirements dictate a
significant enhancement in target detection, recognition, and
identification ranges to decrease aircraft vulnerability. A sole
source fixed price incentive contract was awared to Raytheon for
design, modification, and installation; with directed sub to Lockheed
Aerospace Systems Ontario (LASO) for integration of the AN/AAQ-26 on
the AC-130H and Rockwell for software integration of the AN/AAQ-26 on
the AC-130U.</b><br />
<b><br /></b>
<b>The United States Special Operations Command (USSOCOM) has a
requirement for a C-130 engine infrared (IR) signature suppression
system to provide Special Operations Forces (SOF) C-130 aircraft with
an IR signature reduction equal to or better than existing systems at
a lower cost of ownership. The primary difficulties with present
suppressor systems are low reliability and poor maintainability. This
C-130 Engine Infrared Suppression (EIRS) Program system will be used
on AC-130H/U, MC-130E/H/P, and EC-130E aircraft.</b><br />
<b><br /></b>
<b> The key requirements
for the Engine IR Suppression system are: (a) improved reliability and
maintainability over existing systems to result in lower total cost of
ownership; (b) IR signature suppression levels as good as the current
engine shield system (aka. Tubs); (c) no adverse impacts to aircraft
performance and ability to accomplish SOF missions; (d) complete
interchangeability between engine positions and identified aircraft
types. The suppressor is expected to be a semi-permanent installation,
with removal being primarily for servicing, allowing the aircraft to
perform all required missions with the suppressors installed.</b><br />
<b><br /></b>
<b> There
will be up to two competitive contracts awarded for the initial phases
of development with a downselect to one contractor for the completion
of development and production. The contract will contain fixed price
options for procurement, installation, and sustainment of the system.</b><br />
<b><br /></b>
<b>The Directional Infrared Countermeasures (DIRCM) program develops
and procures 60 systems and provides 59 SOF aircraft (AC-130H/U,
MC-130E/H) with a DIRCM system capability. The DIRCM system will work
in conjunction with other onboard self-protection systems to enhance
the aircraft�s survivability against currently deployed infrared
guided missiles. Growth is planned to add a capability to detect and
counter advanced threats. </b><br />
<b><br /></b>
<b>Execution of this program is in concert with
a joint US/UK cooperative development/ production effort with the UK
as lead. Development and acquisition of the DIRCM system will be in
accordance with UK procurement laws/regulations. UK designation for
this program is "Operational Emergency Requirements 3/89." In late
1999, Lockheed Martin was awarded the contract to install Northrop
Gruman AN/AAQ-24(V) Nemesis DIRCM systems on U.S. Special Operations
Command aircraft. The AN/AAQ-24 confuses hostile IR-tracking missiles
by directing IR-energy, generated by instense lamps, at the missile's
IR seeker. Northrop Gruman announced all manufacturing work associated
with the AN/AAQ-24 complete in early 2001. Continuing research
associated with the Large Aircraft Infrared Countermeasures (LAIRCM)
program will develop a laser-based DIRCM to be fielded later in the
decade.</b><br />
<b><br /></b>
<b>Because of its success during Operation Enduring Freedom, the Air
Force has begun considering plans to improve AC-130 and to better fill
its primary role. Improvements and replacements must be able to
loiter over the battlefield and provide precise, intense firepower on
demand more accurately, more effeciently, and more responsively from a
platform more survivable than the AC-130. Because the AC-130 flies
low and slow, the Air Force worries that the AC-130 is particularly
vulnerable to the new SAM threat. Proposals to improve the AC-130
include integrating a stand-off attack capability in the form of
Hellfire or JSOW missiles, equipping the AC-130 to control and/or
launch UAVs for reconaissance and attack, and replacing the AC-130
with a gunship mounted on a different platform. Suggestions include
an AC-17, which would be able to fly higher, fly faster, and carry
more payload than the AC-130, and the creation of a new, stealthy
airframe. Air Force planners are moving away from the "lone-wolf"
mentality of AC-130 gunships operating solo to a "wolfpack" mentality
where gunships would control a number of assets, included UAVs, UCAVs,
and smart weapons, to coordinate attacks. The next generation gunship
may be a flying mothership for UAVs. The AC(X) program is moving into
an analysis of alternatives phase.</b><br />
<b><br /></b>
<center>
<table bgcolor="#ffffff" cellpadding="4" cellspacing="1" style="width: 90%px;">
<tbody>
<tr><td bgcolor="#000080" colspan="3"><h1 align="center">
<span style="color: white;">Specifications</span></h1>
</td></tr>
<tr><td width="30%"></td><td>AC-130H Spectre </td><td>AC-130U Spooky
</td></tr>
<tr><td width="30%"><b>Primary Function:</b></td><td colspan="2"> Close air support, air interdiction and armed reconnaissance
</td></tr>
<tr><td width="30%"><b>Contractor:</b></td><td colspan="2"> Lockheed Aircraft Corp.
</td></tr>
<tr><td width="30%"><b>Power Plant:</b></td><td colspan="2"> Four Allison turboprop engines T56-A-15
</td></tr>
<tr><td width="30%"><b>Thrust:</b></td><td colspan="2"> Each engine 4,910 horsepower
</td></tr>
<tr><td width="30%"><b>Length:</b></td><td colspan="2"> 97 feet, 9 inches (29.8 meters)
</td></tr>
<tr><td width="30%"><b>Height:</b></td><td colspan="2"> 38 feet, 6 inches (11.7 meters)
</td></tr>
<tr><td width="30%"><b>Maximum Takeoff Weight:</b></td><td colspan="2"> 155,000 pounds (69,750 kilograms)</td><td colspan="2">
</td></tr>
<tr><td width="30%"><b>Wingspan:</b></td><td colspan="2"> 132 feet, 7 inches (40.4 meters)
</td></tr>
<tr><td width="30%"><b>Range:</b></td><td> 1,500 statute miles (1,300 nautical miles)<br /> Unlimited with air refueling</td><td> 2,200 nautical miles<br /> Unlimited with air refueling
</td></tr>
<tr><td width="30%"><b>Ceiling:</b></td><td> 25,000 feet (7,576 meters)</td><td> 30,000 ft.
</td></tr>
<tr><td width="30%"><b>Speed:</b></td><td colspan="2"> 300 mph (Mach 0.40) (at sea level)
</td></tr>
<tr>
<td valign="top" width="30%"><b>Armament: </b></td>
<td valign="top">
two M61 20mm Vulcan cannons <br />with 3,000 rounds<br />
one L60 40mm Bofors cannon<br /> with 256 rounds<br />
one M102 105mm howitzer<br /> with 100 rounds
</td><td valign="top">
One 25mm GAU-12 Gatling gun <br />(1,800 rounds per minute)<br />
one L60 40mm Bofors cannon <br />(100 shots per minute)<br />
one M102 105mm cannon <br />(6-10 rounds per minute)
</td></tr>
<tr><td width="30%"><b>Countermeasures </b></td><td colspan="2">
<li> AN/AAQ-24 Directional Infrared Countermeasures (DIRCM)
</li>
<li> AN/AAR-44 infrared warning receiver
</li>
<li> AN/AAR-47 missile warning system
</li>
<li> AN/ALE-47 flare and chaff dispensing system
</li>
<li> AN/ALQ-172 Electronic Countermeasure System
</li>
<li> AN/ALQ-196 Jammer
</li>
<li> AN/ALR-69 radar warning receiver
</li>
<li> AN/APR-46A panoramic RF receiver
</li>
<li> QRC-84-02 infrared countermeasures system
</li>
</td></tr>
<tr><td width="30%"><b>Crew:</b></td><td> 14 -- five
officers (pilot, co-pilot, navigator, fire control officer, electronic
warfare officer); nine enlisted (flight engineer, loadmaster, low-light
TV operator, infrared detection set operator, five aerial gunners)
</td><td> 13 total. Five officers (pilot, copilot, navigator, fire control officer,
electronic warfare officer); 8 enlisted (flight engineer, All Light Level TV
operator, infrared- detection set operator, four airborne gunners,
loadmaster)
</td></tr>
<tr><td width="30%"><b>Unit Cost:</b></td><td> $46.4 million (1992 dollars)</td><td>
$72 million
</td></tr>
<tr><td width="30%"><b>Date Deployed:</b></td><td> 1972</td><td>1995<a href="file:///C:/WINNT/Profiles/Administrator/Desktop/FTP%20Explorer.lnk"></a>
</td></tr>
<tr><td width="30%"><b>Inventory:</b> </td><td> Active force, 8;<br /> Reserve, 0; <br />ANG, 0 </td><td> 13 aircraft assigned to 16th Special Operation Wing's
4th Special Operations Squadron.
</td></tr>
</tbody></table>
</center>
<br />
<br />
<center>
<img src="https://fas.org/man/dod-101/sys/ac/ac-130-int.gif" />
<br />
<a href="https://fas.org/man/dod-101/sys/ac/ac130_04.jpg"><img src="https://fas.org/man/dod-101/sys/ac/ac130_04-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/ac-130-0210ac130.jpg"><img src="https://fas.org/man/dod-101/sys/ac/ac-130-0210ac130-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/ac-130h-19990803ac130a.jpg"><img src="https://fas.org/man/dod-101/sys/ac/ac-130h-19990803ac130a-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/ac_130h.jpg"><img src="https://fas.org/man/dod-101/sys/ac/ac_130h-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/ac-130-spectre-44.jpg"><img src="https://fas.org/man/dod-101/sys/ac/ac-130-spectre-44-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/ac-130-0430.jpg"><img src="https://fas.org/man/dod-101/sys/ac/ac-130-0430-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/ac-130-0430-2.jpg"><img src="https://fas.org/man/dod-101/sys/ac/ac-130-0430-2-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/ac-130-dll.jpg"><img src="https://fas.org/man/dod-101/sys/ac/ac-130-dll-s.jpg" /></a>
<a href="https://fas.org/man/dod-101/sys/ac/ac-130-nvg.jpg"><img src="https://fas.org/man/dod-101/sys/ac/ac-130-nvg-s.jpg" /></a></center>
<div dir="ltr" style="text-align: left;" trbidi="on">
<br /></div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-54618889678098294402019-10-08T12:16:00.002+03:002019-10-08T12:16:50.559+03:00Selecting HMI Remote Access Options<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1lJnivp9Z4cYGL-G-WtKGvJFPSUhJY-U7DZ6MH7gqIMu7uVU_gz8oKXiQfb_ItoYasnKSqJDOTkhEfOkHeLxXCWbDF4U7J1XVMpQsbQAVfyNDfBVpcsgAoVgXIptK-O6MIYdptuVzGZM/s1600/Figure-4-C-more-app-on-iPhone-600x561.png" imageanchor="1"><img border="0" data-original-height="561" data-original-width="600" height="598" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1lJnivp9Z4cYGL-G-WtKGvJFPSUhJY-U7DZ6MH7gqIMu7uVU_gz8oKXiQfb_ItoYasnKSqJDOTkhEfOkHeLxXCWbDF4U7J1XVMpQsbQAVfyNDfBVpcsgAoVgXIptK-O6MIYdptuVzGZM/s640/Figure-4-C-more-app-on-iPhone-600x561.png" width="640" /></a><br />
<br />
<br />
<em>There are two leading methods exist for establishing mobile
HMI connectivity, with one providing more cybersecurity. </em><br />
<em><br /></em>
Jonathan Griffith, product manager for Industrial Communications
& Power Supplies at AutomationDirect, wrote an article for the
September 2019 issue of <em>Control Engineering</em> titled <a aria-label=" (opens in a new tab)" href="https://www.controleng.com/articles/selecting-hmi-remote-access-options/" rel="noreferrer noopener" target="_blank">Selecting HMI Remote Access Options</a>. Here’s a summary, click on the link above for the full text.<br />
Mobile human-machine interface (HMI) access
has become a necessity for many industrial automation applications, with
users expecting the same level of access whether they are remote or
local. There are two typical methods for providing this access:<br />
<ul>
<li>Standard router without VPN</li>
<li>Cloud-hosted VPN router</li>
</ul>
Although the cloud-hosted solution requires
a subscription fee, it outperforms the standard solution with respect to security
and features.<br />
<div class="wp-block-image">
<figure class="alignright is-resized"><img alt="" class="wp-image-11205" height="410" src="https://library.automationdirect.com/wp-content/uploads/2019/09/Figure-1-Standard-Router-Diagram.jpg" width="357" /><figcaption> <em><b>Remote access to local automation components using a standard router is not recommended due to cybersecurity risks.</b></em> </figcaption></figure></div>
<h2>
<strong>Standard Router</strong></h2>
This is the low-cost conventional
option but requires careful management and introduces cybersecurity risks since
port forwarding opens “holes” in the firewall and exposes the network to
external threats. Remote PC users can connect to a PC or HMI that is on-site,
or they may us a mobile app.<br />
Jonathan points out shortcomings of
the standard router approach:<br />
<div class="wp-block-image">
<figure class="alignleft is-resized"><img alt="" class="wp-image-11206" height="369" src="https://library.automationdirect.com/wp-content/uploads/2019/09/Figure-2-Cloud-Hosted-VPN-Diagram.jpg" width="322" /><figcaption> <em><b>AutomationDirect’s
StrideLinx cloud-hosted VPN offers secure connectivity for mobile HMI
applications hosted on laptops, smartphones and tablets.</b></em> </figcaption></figure></div>
<em>The main concern with this approach
is the security risk associated with port forwarding in mobile and PC-based
applications. It’s easy for a hacker to determine which ports are open on a
firewall, thereby gaining entrance to the corporate or plant network through
the router. While port forwarding can be extremely efficient and useful when
done within a corporate or plant network, it is extremely dangerous to use this
functionality at an internet-corporate interface.</em><br />
<em><br /></em>
Organizations should avoid this
approach for new installations, and should convert existing installations to a
more secure method.<br />
<h2>
<strong>Cloud-Hosted VPN Router</strong></h2>
<div class="wp-block-image">
<figure class="alignright is-resized"><img alt="stride hmi remote access" class="wp-image-11207" height="206" sizes="(max-width: 248px) 100vw, 248px" src="https://library.automationdirect.com/wp-content/uploads/2019/09/Figure-3-VPN-routers-1024x852.jpg" srcset="https://library.automationdirect.com/wp-content/uploads/2019/09/Figure-3-VPN-routers-1024x852.jpg 1024w, https://library.automationdirect.com/wp-content/uploads/2019/09/Figure-3-VPN-routers-600x499.jpg 600w, https://library.automationdirect.com/wp-content/uploads/2019/09/Figure-3-VPN-routers-768x639.jpg 768w" width="248" /><figcaption> <em><b>These
AutomationDirect StrideLinx VPN routers provide the pre-configured
functionality needed for cloud-based connectivity, simplifying
implementation. They include 5GB of free VPN data exchange per month,
sufficient for most troubleshooting, monitoring, and programming needs.</b></em> </figcaption></figure></div>
This method creates an encrypted
connection from the local VPN router to the cloud-hosted VPN router, allowing remote
users to securely connect via the cloud. Typical cloud-hosted VPN options
include a local VPN router, a cloud-hosted VPN server, a VPN client, and
connected automation components.<br />
The local router establishes a
connection to the cloud-hosted VPN server upon startup, using outbound
connections which usually require no corporate IT action. Remote users connect
only upon verified request. Once both connections are made, all data passing
through the VPN tunnel are secure.<br />
<h2>
<strong>Simple Router Configuration</strong></h2>
Cloud-hosted VPNs are offered with
preconfigured routers and a predefined cloud server, so non-IT staff can easily
install them, as long as they know the local area network IP addresses. Other built-in
advanced features such as cloud data logging and alarm notification are available.<br />
<h2>
<strong>App-Based Access in Action</strong></h2>
<br />
<div class="wp-block-image">
<figure class="alignleft is-resized"><img alt="hmi remote access app" class="wp-image-11208" height="198" sizes="(max-width: 213px) 100vw, 213px" src="https://library.automationdirect.com/wp-content/uploads/2019/09/Figure-4-C-more-app-on-iPhone-1024x957.png" srcset="https://library.automationdirect.com/wp-content/uploads/2019/09/Figure-4-C-more-app-on-iPhone-1024x957.png 1024w, https://library.automationdirect.com/wp-content/uploads/2019/09/Figure-4-C-more-app-on-iPhone-600x561.png 600w, https://library.automationdirect.com/wp-content/uploads/2019/09/Figure-4-C-more-app-on-iPhone-768x718.png 768w" width="213" /><figcaption> <em><b>AutomationDirect’s
C-more HMI mobile app works securely when used in conjunction with the
secure StrideLinx VPN router. It’s available for iOS and Android
devices.</b></em></figcaption><figcaption><em><b><br /></b></em></figcaption><figcaption><em><b><br /></b></em></figcaption></figure></div>
<div dir="ltr" style="text-align: left;" trbidi="on">
The StrideLinx service also comes
with mobile apps so users can easily access the cloud-based logged data, and use
widgets to configure dashboards for viewing live data. The C-more HMI mobile
app works securely in conjunction with the StrideLinx service.<br />
<h2>
<strong>Cloud-Based VPN Security</strong></h2>
<br />
Access to local HMIs and automation systems by mobile devices and
laptops is a necessity for many OEMs and other companies. Using a
cloud-hosted VPN to provide this access results in a secure system with
simple installation, configuration, and maintenance.</div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-60807378163098611392019-10-08T12:11:00.001+03:002019-10-08T12:11:30.781+03:00PLC Package Handling<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHCrgYpgf62A6uLYlwuf9BdtJe8Fg92AoStJYiqIBLul2mbGfLXHrTAM894kvPAqLk49SJjt_mTPNtV6nOOjQ5UjLcIh-bp6O4TD14kvdxrBhWUOlEOENXF7OfKWpjAbyQhFk_W0Z7A58/s1600/DSC01299.JPG" imageanchor="1"><img border="0" data-original-height="750" data-original-width="1280" height="375" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHCrgYpgf62A6uLYlwuf9BdtJe8Fg92AoStJYiqIBLul2mbGfLXHrTAM894kvPAqLk49SJjt_mTPNtV6nOOjQ5UjLcIh-bp6O4TD14kvdxrBhWUOlEOENXF7OfKWpjAbyQhFk_W0Z7A58/s640/DSC01299.JPG" width="640" /></a><br />
<br />
PLCs play a major role when it comes to material or package handling
operations. Conveyors, motors, drives, object detection sensors and of
course controllers are used quite often when it comes to delivering your
suitcase to the right airplane or getting the laptop you ordered to the
right delivery truck. But how would you go about coding the PLC for a
package handling application? Fortunately, I have firsthand experience
with these kinds of systems and I’ll show you one way to go about it. <br />
<div class="wp-block-image">
<figure class="alignright"><img alt="" class="wp-image-11217" src="https://library.automationdirect.com/wp-content/uploads/2019/09/Plc-Speaking-1.png" /></figure></div>
To track a package as it moves along a conveyor, you first need to
let the PLC know when and how far the conveyor is moving. This can be
done by mounting a rotary encoder along the conveyor belt. Rotary
encoders…well…rotate…and will emit a digital pulse for a set amount of
rotation. For example, the TRD-MX1000AD rotary encoder will supply 1,000
pulses for every complete revolution. If one revolution equals 1 ft of
travel, then the amount of distance travelled per pulse seen by the
controller is .012 inch ((1ft. or 12 inches)/1000 pulses). The ppr or
pulses-per-revolution of the encoder will determine how accurate the
positioning or tracking can be. <br />
<br />
One thing to remember with encoder signals is that the speed of the
conveyor belt will determine if high-speed input capability is required.
Using the example encoder above, if the conveyor at our facility is run
at a speed of 120 ft/m, with 1,000 pulses coming into the PLC every 12
inches, that would be 2,000 pulses per second (trust me it works out ). The PLC might not be able to keep up with these encoder pulses
during its normal scan time and therefore would require high-speed input
functionality to be sure no pulses were missed. Missed pulses mean the
tracking will be off, and if it’s off enough, that could mean a diverter
missing a suitcase on its way to the plane or crushing the laptop you
just ordered. <br />
<br />
For our example, we don’t need a high level of accuracy so for
simplicity we are going to use an encoder that provides 1 pulse per
every inch of travel. We’ll also need a photoeye, so the PLC knows when a
box is present at the start of the conveyor line. We’ll be controlling
three diverters and for a little extra, we’ll add a selector switch to
determine which chute the package should divert to depending on the day
of the week. Once we have all that installed and wired up, we are ready
to code. <br /> <br />
<h2>
Getting a Handle on Package Handling</h2>
When
it comes to programming any device, there are many methods and techniques
possible. I am going to use ladder logic for this package handling application.
I will utilize a shift register, a FIFO queue, a counter, and a few other
elements. Oh, and I will be doing all of this with the FREE Do-more Designer
PLC software. This software is very powerful, and the convenient simulator will
allow me to test <br />
the logic operation and hopefully prove this <br />
actually works. <br />
<div class="wp-block-image">
<figure class="aligncenter"><img alt="" class="wp-image-11218" sizes="(max-width: 627px) 100vw, 627px" src="https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-2.jpg" srcset="https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-2.jpg 627w, https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-2-600x134.jpg 600w" /></figure></div>
Above
is a diagram of the package handling conveyor system we will be controlling.
The photoeye is right up front, so we know when a box is present, and the three
diverters are positioned at different locations along the belt. We also have an
encoder mounted to the conveyor and our chute selector switch is there as well.
The whole conveyor line is approximately 17 feet long. Chute 1 is the outbound
chute used during Monday, Wednesday and Friday operations. Chute 3 is used on
Tuesdays for inbound processing. Chute 5 is used on Thursdays to feed the
international package line. What about Chutes 2 and 4 you ask? Well, let’s just
say they are manually controlled and used during peak seasons so we will ignore
them. <br />
<div class="wp-block-image">
<figure class="aligncenter"><img alt="plc package handling" class="wp-image-11219" sizes="(max-width: 636px) 100vw, 636px" src="https://library.automationdirect.com/wp-content/uploads/2019/09/Plc-speaking-3.png" srcset="https://library.automationdirect.com/wp-content/uploads/2019/09/Plc-speaking-3.png 636w, https://library.automationdirect.com/wp-content/uploads/2019/09/Plc-speaking-3-600x498.png 600w" /></figure></div>
<div class="wp-block-image">
<figure class="aligncenter"><img alt="plc package handling" class="wp-image-11220" sizes="(max-width: 626px) 100vw, 626px" src="https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-4.png" srcset="https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-4.png 626w, https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-4-600x449.png 600w" /></figure></div>
First,
in order to track the position of the box(es) on the belt I will use a shift
register. As you can see in the code below, I will shift the shift register
with every encoder pulse. By making each shift equal one pulse I am essentially
making each shift equal one inch of travel. Since I know the location of my
diverters in inches from the start of the belt, I know the exact bit in my
shift register that corresponds to the diverter location I am looking for. For
example, the middle of Chute 3 is 8.333 ft or approximately 100 inches from the
start. My shift register starting bit is C64, so the bit I am concerned with
for Chute 3 is C164, in other words, it’s C64 + 100 shifts. <br />
<br />
The
photoeye will determine whether a 1 or a 0 is shifted into the register. When
the eye is clear, 0’s will be shifted in and when it’s blocked 1’s will. This
creates a group of 1’s, that represent the box, being shifted through the
register, which represents the length of the conveyor belt. As soon as the C164
bit has a 1 shifted into it, I know the leading edge of the box has arrived at
the middle of Chute 3. <br />
<br />
Now
when using diverters, it’s important that you do not fire too early on the box
since it could be crushed against the side wall or too late since it may just
spin and not fall down the chute. You want to aim for the middle of the box. To
do that, in the next set of rungs, I’m calculating the middle point of each
passing box. The counter in rung 2 will increment the count, while the photoeye
is blocked, for each inch the encoder moves. This will count the number of
inches needed for the box to completely pass the photoeye or, in other words,
it supplies the length of the box in inches. <br />
Once
the box clears the photoeye, in rung 3, I then take the length counted and
divide it in half to get the middle point. The middle point is stored in D0 and
the count is reset for the next box.<br />
<div class="wp-block-image">
<figure class="aligncenter"><img alt="plc package handling" class="wp-image-11221" sizes="(max-width: 906px) 100vw, 906px" src="https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-5.png" srcset="https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-5.png 906w, https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-5-592x600.png 592w, https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-5-768x778.png 768w" /></figure></div>
Mind
your Ps and Queues<strong></strong><br />
In
a normal package handling operation, there are many packages being conveyed and
diverted. To keep track of the numerous middle points I could have, and to keep
them in sequential order, I queue up these values using the FIFO in rung 4.
Once each box clears the photoeye, the middle point for that box is loaded in
the FIFO queue. Then the next middle point is loaded and so on. The FIFO queue
is set up to hold 255 middle points, which for our facility is more than needed
for this conveyor line.<br />
<br />
On the other side of the FIFO, rung 5 will unload one
value from the queue when the leading edge of a box (represented by the first 1
in the shifted group of 1’s mentioned earlier) has reached the register bit
that corresponds to the needed diverter. C300 is being used to hold the value
of the bit in the shift register that pertains to the correct diverter
location. This is done so the selector switch can change the register bit for
the required diverter. As mentioned previously, Chute 3’s bit in the shift
register is C164. When the leading 1 in the group of 1’s being shifted finally
reaches this bit, the middle point value for that box will be unloaded. That
value is then decremented once with each encoder pulse to delay the diverter
firing until the box moves the correct number of extra inches along the belt.
This will make the diverter arm strike the middle of the box as opposed to the
front. Rungs 6,7 and 8 will turn on
the output to fire each diverter as selected by the selector switch. To do so,
the corresponding shift register bit must see a 1 and the middle point value
must have been counted down to 0. <br />
<div class="wp-block-image">
<figure class="aligncenter"><img alt="plc package handling" class="wp-image-11222" sizes="(max-width: 631px) 100vw, 631px" src="https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-6.png" srcset="https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-6.png 631w, https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-6-600x336.png 600w" /></figure></div>
Rungs
9, 10 and 11 will choose the correct shift register bit value to load into C300
depending on what position the selector switch is in. We know C164’s value is
loaded for Chute 3 and we can see in this rung that C114’s value is used for
Chute 1 and C187’s is for Chute 5. Those bit locations in the register
correspond to the 4.2 ft. distance to Chute 1, the 8.3 ft. distance to Chute 3
and the 15.5 ft. distance to Chute 5 from the starting point of <br />
the conveyor. <br />
<div class="wp-block-image">
<figure class="aligncenter"><img alt="plc package handling" class="wp-image-11223" sizes="(max-width: 630px) 100vw, 630px" src="https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-7.png" srcset="https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-7.png 630w, https://library.automationdirect.com/wp-content/uploads/2019/09/plc-speaking-7-600x359.png 600w" /></figure></div>
<br />
And that’s it! Each package loaded should be diverted to the
appropriate chute. As mentioned previously, there are many ways to go
about coding an application such as this. The way I did it here is just
one of the ways it can be done. Regardless, as you can see, the shift
register and FIFO instructions within the Do-more Designer software made
quick work out of coding this. Although I did not discuss it much, the
project simulator was also a giant help. If you would like more
information on the FREE Do-more Designer software or the Do-more BRX
PLC, head on over to <a href="https://www.brxplc.com/">www.BRXPLC.com</a>.<br />
<div dir="ltr" style="text-align: left;" trbidi="on">
<br /></div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-2287252692118888412019-10-08T11:49:00.000+03:002019-10-08T11:49:25.548+03:00TI Introduces Four New Buck-Boost Converters Aimed for Battery-Powered Designs<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="lead" itemprop="headline">
<b><span style="color: purple;">A new family of low-quiescent-current buck-boost devices delivers up to 2.5 A in a compact footprint.</span></b></div>
<div class="lead" itemprop="headline">
<br /></div>
Texas
Instruments has just announced a new family of DC/DC noninverting
buck-boost converters designed with an emphasis on battery-powered
devices.<br />
The family—theTPS63802, TPS63805, TPS63806, and TPS63810—require few
external components, which makes them suitable for applications where
space is at a premium. This goes hand-in-hand with TI’s assertion that
they are up to 25% smaller than similar devices available on the market.<br />
<br />
<img alt="" src="https://www.allaboutcircuits.com/uploads/articles/Texas_Instruments_DC:DC_noninverting_buck-boost_converters.jpeg" style="border: solid 1px #CDCDCD; height: 443px; width: 800px;" /><br />
<h5 style="text-align: center;">
<em>Image from Texas Instruments</em></h5>
<br />
One of the features TI has highlighted is their quiescent current, as low as 11- to 15-µA I<sub>Q</sub> for excellent light-load efficiency. This serves to minimize power losses and extend run times in battery-driven applications.<br />
Some relevant applications TI has in mind for these products are:<br />
<ul>
<li>Portable electronic point-of-sale terminals</li>
<li>Grid infrastructure metering devices</li>
<li>Wireless sensors</li>
<li>Handheld electronic devices</li>
</ul>
<br />
<h3>
Shared Specs for the Buck-Boost Family</h3>
All four family members share some similarities. They all, for
example, offer both a wide input voltage range (1.3-V to 5.5-V) and a
wide output voltage range (1.8-V to 5.2-V), requiring less than 1.8V for
startup.<br />
<br />
<strong>Additional shared specs include:</strong><br />
<ul>
<li>2 A output current for V<sub>IN</sub> ≥ 2.3 V, V<sub>OUT</sub> = 3.3 V</li>
<li>Power save mode with mode selection</li>
<li>Peak current buck-boost mode architecture
<ul>
<li>Seamless transition between buck, buck-boost and boost operation modes</li>
<li>Forward and reverse current operation</li>
<li>Start-up into pre-biased outputs</li>
</ul>
</li>
</ul>
<br />
<strong>Safety and robust operation features:</strong><br />
<ul>
<li>Integrated soft start</li>
<li>Overtemperature and overvoltage protection</li>
<li>True shutdown function with load disconnect</li>
<li>Forward and backward current limit</li>
</ul>
<br />
<strong>Small solution size:</strong><br />
<ul>
<li>Small 0.47 µH inductor</li>
<li>Works with 22 µF minimum output capacitor</li>
</ul>
<br />
<h4>
TPS63802/5/6</h4>
The <a href="https://www.ti.com/product/TPS63802" target="_blank">TPS63802</a>, <a href="https://www.ti.com/product/TPS63805" target="_blank">TPS63805</a>, and <a href="https://www.ti.com/product/TPS63806" target="_blank">TPS63806</a> share
several features (and a datasheet), including the ability to support up
to 2 A across a programmable output voltage and the ability to switch
between buck and boost modes automatically based on input voltage (which
helps to avoid unnecessary toggling between modes).<br />
The differences between the devices can be broken down into
the TPS63802 vs. the TPS63805 and TPS63806. The TPS63802 differs from
the other two in the number of cycles for the buck-boost mode when the
input voltage is just about equivalent to the output voltage (3 cycles
compared to 4). The TPS63802 is also slightly larger at 2mm by 3mm
(compared to 2.3mm by 1.4mm each).<br />
<br />
<a href="https://www.allaboutcircuits.com/uploads/articles/Texas_Instruments_Block_Diagram_for_the_TPS63802:5:6.jpg" target="_blank"><img alt="Texas Instruments_Block diagram for the TPS63802/5/6" src="https://www.allaboutcircuits.com/uploads/articles/Texas_Instruments_Block_Diagram_for_the_TPS63802:5:6.jpg" style="border: solid 1px #CDCDCD; height: 537px; width: 700px;" /></a><br />
<h5 style="text-align: center;">
<em>Block diagram for the TPS63802/5/6. Image from <a href="https://www.ti.com/product/TPS63802" target="_blank">Texas Instruments</a></em></h5>
<br />
<h4>
TPS63810</h4>
The TPS63810 is an I<sup>2</sup>C programmable buck-boost converter
intended primarily for applications supplied from a single-cell Li-ion
battery. Its control scheme employs three distinct operating modes:
buck, boost, and buck-boost. The device affords extremely predictable
behavior during buck-boost operation, and with a quiescent current of
only 11 µA, the TPS63810 achieves efficiencies greater than 90% for
output currents from 1 mA to 2 A.<br />
Due to a fast dynamic response, it can maintain tight regulation of the output voltage in the presence of load transients.<br />
<br />
<a href="https://www.allaboutcircuits.com/uploads/articles/Texas_Instruments_simplified_schematic_TPS63810.jpg" target="_blank"><img alt="Texas Instruments_simplified schematic for the TPS63810" src="https://www.allaboutcircuits.com/uploads/articles/Texas_Instruments_simplified_schematic_TPS63810.jpg" style="border: 1px solid rgb(205, 205, 205); height: 540px; width: 700px;" /></a><br />
<h5 style="text-align: center;">
<em>Simplified schematic of the TPS63810. Image from <a href="https://www.ti.com/lit/ds/symlink/tps63810.pdf" target="_blank">Texas Instruments</a></em></h5>
<br />
The TPS63810 is available in a DSBGA package measuring 2.3 by 1.4 mm.
Because it requires but five external components, it can be implemented
within a PCB area of only 39 mm<sup>2</sup>.<br />
<br />
<hr />
<br />
<br />
What are your top concerns when designing a battery-powered device? Share your experiences in the comments below.</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-60076693755983376972019-10-06T10:19:00.002+03:002019-10-06T10:20:14.053+03:00The US Navy is planning to equip a destroyer with a laser system by 2021<div dir="ltr" style="text-align: left;" trbidi="on">
<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHAN0cl-bTjDqdzxmhjoHFJ3M2qxzqT__xqiwkpa54IU5G4jfIslMxGpeA4F9_IQcvxoZiSK5Kl6HU0YG2L4FyoTDVNmrdbwDz1CY9OxVYzlwekPFByhBv_AobQfTAzw_oAOEeteH0kkM/s1600/MBDA.jpg" imageanchor="1"><img border="0" data-original-height="600" data-original-width="800" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHAN0cl-bTjDqdzxmhjoHFJ3M2qxzqT__xqiwkpa54IU5G4jfIslMxGpeA4F9_IQcvxoZiSK5Kl6HU0YG2L4FyoTDVNmrdbwDz1CY9OxVYzlwekPFByhBv_AobQfTAzw_oAOEeteH0kkM/s640/MBDA.jpg" width="640" /></a><br />
<br />
<div class="c-entry-content ">
<div id="HpP1nX">
<b>The US military is increasingly looking to use lasers on the battlefield, and a new report suggests that the Navy is planning to equip an Arleigh Burke-class destroyer with a HELIOS laser defense system in 2021. </b></div>
<div id="HpP1nX">
<b><br />
</b></div>
<div id="t67iMa">
<b>The Navy’s director of surface warfare, Rear Admiral Ron Boxall, <a href="https://www.defensenews.com/naval/2019/05/23/when-it-comes-to-missile-killing-lasers-the-us-navy-is-ready-to-burn-its-ships/">told <em>Defense News</em></a> that the service is planning to install the High Energy Laser and Integrated Optical-dazzler with Surveillance system on the USS Preble by 2021. It will replace an existing defensive platform called the <a href="https://www.raytheon.com/capabilities/products/ram">Rolling Airframe Missile</a> (RAM) system, which was designed to intercept and destroy incoming missiles and other threats before they reach a ship. </b></div>
<div id="t67iMa">
<b><br />
</b></div>
<div id="c9AYQx">
<b>The Navy began testing a precursor laser system, the AN/SEQ-3, back in 2013 as a proof-of-concept that could be used against small drones or boats that was later put into <a href="https://www.cnn.com/2017/07/17/politics/us-navy-drone-laser-weapon/index.html">operation onboard the USS Ponce</a> from 2014 until the ship was decommissioned last year. The <a href="https://www.prnewswire.com/news-releases/lockheed-martin-receives-150-million-contract-to-deliver-integrated-high-energy-laser-weapon-systems-to-us-navy-300606676.html">Navy awarded a $150 million contract to Lockheed Martin</a> to design, build, and deliver a successor system by 2020 — two laser systems, one of which would be installed onboard a ship, while the other would be used for testing at the White Sands Missile Range in New Mexico. Lockheed Martin is expected to deliver the system sometime next year. </b></div>
<div id="c9AYQx">
<b><br />
</b></div>
<div class="c-float-right">
<br />
<aside id="2YUlWl"><q><b>The laser system could also be used to provide information to the ship’s targeting computer</b></q></aside></div>
<div id="ozbjvM">
<b>HELIOS is a close-in defense system that is designed to protect against a variety of threats, such as small boats, drones, and missiles. The system is a 60-kilowatt laser that could eventually go up to 150 kilowatts and would tie directly into a ship’s power source. Lockheed Martin says that it won’t need to bring along “extra energy magazines or batteries onto the ship. It fits within the ship’s power.” The system will also connect to the existing Aegis Combat System, an automated system that uses a ship’s onboard radar to guide weapons to their targets. With that in mind, Boxall noted that the system could be more than just a weapon: it can also feed data back to Aegis. “A lot of people think that lasers are just something that shoots but lasers are also a very good sensor. As you get closer to a radar, your radar gets worse. As you get closer to a laser, it gets better,” he said. </b></div>
<div id="ozbjvM">
<b><br />
</b></div>
<div id="6beYHX">
<b>Other branches of the military have also been working to develop their own laser systems. The US Air Force recently conducted a successful test with a system called the Self-Protect High Energy Laser Demonstrator (SHiELD), which it used to shoot down several missiles in flight. Laser systems are appealing for a couple of reasons: they can hit a target instantly, and they won’t be constrained by a limited magazine. There are some drawbacks, however. Laser systems can only engage a single target at a time, and analysts say that even as ships are equipped with lasers, they will still likely continue to carry missile defense systems for the time being. </b></div>
<div id="6beYHX">
<b><br />
</b></div>
</div>
<div dir="ltr" style="text-align: left;" trbidi="on">
<br /></div>
</div>
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj3tcPn-1Cl1zlLEQN4GsdDzTu2gkfwNuWJy2fDb1yg78T0kj6Ke-FVXOKtYYV7-k3IOyvs4j1ymtaQ56JTH-fe6huLMOzpWltRAsTqhUSz0klGNzWvabUmq2jWJuHga61ppVHiihws_Wo/s1600/8455083961_e35ca88676_k.0.jpg" imageanchor="1"><img border="0" data-original-height="613" data-original-width="920" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj3tcPn-1Cl1zlLEQN4GsdDzTu2gkfwNuWJy2fDb1yg78T0kj6Ke-FVXOKtYYV7-k3IOyvs4j1ymtaQ56JTH-fe6huLMOzpWltRAsTqhUSz0klGNzWvabUmq2jWJuHga61ppVHiihws_Wo/s640/8455083961_e35ca88676_k.0.jpg" width="640" /></a><br />
<figcaption><b><span style="color: purple;">SAN DIEGO (Feb. 6, 2013) The Arleigh Burke-class
guided-missile destroyer USS Preble (DDG 88) departs Naval Base San
Diego for a scheduled underway. (U.S. Navy photo by Mass Communication
Specialist 3rd Class Carlos M. Vazquez II/Released) 130206-N-WD757-079
Join the conversation http://www.facebook.com/USNavy
http://www.twitter.com/USNavy http://navylive.dodlive.mil</span></b></figcaption><span class="e-image__meta"><b><span style="color: purple;">
<cite>Image: U.S. Navy</cite></span></b>
</span></div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-90640766115789212302019-10-06T09:58:00.000+03:002019-10-06T09:59:27.990+03:00This Is Our Best Look Yet At The Elite FBI Hostage Rescue Team's UH-60 Black Hawks<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0rnURORSf0dk4mhFoybRN7nYtse7lwjTZtjxTSNf33iYYMNlaah8CzJjLnPhCt2QHli77zUxx0e16xhLP0_x9z_hQg9TBjPlzRZMjV0zYmQ0fWnGMG5cvu14KwdYrU9ZfdcEtUyxAyxw/s1600/aaaaa.jpg" imageanchor="1"><img border="0" data-original-height="810" data-original-width="1440" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0rnURORSf0dk4mhFoybRN7nYtse7lwjTZtjxTSNf33iYYMNlaah8CzJjLnPhCt2QHli77zUxx0e16xhLP0_x9z_hQg9TBjPlzRZMjV0zYmQ0fWnGMG5cvu14KwdYrU9ZfdcEtUyxAyxw/s640/aaaaa.jpg" width="640" /></a><br />
<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
<div class="articleFragment paragraph first-paragraph">
Regular readers of <em>The War Zone</em> may remember a pair of stories from last year
regarding what appeared to be domestic training exercises involving the
Federal Bureau of Investigation's elite Hostage Rescue Team, or HRT,
and their UH-60M Black Hawk helicopters. Now the FBI has offered its own
inside look at another such exercise in South Carolina that included
the Black Hawks. This confirms our earlier assessment that those
helicopters belonged to the Bureau and offers a closer look at their
exact configuration.<br />
<br />
Members of HRT and other FBI agents,
including trainees, together with elements from the South Carolina
National Guard and no less than 10 other state and local agencies, <a href="https://www.fbi.gov/news/stories/south-carolina-hrt-training-092719" rel="noopener noreferrer" target="_blank">conducted the exercise</a> in Charleston between Aug. 5 and 7, 2019. The <a href="http://proceedings.ndia.org/7490/Beeson.pdf" rel="noopener noreferrer" target="_blank">SeaHawk Interagency Operations Center</a>,
which the Department of Homeland Security and Department of Justice run
together as part of managing security at the Port of Charleston, also
participated. At least three UH-60Ms from HRT's Tactical Helicopter
Unit, along with two of the Bureau's Special Operations Craft-Riverine
(SOC-R) boats, which you can read about in more detail here, helped move personnel around the littoral areas in and around the coastal city.<br />
<br />
<div class="articleFragment paragraph">
"The goal was to build a
realistic scenario to exercise a range of techniques," an unnamed
special agent from the FBI's field office in South Carolina's capital
Colombia said <a href="https://www.fbi.gov/news/stories/south-carolina-hrt-training-092719" rel="noopener noreferrer" target="_blank">in an official interview</a>.
“The local agencies gain a better understanding of the FBI’s
capabilities and special equipment. The HRT trainees see how incredibly
important it is to seek out the local expertise and collaborate with
regional and state partners."<br />
<div class="ad viewed" data-ad-type="teAd">
<div id="ad-2">
</div>
</div>
</div>
<figure class="figure " data-pos="0" id="fig1" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive-2.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1570226175284-agencies.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=a0c1f7ac44a4228cf9000034a8974a13" /><div class="credit">
FBI</div>
<div class="caption-container">
A full list of the participants in the August exercise in Charleston, South Carolina.</div>
</div>
</figure><div class="articleFragment paragraph">
The
exercise scenario involved reports that an individual, belonging to a
fictitious domestic militia group, had thrown a bag off Ravenel Bridge, a
span that crosses Copper River and Drum Island linking Charleston with
the suburb of Mt. Pleasant to the northeast. The FBI and its local
partners spent three days gathering mock evidence, conducting a
simulated manhunt, and defusing various surrogate improvised explosive
devices, including a vest strapped to an individual playing the role of a
hostage.</div>
<figure class="figure " data-pos="1" id="fig2" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1570223258309-bomb.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=583acb992c082191dea5d2a2249b7254" /><div class="credit">
<b>FBI</b></div>
<div class="caption-container">
<b>An
HRT tactical special agent bomb technician trainee, flanked by members
of the Charleston Police Department SWAT team, investigates a mock pipe
bomb during the August 2019 exercise in South Carolina.</b></div>
</div>
</figure><div class="articleFragment paragraph">
During
the exercise, HRT's UH-60Ms inserted personnel into hard to reach areas
via fast ropes and extracted them using rope ladders. One of the
helicopters used its hoist to conduct at least two mock rescue
operations, retrieving "injured" individuals from a boat belonging to
the North Charleston Fire Department and one of the FBI's SOC-Rs.</div>
<figure class="figure " data-pos="2" id="fig3" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive-2.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1570223492702-hawk-2.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=bb6483cf86f721a8120dd5b23c1b4876" /><div class="credit">
<b>FBI</b></div>
<div class="caption-container">
<b>One of HRT's UH-60Ms hoists an individual up from a SOC-R during the training exercise in South Carolina in August.</b></div>
</div>
</figure><figure class="figure " data-pos="3" id="fig4" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1570223499713-fire-boat.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=3718e141c39a78ac72fc5f9a9bb82540" /><div class="credit">
<b>FBI</b></div>
<div class="caption-container">
<b>HRT members "rescue" a first responder from a North Charleston Fire Department boat.</b></div>
</div>
</figure><div class="articleFragment paragraph">
HRT has been <a href="https://tacairnet.com/2015/11/23/the-fbi-is-home-to-some-of-the-baddest-special-ops-aviators-around/" rel="noopener noreferrer" target="_blank">operating various helicopters</a> since its inception in 1983, including Bell 407s and 412EPs and <a href="https://www.thedrive.com/the-war-zone/22879/this-ghost-of-a-helicopter-likely-had-a-secret-role-in-reagans-tear-down-this-wall-speech" rel="noopener noreferrer" target="_blank">MD 500-series Little Birds</a>. Starting in 2009, HRT began acquiring new UH-60Ms via U.S. Army contracts and reportedly now <a href="https://tangentlink.com/fbi-orders-an-additional-uh-60m-black-hawk/" rel="noopener noreferrer" target="_blank">has six of them</a> in total. Since then, the Army has also begun to divest earlier model UH-60s to other U.S. government agencies and foreign partners
through its Black Hawk Exchange and Sales Team (BEST) program. The
Department of Justice has received some of these second-hand Black
Hawks, but it is unclear if they have gone to the FBI or other agencies.<br />
While
the FBI's Black Hawks might have the same overall green paint job, the
photos the Bureau released from the exercise show that their helicopters
have some distinct features, including the hoist, compared to their standard Army cousins. It is also clear that they are dead ringers for unknown helicopters seen flying around Chicago in September 2018 and in and around the Port of Miami in December of that year, right down to the simple "United States" marking on the tail.<br />
The
FBI Black Hawks notably have two satellite communications antennas on
the roof, which one typically does not see on standard Army examples.
One of the UH-60Ms present during the exercise in Charleston had a pair
AV 2091 "<a href="https://www.ultralifecorporation.com/ECommerce/product/av2091-1/egg-beater-satcom-antenna" rel="noopener noreferrer" target="_blank">Eggbeater</a>" or "<a href="https://www.marlboroughcomms.com/capabilities/soldier-systems/antennas/av2091-2-o-wing-uhf-satcom/" rel="noopener noreferrer" target="_blank">O Wing</a>" UHF SATCOM antennas, though the FBI Black Hawks seen in Chicago and Miami had <a href="https://www.cobham.com/communications-and-connectivity/aerospace-connectivity/antennas-and-terminals-for-satcom/uhf-satcom-antennas/uhf-land-satcom-antennas/19-429mm-uhf-satcom-antenna-datasheet/docview/" rel="noopener noreferrer" target="_blank">X-shaped UHF SATCOM antennas</a>. </div>
<figure class="figure " data-pos="4" id="fig5" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1570223741176-antenna.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=b41fb3bb6f6f0478a0cb0939eb5d626b" /><div class="credit">
<b>FBI</b></div>
<div class="caption-container">
<b>A
HRT member rappels from a UH-60M during the August exercise in South
Carolina. The two "Eggbeater" or "O Wing" UHF SATCOM antennas are
clearly visible on top. This particular helicopter also has a notable
hammerhead shark artwork on the engine cover.</b></div>
</div>
</figure><figure class="figure " data-pos="5" id="fig6" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive-3.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1570223908312-antennas-2.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=f83de02a3a3c6fae6d90c59cc92d9120" /><div class="credit">
<b>Owen from Miami</b></div>
<div class="caption-container">
<b>A
lower quality picture of one of the FBI's UH-60Ms in Miami in December
2018, with X-shaped UHF SATCOM antennas on top of the fuselage</b>.</div>
</div>
</figure><div class="articleFragment paragraph">
These
are in addition to multiple blade-style aerials that are also typically
associated with communications systems on top and underneath the
fuselage, which are more reminiscent of what one might expect to see on Army UH-60s.
The extensive communications suite may reflect the FBI's expectation
that HRT will be operating in environments with various different
actors, including civilian first responders and members of the U.S.
military, who may all have their own networks,
and will need to be able to readily connect with all of them. The sheer
number of different agencies involved in this one exercise in South
Carolina certainly underscores this reality.<br />
<br />
Interestingly, as with Army Black Hawks, the FBI UH-60Ms have the mounts on the nose and tail for the AN/AAR-57 <a href="https://www.baesystems.com/en-us/product/anaar57-common-missile-warning-system-cmws" rel="noopener noreferrer" target="_blank">Common Missile Warning System's</a>
(CMWS) electro-optical sensors, as well as a bracket on each side of
the tail for countermeasures dispensers for decoy flares. When
installed, the CMWS provides audio and visual warnings about incoming
short-range infrared-homing missiles and a central control unit can be
set to automatically employ countermeasures, such as flares.</div>
<figure class="figure " data-pos="6" id="fig7" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1570224420009-uh-60m.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=1e172390f13c1d6be7afbdbb7d81dd7d" /><div class="credit">
<b>US Army</b></div>
<div class="caption-container">
<b>A
standard US Army UH-60M with the CMWS sensors installed, most clearly
visible on the nose, and countermeasures dispensers fitted to the sides
of the tail.</b></div>
</div>
</figure><div class="articleFragment paragraph">
It
is possible that these features were simply included on all of the
UH-60Ms in the Army's order, even the ones earmarked for the FBI.
There's no clear indication that HRT is necessarily worried about the
threat from weapons such as shoulder-fired surface-to-air missiles, also
known as man-portable air defense systems, or MANPADS, in a domestic context. That being said, in the past, the U.S. government has <a href="https://2009-2017.state.gov/t/pm/wra/c62623.htm" rel="noopener noreferrer" target="_blank">noted the potential danger</a> MANPADS would pose, <a href="https://fas.org/asmp/campaigns/MANPADS/DHSfactsheet25aug04.htm" rel="noopener noreferrer" target="_blank">especially to airports</a>, in the United States. In addition, HRT personnel do deploy overseas, <a href="https://www.washingtonpost.com/world/national-security/inside-the-fbis-secret-relationship-with-the-militarys-special-operations/2014/04/10/dcca3460-be84-11e3-b195-dd0c1174052c_story.html" rel="noopener noreferrer" target="_blank">including on joint operations</a>
with U.S. military special operators, and having the ability to install
these defensive systems on its Black Hawks could allow it to deploy its
own air support to higher threat environments, if necessary.<br />
Beyond
offering an opportunity to take a good look at the FBI's Black Hawks,
the exercise in South Carolina was also just another good example of the
kind of hyper-realistic training activities that elite U.S. government
agencies, including law enforcement groups such as HRT and military
special operations forces, regularly engage in domestically. As <em>The War Zone</em>
has pointed out in our past coverage of these types of events,
while dedicated training centers can support a wide variety of
scenarios, they're simply no substitute for real-world environments,
especially when it comes to dense urban areas.</div>
<figure class="figure " data-pos="7" id="fig8" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1570225646815-soc-r.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=b4016ccbc946f63dd712f1e68b96ec6d" /><div class="credit">
<b>FBI</b></div>
<div class="caption-container">
<b>Two of these FBI SOC-R riverine boats also took part in the South Carolina exercise in August.</b></div>
</div>
</figure><div class="articleFragment paragraph">
This is especially true when it comes to HRT, which is part of the FBI's <a href="https://www.fbi.gov/services/cirg" rel="noopener noreferrer" target="_blank">Critical Incident Response Group</a>
(CIRG). The group's units are required to be on-call should any number
of serious emergencies occur anywhere in the country, including in
America's largest cities. This includes traditional explosive ordnance
disposal missions, as well as disarming or otherwise neutralizing
weapons of mass destruction, including <a href="https://www.latimes.com/politics/story/2019-07-22/trump-administration-counterterrorism-cutbacks-criticized" rel="noopener noreferrer" target="_blank">fully-fledged nuclear weapons</a> and dirty bombs.
As its name suggests, HRT is a premier hostage rescue unit, as well as
one of the U.S. government's top-tier domestic direct action
counter-terrorism elements. CIRG is also responsible for a host of other
functions, including intelligence gathering and dissemination, crisis
negotiations and management, and helping with the response to any
potential large scale catastrophe.<br />
<br />
From every indication we've
seen so far, the Black Hawks are definitely a key component of HRT's
ability to carry out these missions. With this in mind, if you look up
and happen to see a largely unassuming green Black Hawk flying over your
city in the future, you may be watching the FBI's elite
counter-terrorism unit conducting one of these valuable training
exercises.</div>
<figure class="figure " data-pos="8" id="fig9" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive-2.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1570225536963-takeoff.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=2dda22cdcb17b311b33b96970f76bc5e" /><div class="credit">
</div>
</div>
</figure></div>
</div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-83259589041893450132019-10-06T09:48:00.000+03:002019-10-06T09:48:52.917+03:00Semtech Aims for Smart Homes and Smart Buildings with a New LoRa-based Corecell Reference Design<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="lead" itemprop="headline">
<b><span style="color: purple;">Semtech’s LoRa Corecell reduces power consumption and conserves board space for indoor gateway applications.</span></b></div>
<div class="lead" itemprop="headline">
<br /></div>
Semtech
just released their LoRa Corecell reference design aimed at indoor
gateway applications. Developed for home, building, and factory
automation, the reference design employs the LoRaWAN (wide area network)
protocol. It provides a turn-key solution, simplifying product
development and reducing time-to-market for OEMs and designers.<br />
<br />
<img alt="Semtech LoRa Corecell Reference Design" src="https://www.allaboutcircuits.com/uploads/articles/Semtech_LoRa_Corecell_smart_home_reference_design.jpg" style="border: solid 1px #CDCDCD; height: 422px; width: 750px;" /><br />
<br />
<h3>
What Is LoRa?</h3>
LoRa (Long Range), as described by the <a href="https://lora-alliance.org/about-lorawan" target="_blank">LoRa Alliance</a>,
is a low power, wide-area (LPWA) technology. It uses license-free,
sub-gigahertz RF bands including 433, 868 and 915 MHz. Despite it being a
low-power technology, transmission over ranges of up to 10km is
possible.<br />
<br />
<img alt="The range of LoRa vs. Wi-Fi and cellular" src="https://www.allaboutcircuits.com/uploads/articles/LoRa_Why_Range.png" style="border: solid 1px #CDCDCD; height: 300px; width: 600px;" /><br />
<h5 style="text-align: center;">
<em>Greater range than WiFi, less expensive than cellular. Image from <a href="https://www.semtech.com/lora" target="_blank">Semtech</a></em></h5>
<div style="text-align: center;">
<br /></div>
Semtech is one of the founding members of the LoRa Alliance and has placed <a href="https://www.semtech.com/lora" target="_blank">great emphasis on LoRa</a> and LoRaWAN in their products and resources. In May, Semtech launched a series of resources for engineers to learn about LoRa
with their LoRa Basics curriculum. (Semtech also supports education
on LoRaWAN, a different but related protocol, through their LoRaWAN
Academy program, which has added 46 topics and a new module on power
consumption since the launch in May.)<br />
Semtech's new LoRa-based reference design is aimed at making this
technology more accessible for designers tasked with tackling smart
building device design.<br />
“The LoRa Corecell reference design’s key features, including low
power, smaller package and higher integration with improved performance,
aim to eliminate design complexity and accelerate time-to-market in the
smart home and building industries,” said Pedro Pachuca, Director of
IoT for Semtech’s Wireless and Sensing Products Group. He also mentions
the consumer-end potential of the technology, highlighting the room
occupancy and ambient temperature and humidity monitoring applications
that are popular for smart building and smart home applications.<br />
<br />
<h3>
Hardware in the Reference Design</h3>
The reference design announced this week is a PCB module.<br />
<br />
<img alt="PCB layout of the Semtech Corecell reference design" src="https://www.allaboutcircuits.com/uploads/articles/Semtech_Corecell_reference_design_PCB_layout.jpg" style="border: solid 1px #CDCDCD; height: 389px; width: 700px;" /><br />
<h5 style="text-align: center;">
<em>The PCB layout of the Corecell reference design. Image from <a href="https://media.digikey.com/pdf/Data%20Sheets/Semtech%20PDFs/SX1302_rev1.0_Jun2019.pdf" target="_blank">Semtech</a></em></h5>
<br />
The design is based on two key Semtech ICs: the <a href="https://www.semtech.com/products/wireless-rf/lora-gateways/sx1302imltrt" target="_blank">SX1302</a> (a LoRa-based gateway transceiver) and the <a href="https://www.semtech.com/products/wireless-rf/lora-gateways/sx1250imltrt" target="_blank">SX1250</a> (the companion multi-band front end). Both can operate in a -40 °C to +85 °C temperature range.<br />
Semtech claims that these devices, used in the new reference design,
will enable engineers to save up to 90% of the power required by legacy
products.<br />
<br />
<h4>
The SX1302: LoRa Gateway Baseband Transceiver</h4>
When used with the SX1250, Semtech documents say the SX1302 provides
up to -141 dBm sensitivity, and also works with the SX1255 and the
SX1257. The unit employs a single 32 MHz clock, and is available in a 7
by 7 mm QFN68 package.<br />
<br />
<img alt="Block diagram of the Semtech SX1302 LoRa gateway baseband transceiver" src="https://www.allaboutcircuits.com/uploads/articles/Semtech_SX1302_LoRa_gateway_baseband_transceiver_block_diagram.jpg" style="border: solid 1px #CDCDCD; height: 361px; width: 800px;" /><br />
<h5 style="text-align: center;">
<em>Block diagram for the SX1302. Image from <a href="https://media.digikey.com/pdf/Data%20Sheets/Semtech%20PDFs/SX1302_rev1.0_Jun2019.pdf" target="_blank">Semtech</a></em></h5>
<div style="text-align: center;">
<br /></div>
The device's key features include:<br />
<ul>
<li>LoRaWAN, Class A/B/C, all regions</li>
<li>125 kHz LoRa reception with:
<ul>
<li>8 x 8 channels LoRa packet detectors</li>
<li>8 x SF5-SF12 LoRa demodulators</li>
<li>8 x SF5-SF10 LoRa demodulators</li>
</ul>
</li>
<li>125 /250 / 500 kHz LoRa demodulator</li>
<li>(G)FSK demodulator</li>
</ul>
<br />
<h4>
The SX1250: Multi-band Sub-GHz RF Front End </h4>
The SX1250 has been designed to work with the Semtech’s SX1302. It
can cover the 915 MHz band for North America, 868 MHz for Europe, and
all others below 1 GHz.<br />
The analog front end can deliver up to +22 dBm output power and can
be controlled through the SX1302, a UART, or through an SPI interface.<br />
<br />
<img alt="Semtech SX1250 RF front end block diagram" src="https://www.allaboutcircuits.com/uploads/articles/Semtech_SX1250_RF_front_end_block_diagram.jpg" style="border: solid 1px #CDCDCD; height: 330px; width: 700px;" /><br />
<h5 style="text-align: center;">
<em>Block diagram for the SX1250. Image from <a href="https://www.mouser.com/pdfDocs/SX1250Datasheet.pdf" target="_blank">Semtech</a></em></h5>
<br />
The unit is available in a 4 mm x 4mm 24-pin QFN package<br />
<br />
<hr />
<br />
<br />
Where do you use LoRa in your work? How often do you work with
reference designs like this one? Share your thoughts in the comments
below.</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-67665257821185651922019-10-06T09:46:00.002+03:002019-10-06T09:46:50.264+03:00Artificial Neural Network Roundup: How ANNs Are Changing the Way We Research (and Engineer)<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="lead" itemprop="headline">
<b><span style="color: purple;">You might use ANNs for machine
vision, but did you know it can predict weather, track animal behavior,
and unlock the secrets of cosmology?</span></b></div>
<div class="lead" itemprop="headline">
<br /></div>
Artificial neural networks
(ANNs) find patterns, relationships, and associations in sets of data,
much in the same way that humans do. ANNs are important building blocks
that help scientists and researchers harness the abilities of AI. Much
like the name suggests, ANNs are modeled after the neural networks found
in the brain in order to give machines the ability to learn similar to
how humans learn.<br />
<br />
In the past, we’ve discussed how artificial neural networks (ANNs) may be the missing link to artificial intelligence.
ANNs are being used in well-known applications like machine vision for
self-driving cars and medical diagnostic technology, but ANNs can also
be used in various other fields of research due to their ability to find
patterns, relationships, and associations in sets of data.<br />
<br />
<div style="text-align: center;">
<a href="http://www.stat.ucla.edu/~ywu/MLnote.pdf" target="_blank"><img alt="Biological neural networks as a model for artificial neural networks" longdesc="" src="https://www.allaboutcircuits.com/uploads/articles/UCLA_ANN.png" style="border: solid 1px #CDCDCD; height: 354px; width: 629px;" /></a></div>
<h5 style="text-align: center;">
<em>The biological neural network in the
top image serves as a model for an artificial neural network seen in
the bottom image. Image used courtesy of Ying Nian Wu via <a href="http://www.stat.ucla.edu/~ywu/MLnote.pdf">UCLA</a>. </em></h5>
<br />
In recent years, scientists have used the advanced machine learning
of ANNs to yield new insights into fields that you may not associate
with AI. Here's a look at how ANNs are helping us predict the weather,
protect vulnerable bird populations, and understand dark matter in the
universe.<br />
<br />
<h3>
Convolutional Neural Networks in Meteorology</h3>
<a href="https://towardsdatascience.com/a-comprehensive-guide-to-convolutional-neural-networks-the-eli5-way-3bd2b1164a53" target="_blank">Convolutional neural networks (CNNs)</a>
take input images and assign importance to different characteristics in
the image, which allows a model to differentiate images. One new
application of CNNs has appeared in meteorology.<br />
<br />
Scientists have been able to recognize hailstorms by using programs
comparable to facial recognition software. Like a computer can recognize
facial features to unlock a phone, scientists have employed similar
features to recognize how a hailstorm looks, ultimately serving as an
alert for upcoming storms.<br />
<br />
Machine learning scientist David John Gagne from the National Center
for Atmospheric Research (NCAR) used CNNs to train a deep learning model
by showing the model large amounts of storm data. Gagne’s model can
effectively identify <a href="https://www.9news.com/article/weather/facial-recognition-technology-applied-to-severe-weather-forecast/73-46d9d305-d311-464d-bb73-01757e35667b" target="_blank">“whether or not a storm will produce large hail.”</a><br />
<br />
<h3>
MistNet to Track Bird Migration</h3>
Another application of convolution neural networks is the tracking of
migratory patterns of millions of birds through radar records.
Researchers from the University of Massachusetts Amherst and the Cornell
Lab of Ornithology <a href="https://www.nsf.gov/discoveries/disc_summ.jsp?cntn_id=299208&org=NSF&from=news" target="_blank">developed a machine learning tool called MistNet</a>, which uses deep CNNs to distinguish rain from birds in radar scans.<br />
<br />
Because MistNet is fully automated and can be used to interpret large
amounts of data from radar scans, it can be useful for applications
such as continent-scale mapping and analyzing airspace usage.<br />
<div style="text-align: center;">
<br /></div>
<h5 style="text-align: center;">
<a href="https://www.nsf.gov/news/mmg/media/images/RN%20Bird%20migration.jpg" target="_blank"><img alt="U.S. cumulative map of bird migration from 1999 to 2018" src="https://www.allaboutcircuits.com/uploads/articles/Mistnet.jpg" style="border: solid 1px #CDCDCD; height: 348px; width: 640px;" /></a></h5>
<h5 style="text-align: center;">
<em>U.S. cumulative migration traffic from 1999 to 2018. <a href="https://nsf.gov/discoveries/disc_summ.jsp?cntn_id=299208&org=NSF&from=news" target="_blank">Image</a> used courtesy of the authors and Kyle G. Horton.</em></h5>
<h5 style="text-align: center;">
</h5>
MistNet can reveal changes in climates, habitats, and migration
patterns, which in turn helps ecologists identify peak times of
movement. Consequently, this data can be used to identify when birds are
actively migrating and allow conservationists to publicize methods of <a href="http://www.umass.edu/newsoffice/article/using-artificial-intelligence-track-birds" target="_blank">making migration paths safer for the flocks</a>.<br />
<br />
Both the MistNet model and source code are available on <a href="https://github.com/darkecology/wsrlib" target="_blank">GitHub</a>.<br />
<br />
<h3>
Measuring Dark Matter</h3>
Dark matter pulls the universe together; but knowing and measuring
how much of it exists can be a challenge since we can’t physically see
it. However, all matter (including dark matter) can be detected via <a href="http://w.astro.berkeley.edu/~jcohn/lens.html" target="_blank">gravitational lensing</a> because matter slightly bends the path of light rays that arrive at earth from other galaxies, creating distorted images.<br />
<br />
Cosmologists then compare the maps of the distorted images to
theoretical predictions to find which model matches the data best. This
data analysis was previously achieved by correlation functions (a
human-made statistical analysis), which describe how different parts of
the map are related.<br />
This year, a team of physicists and computer scientists at ETH Zurich
are streamlining the mapping process by training neural networks with
computer-generated data that simulates the universe. The neural network
taught itself to look for specific features of dark matter and learn
cosmological parameters, essentially improving its ability to locate
dark matter.<br />
<br />
<img alt="ETH Zurich's neural network training for identifying dark matter map" src="https://www.allaboutcircuits.com/uploads/articles/ETH_Zurich_neural_network_training_dark_matter_map.jpg" style="border: solid 1px #CDCDCD; height: 400px; width: 800px;" /><br />
<h5 style="text-align: center;">
<em>A portion of a CG map of dark matter the ETH Zurich researchers used to train their neural network. Image used courtesy of <a href="https://ethz.ch/en/news-and-events/eth-news/news/2019/09/artificial-intelligence-probes-dark-matter-in-the-universe.html" target="_blank">ETH Zurich</a></em></h5>
<br />
When assessing the performance of the neural network, the team at ETH Zurich found that the network’s values were <a href="https://ethz.ch/en/news-and-events/eth-news/news/2019/09/artificial-intelligence-probes-dark-matter-in-the-universe.html" target="_blank">30% more accurate than when they used statistical analysis</a>.<br />
<br />
<h3>
How are ANNs Changing the Way Engineers Work?</h3>
Researchers are pursuing new ways to use ANNs within electrical engineering: in <a href="https://www.hindawi.com/journals/complexity/2018/7379512/" target="_blank">predicting the behavior of electronic circuits</a>, in <a href="https://pdfs.semanticscholar.org/fc70/4316c08d3b802cf75d8adddaa09992a3f07f.pdf" target="_blank">power systems</a>, and in <a href="https://pubs.rsna.org/doi/10.1148/radiol.2018180921" target="_blank">medical imaging</a>. While ANNs can help solve complex problems more efficiently and produce better performance, not every problem requires it. <br />
There are several limitations to neural networks that warrant consideration. ANNs tend to require more <a href="https://www.enterpriseai.news/2017/07/10/deep-neural-networks-not-use/" target="_blank">data, time, and computational power</a>
to train than a traditional machine learning algorithm. When using deep
neural networks (DNNs), users may struggle to understand why they
receive a certain result—this because of the complexity of models with
anywhere from hundreds to thousands of factors.<br />
<br />
Although there are many advantages of neural networks—the main being
that they can outperform traditional machine learning algorithms and, in
many cases, humans—not every problem an engineer encounters will
require a neural network. Simple and traditional solutions are still
valuable and can save both time and computational power.<br />
<br />
While many researchers directly implement ANNs through software, it is also possible to <a href="https://cdn.intechopen.com/pdfs/57042.pdf" target="_blank">design hardware neural networks (HNNs)</a> without using software. There has been significant <a href="https://users.ece.cmu.edu/~pgrover/teaching/files/NeuromorphicComputing.pdf" target="_blank">progress and interest in hardware neural networks</a>
in the past two decades. ANN or HNN, electrical engineers will play a
role in their development and application to solve appropriate problems.<br />
<br />
<hr />
<br />
<br />
Have ANNs impacted your work? Tell us how in the comments below. </div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-59011840628481907152019-10-06T09:37:00.002+03:002019-10-06T09:37:51.643+03:00What is SCADA?<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="resource-detail-content">
<div class="row">
<div class="small-12 medium-10 medium-offset-1 large-8 large-offset-2 end columns resource-detail-body">
<div class="field field-node--body field-name-body field-type-text-with-summary field-label-hidden" property="schema:text">
<div class="field-items">
<div class="field-item" property="schema:text">
<h2>
SCADA Explained</h2>
<b>Supervisory control and data acquisition (SCADA) is a system of
software and hardware elements that allows industrial organizations to:</b><br />
<ul>
<li><b>Control industrial processes locally or at remote locations</b></li>
<li><b>Monitor, gather, and process real-time data</b></li>
<li><b>Directly interact with devices such as sensors, valves, pumps, motors, and more through human-machine interface (HMI) software</b></li>
<li><b>Record events into a log file</b></li>
</ul>
<b>SCADA systems are crucial for industrial organizations since
they help to maintain efficiency, process data for smarter decisions,
and communicate system issues to help mitigate downtime.</b><br />
<b>The basic SCADA architecture begins with programmable logic
controllers (PLCs) or remote terminal units (RTUs). PLCs and RTUs are
microcomputers that communicate with an array of objects such as factory
machines, HMIs, sensors, and end devices, and then route the
information from those objects to computers with SCADA software. The
SCADA software processes, distributes, and displays the data, helping
operators and other employees analyze the data and make important
decisions.</b><br />
<b><br /></b>
<b>For example, the SCADA system quickly notifies an operator that a
batch of product is showing a high incidence of errors. The operator
pauses the operation and views the SCADA system data via an HMI to
determine the cause of the issue. The operator reviews the data and
discovers that Machine 4 was malfunctioning. The SCADA system’s ability
to notify the operator of an issue helps him to resolve it and prevent
further loss of product.</b><br />
<h3 class="text-align-center">
A Basic SCADA Diagram<br />
</h3>
<div class="full-width">
<img alt="Basic SCADA Architecture " data-entity-type="file" data-entity-uuid="2b991c2d-9524-4b4e-a85b-882ef110d128" src="https://inductiveautomation.com/blog/sites/default/files/inline-images/BasicSCADADiagram%402x.png" /></div>
<h2>
Who Uses SCADA?</h2>
<b>SCADA systems are used by industrial organizations and companies in
the public and private sectors to control and maintain efficiency,
distribute data for smarter decisions, and communicate system issues to
help mitigate downtime. SCADA systems work well in many different types
of enterprises because they can range from simple configurations to
large, complex installations. SCADA systems are the backbone of many
modern industries, including:</b><br />
<table><tbody>
<tr><td width="33%">
<ul>
<li><b>Energy</b></li>
<li><b>Food and beverage</b></li>
<li><b>Manufacturing</b></li>
</ul>
</td>
<td width="33%">
<ul>
<li><b>Oil and gas</b></li>
<li><b>Power</b></li>
<li><b>Recycling</b></li>
</ul>
</td>
<td width="33%">
<ul>
<li><b>Transportation</b></li>
<li><b>Water and waste water</b></li>
<li><b>And many more</b></li>
</ul>
</td>
</tr>
</tbody></table>
<b>Virtually anywhere you look in today's world,
there is some type of SCADA system running behind the scenes:
maintaining the refrigeration systems at the local supermarket, ensuring
production and safety at a refinery, achieving quality standards at a
waste water treatment plant, or even tracking your energy use at home,
to give a few examples.</b><br />
<b><br /></b>
<b>Effective SCADA systems can result in significant savings of time and
money. Numerous case studies have been published highlighting the
benefits and savings of using a modern SCADA software solution such as
Ignition.</b><br />
<h2>
The Birth of SCADA</h2>
<figure class="half-width-right" role="group"><img alt="The Birth of SCADA" data-entity-type="file" data-entity-uuid="e6c5e32a-b53b-4ebf-a0ea-f4f806f590e8" src="https://inductiveautomation.com/blog/sites/default/files/inline-images/BirthOfSCADA%402x.jpg" /><figcaption><b><span style="color: purple;">DOE’s Office of Scientific and Technical Information (OSTI), Office of Science [Public domain], via Wikimedia Commons</span></b></figcaption></figure><b>To
understand the origins of SCADA, we must understand the problems
industrial organizations are trying to solve. Before the concept of
SCADA was introduced in the mid-20th century, many manufacturing floors,
industrial plants, and remote sites relied on personnel to manually
control and monitor equipment via push buttons and analog dials.</b><br />
<b><br /></b>
<b>As industrial floors and remotes site began to scale out in size,
solutions were needed to control equipment over long distances.
Industrial organizations started to utilize relays and timers to provide
some level of supervisory control without having to send people to
remote locations to interact with each device.</b><br />
<b><br /></b>
<b>While relays and timers solved many problems by providing limited
automation functionality, more issues began to arise as organizations
continued to scale out. Relays and timers were difficult to reconfigure,
fault-find and the control panels took up racks upon racks of space. A
more efficient and fully automated system of control and monitoring was
needed.</b><br />
<b><br /></b>
<b>In the early 1950s, computers were first developed and used for
industrial control purposes. Supervisory control began to become popular
among the major utilities, oil and gas pipelines, and other industrial
markets at that time. In the 1960s, telemetry was established for
monitoring, which allowed for automated communications to transmit
measurements and other data from remotes sites to monitoring equipment.
The term “SCADA” was coined in the early 1970s, and the rise of
microprocessors and PLCs during that decade increased enterprises’
ability to monitor and control automated processes more than ever
before.</b><br />
<b><br /></b>
<div class="full-width">
<img alt="The Evolution of SCADA" data-entity-type="file" data-entity-uuid="83dd0211-61bc-457e-830e-228b48a01939" src="https://inductiveautomation.com/blog/sites/default/files/inline-images/EvolutionOfSCADA%402x.jpg" /></div>
<h3>
The Evolution of SCADA</h3>
<b>The first iteration of SCADA started off with mainframe computers.
Networks as we know them today were not available and each SCADA system
stood on its own. These systems were what would now be referred to as
monolithic SCADA systems.</b><br />
<b><br /></b>
<b>In the 80s and 90s, SCADA continued to evolve thanks to smaller
computer systems, Local Area Networking (LAN) technology, and PC-based
HMI software. SCADA systems soon were able to be connected to other
similar systems. Many of the LAN protocols used in these systems were
proprietary, which gave vendors control of how to optimize data
transfer. Unfortunately, these systems were incapable of communicating
with systems from other vendors. These systems were called distributed
SCADA systems.</b><br />
<b><br /></b>
<b>In the 1990s and early 2000s, building upon the distributed system
model, SCADA adopted an incremental change by embracing an open system
architecture and communications protocols that were not vendor-specific.
This iteration of SCADA, called a networked SCADA system, took
advantage of communications technologies such as Ethernet. Networked
SCADA systems allowed systems from other vendors to communicate with
each other, alleviating the limitations imposed by older SCADA systems,
and allowed organizations to connect more devices to the network.</b><br />
<b><br /></b>
<b>While SCADA systems have undergone substantial evolutionary changes,
many industrial organizations continued to struggle with industrial data
access from the enterprise level. By the late 1990s to the early 2000s,
a technological boom occurred and personal computing and IT
technologies accelerated in development. Structured query language (SQL)
databases became the standard for IT databases but were not adopted by
SCADA developers. This resulted in a rift between the fields of controls
and IT, and SCADA technology became antiquated over time.</b><br />
<b>Traditional SCADA systems still use proprietary technology to handle
data. Whether it is a data historian, a data connector, or other means
of data transfer, the solution is messy and incredibly expensive. Modern
SCADA systems aim to solve this problem by leveraging the best of
controls and IT technology.</b><br />
<b><br /></b>
<div class="full-width">
<img alt="Modern SCADA Systems" data-entity-type="file" data-entity-uuid="43ced477-42ec-4a6a-9b15-4c6564276ff6" src="https://inductiveautomation.com/blog/sites/default/files/inline-images/ModernSCADASystems-01%402x.jpg" /></div>
<h3>
Modern SCADA Systems</h3>
<b>Modern SCADA systems allow real-time data from the plant floor to be
accessed from anywhere in the world. This access to real-time
information allows governments, businesses, and individuals to make
data-driven decisions about how to improve their processes. Without
SCADA software, it would be extremely difficult if not impossible to
gather sufficient data for consistently well-informed decisions.</b><br />
<b><br /></b>
<b>Also, most modern SCADA designer applications have rapid application
development (RAD) capabilities that allow users to design applications
relatively easily, even if they don't have extensive knowledge of
software development.</b><br />
<b><br /></b>
<b>The introduction of modern IT standards and practices such as SQL and
web-based applications into SCADA software has greatly improved the
efficiency, security, productivity, and reliability of SCADA systems.</b><br />
<b><br /></b>
<b>SCADA software that utilizes the power of SQL databases provides huge
advantages over antiquated SCADA software. One big advantage of using
SQL databases with a SCADA system is that it makes it easier to
integrate into existing MES and ERP systems, allowing data to flow
seamlessly through an entire organization.</b><br />
<b><br /></b>
<b>Historical data from a SCADA system can also be logged in a SQL
database, which allows for easier data analysis through data trending.</b><br />
<b><br /></b>
<div class="full-width">
<img alt="The New SCADA" data-entity-type="file" data-entity-uuid="f82d48d6-459c-4f66-8f61-f41477c588bf" src="https://inductiveautomation.com/blog/sites/default/files/inline-images/ModernSCADASystems-02%402x.jpg" /></div>
<h2>
Learn About Ignition - The New SCADA</h2>
<h3>
Ignition HMI/SCADA Software</h3>
<b>Ignition by Inductive Automation® is an industrial automation
software platform that many businesses and organizations have switched
to for their HMI/SCADA needs.</b><br />
<b>Ignition has been installed in thousands of locations in over 100
countries since 2010. Its powerful and robust nature allows SCADA system
integrators to reach the demands of their customers while costing less
than other SCADA software solutions.</b><br />
<b>Here are a few reasons why more enterprises are choosing Ignition:</b><br />
<ul>
<li><b>Ignition uses modern IT practices that make it compatible with current SCADA system components.</b></li>
<li><b>Its unique licensing model lets users pay a flat fee based on the
number of servers. Other SCADA vendors typically charge per client or
per tag, but Ignition offers unlimited clients and tags.</b></li>
<li><b>Ignition is web-deployable: it can be downloaded and installed in a
few minutes, and clients can be launched or updated instantly.</b></li>
</ul>
<b>Inductive Automation's motto of "Dream It, Do It" is a perfect
embodiment of what Ignition can do. While its bold claims may sound too
good to be true, one demonstration of the software proves how powerful
it really is. Once you see what's possible, you’ll begin to imagine how
the software can fit your SCADA needs and open up new possibilities.</b><br />
<h3 class="text-align-center">
Ignition SCADA Architecture<br />
</h3>
<div class="full-width">
<img alt="Ignition HMI/SCADA Architecture" data-entity-type="file" data-entity-uuid="50c8221a-6e77-4447-b8ed-883dd42ee11a" src="https://inductiveautomation.com/blog/sites/default/files/inline-images/IgnitionHMISCADADiagram%402x.png" /> </div>
</div>
</div>
</div>
</div>
</div>
</div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-29351459723003363492019-10-02T19:21:00.002+03:002019-10-02T19:22:56.103+03:00Four Of The Biggest Revelations From China's Massive 70th Anniversary Military Parade<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUYmtz_lkOA0LXpj3ccRrpfg-wdwRoaq4_PwfSJg3qJS-xk4scfVIq1p3LejN6HSal0T0OtL9oWG9_Ysytmp3vRpgnY9T55HZvrtXBDndNbXgXox4NSOisvlbtZdN_asDytlpLX7Plb20/s1600/https+_api.thedrive.com_wp-content_uploads_2019_10_df-17-top.jpg+quality%253D85.jpg" imageanchor="1"><img border="0" data-original-height="810" data-original-width="1440" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUYmtz_lkOA0LXpj3ccRrpfg-wdwRoaq4_PwfSJg3qJS-xk4scfVIq1p3LejN6HSal0T0OtL9oWG9_Ysytmp3vRpgnY9T55HZvrtXBDndNbXgXox4NSOisvlbtZdN_asDytlpLX7Plb20/s640/https+_api.thedrive.com_wp-content_uploads_2019_10_df-17-top.jpg+quality%253D85.jpg" width="640" /></a><br />
<br />
<div class="articleFragment paragraph first-paragraph">
The military
parade to mark the 70th anniversary of the founding of Communist China
was always going to be a grand spectacle. As photos from the
preparations emerged online, it was clear that the Chinese government
would put a large amount of previously unseen weapons and other hardware
on display, including new mockups of stealthy unmanned combat air vehicles, examples of high-speed rocket-powered reconnaissance drones, new bombers capable of carrying outsized payloads, and much more.<br />
<br />
As
it turned out, the celebrations in Tiananmen Square were especially
grandiose, with Xi Jinping making pointed appeals to Chinese nationalism
and the country's growing influence globally, themes also present in a recently released
national defense policy white paper, throughout. "It was today, 70
years ago, that Chairman Mao stood at this very place and announced
solemnly to the world the founding of the People's Republic of China,
which marks the end of more than 100 years of humiliation and misery the
country had suffered since modern times," Xi declared in his speech.<br />
<br />
<div class="has-ad-column">
<div class="articleFragment paragraph">
So,
it's perhaps not surprising that the parade was particularly jam-packed
with very clearly Chinese weapons and other equipment and had a heavy
focus on strategic deterrence, including the country's latest nuclear
delivery systems, and advanced weapons, like hypersonic missiles and
unmanned platforms. It would take too long to go through everything that
was on display, but here are four systems <em>The War Zone</em> thinks are especially significant in addition to our analysis of two advanced aerial systems we have already posted.<br />
<div class="ad viewed" data-ad-type="teAd">
<div id="ad-2">
</div>
</div>
</div>
</div>
<div class="video-youtube" itemprop="associatedMedia">
<strong><br /></strong></div>
<div class="video-youtube" itemprop="associatedMedia">
<strong>The DF-41 intercontinental ballistic missile</strong></div>
<div class="has-ad-column">
<div class="articleFragment paragraph">
China's anniversary parade included 16 <a href="https://en.wikipedia.org/wiki/DF-41" rel="noopener noreferrer" target="_blank">DF-41</a>
road-mobile intercontinental ballistic missiles (ICBM), marking the
first time the country had publicly displayed these weapons. With an
estimated range of around 9,300 miles, they are China's longest-range
strategic nuclear weapons.<br />
The missile has a multiple
independently targetable reentry vehicle (MIRV) configuration, though
how many warheads it can actually carry is unclear. There have been
unconfirmed reports in the past that it may be able to accommodate
between 6 and 10 nuclear weapons, <a href="https://thebulletin.org/2018/06/chinese-nuclear-forces-2018/" rel="noopener noreferrer" target="_blank">though experts believe</a>
the number is much smaller, possibly around 3. The missile also
reportedly carries decoys and has other unspecified penetration aids to
help it get past hostile missile defenses. The road-mobile 16-wheeled
transporter-erector-launcher and the missile's solid-fuel rocket motor
make for a highly flexible weapon that is more difficult for opponents
to track and is, therefore, more survivable. </div>
<figure class="figure " data-pos="0" id="fig1" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive-2.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1569980842579-ap_19274349825161.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=09142c0e5de126c901e9a128291191fa" /><div class="credit">
Kyodo via AP Images</div>
<div class="caption-container">
The road-mobile DF-41 ICBM.</div>
</div>
</figure><div class="articleFragment paragraph">
Reportedly
in development since before 2000, the DF-41 project appeared to have
been deferred multiple times in the past. The first of these missiles
were <a href="http://www.spacedaily.com/reports/Say_Hello_to_Chinas_ICBMs_999.html" rel="noopener noreferrer" target="_blank">reportedly deployed operationally</a> in 2017, with two brigades of them in service by the end of that year. This would align with <a href="http://eng.chinamil.com.cn/view/2019-10/01/content_9641753.htm" rel="noopener noreferrer" target="_blank">the official Chinese statement</a> that personnel from two People's Liberation Army Rocket Force DF-41 brigades took part in the Oct. 1 parade.<br />
<h2>
The DF-17 hypersonic missile</h2>
It is something of an open secret that China has been developing hypersonic boost-glide vehicles for some time now.
The appearance of 16 mockups of the DF-17, the first time this weapon
has been shown in any format, at the parade only drove home Chinese
ambitions in this regard.<br />
The DF-17, which has reportedly been in testing <a href="https://thediplomat.com/2017/12/introducing-the-df-17-chinas-newly-tested-ballistic-missile-armed-with-a-hypersonic-glide-vehicle/" rel="noopener noreferrer" target="_blank">since at least 2017</a>, uses the rocket booster from the already operational <a href="https://www.armyrecognition.com/china_chinese_army_missile_systems_vehicles/df-16_cruise_missile_short_medium_range_technical_data_sheet_specifications_10102163.html" rel="noopener noreferrer" target="_blank">DF-16B</a>
short-range ballistic missile. On top, instead of a traditional
warhead, however, is an unpowered hypersonic boost-glide vehicle, which
reports have previously referred to as the DF-ZF or WU-14. </div>
<figure class="figure " data-pos="1" id="fig2" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive-2.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1569980492315-df-17.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=f0b20c9e65af36a54eb5e4ca51b6f16f" /><div class="credit">
China Military</div>
<div class="caption-container">
A top-down look at two of the DF-17 mockups.</div>
</div>
</figure><div class="articleFragment paragraph">
The
shape of the vehicle on the mockup DF-17 missiles in the parade was,
not surprisingly, similar, if not identical to a wind tunnel model,
footage of which appeared on Chinese state television in 2017. It also looks very much like vehicles involved in an apparent high-altitude drop test in northwestern China in 2018. Chinese testing of earlier hypersonic boost-glide vehicles dates back to at least 2014.<br />
Hypersonic boost-glide vehicles
use a rocket booster to get up to an appropriate altitude and a speed
over Mach 5, after which they fly a maneuvering flight path through the
atmosphere to their target. Between their sheer speed and their ability
to maneuver in unpredictable ways, they are ideally suited to
penetrating through defense enemy defenses to strike strategic or
time-critical targets. The differences between their flight trajectory
and signature and those of traditional ballistic missiles, also make it
hard for defenders to spot, track, let alone attempt to shoot down these
weapons. This reduces how much time an opponent has to try to relocate
important assets to another location, as well.<br />
With an estimated
range of around 1,240 miles, the DF-17 is more of a regional weapon, but
one that would still pose a very serious threat to potential Chinese
opponents, especially Taiwan. It would also present new challenges for the United States and its Asian allies, such as South Korea and Japan, as well as India.</div>
<figure class="figure " data-pos="2" id="fig3" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive-3.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1569980683545-hgv.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=a1a8c47e1b3340e7d663282ff8e482b8" /><div class="credit">
CCTV capture</div>
<div class="caption-container">
A closer look at the mocked-up hypersonic boost-glide vehicle that sits on the top of the DF-17.</div>
</div>
</figure><div class="articleFragment paragraph">
<h2>
The JL-2 submarine-launched ballistic missile</h2>
China's 70th anniversary parade interestingly included 12 <a href="https://www.janes.com/article/91614/china-showcases-jl-2-submarine-launched-ballistic-missile-at-70th-anniversary-parade" rel="noopener noreferrer" target="_blank">JL-2</a>
submarine-launched ballistic missiles (SLBM) carried on trucks. Though
these have reportedly been in active service on board the People's
Liberation Army Navy's nuclear-powered Type 094 <em>Jin</em> class ballistic missile submarines, the Chinese government had not displayed any examples publicly.<br />
Sharing a common rocket motor and other features with the land-based <a href="https://en.wikipedia.org/wiki/DF-31" rel="noopener noreferrer" target="_blank">DF-31</a>
ICBM, the JL-2s at the parade confirm that the submarine-launched
weapon has a much blunter shroud for unexplained reasons. This
configuration is often associated with MIRV designs, but all existing
reporting indicates that each JL-2 carries only a single warhead. It is
possible that this could point to the missile have additional space
devoted to penetration aids or the shape may simply be a product of the
design constraints of the launch tubes on the Type 094.<br />
<br />
Whatever
the case, the PLAN's six Type 094s, each of which can carry 12 JL-2s,
form the backbone of China's naval nuclear deterrent. The Chinese have
been working to expand the capabilities of their ballistic missile submarine force, including the development of a <a href="https://en.wikipedia.org/wiki/JL-3" rel="noopener noreferrer" target="_blank">future JL-3 SLBM</a>. The PLAN's <em>Jin</em> class boats are already, by their nature, are difficult for opponents to track.</div>
<figure class="figure " data-pos="3" id="fig4" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive-2.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1569980385682-jl-2.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=306c8a844f20d6973b1578e3ac981e76" /><div class="credit">
China Military</div>
<div class="caption-container">
Trucks carrying the JL-2s during the parade</div>
</div>
</figure><div class="articleFragment paragraph">
<h2>
HSU-001 unmanned undersea vehicle</h2>
Unmanned
systems were a big feature of the 70th anniversary parade, but the
systems on display weren't limited just to flying drones. China also
revealed a large unmanned undersea vehicle, possibly known as the HSU-001, given the markings on the two examples in the procession.<br />
Based on the truck carrying them, <a href="https://www.forbes.com/sites/hisutton/2019/10/01/china-reveals-new-robot-underwater-vehicle-hsu-001/" rel="noopener noreferrer" target="_blank">the HSU-001</a> appears to be similar in size to Boeing's Echo Seeker
design. Boeing's Echo series also includes the much larger Echo
Voyager, which served as a stepping stone to its winning bid for the
U.S. Navy's Orca Large Displacement UUV (LDUUV) program. </div>
<figure class="figure " data-pos="4" id="fig5" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive-2.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1569980213562-truck.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=8cb8b56ce6ca1fa21e4c7ba5a8566c06" /><div class="credit">
Imaginechina via AP Images</div>
</div>
</figure><div class="articleFragment paragraph">
Unlike
Boeing's designs, which have a single screw propulsion arrangement, the
HSU-001 has a twin-screw configuration. The exact capabilities of
China's large UUV are unknown, but it does have two collapsible sensor
masts.<br />
If the Chinese plans for the HSU-001 are at all similar to the U.S. Navy's with regards to Orca,
then the drone submarine could find itself tasked to perform a variety
of wide-area intelligence, surveillance, and reconnaissance missions, as
well as hunt for mines and conduct underwater mapping, especially in
littoral areas. Given its size, China UUV could eventually evolve to
carry new sensor payloads or even compact weapons.</div>
<figure class="figure " data-pos="5" id="fig6" tabindex="1"><div class="figure-wrapper">
<img alt="" class="figure-image" itemprop="associatedMedia" src="https://the-drive-2.imgix.net/https%3A%2F%2Fs3-us-west-2.amazonaws.com%2Fthe-drive-cms-content-staging%2Fmessage-editor%252F1569980292501-hsu-001.jpg?auto=compress%2Cformat&ixlib=js-1.4.1&s=8abb2eff0bfbec351daa5def50707095" /><div class="credit">
China Military</div>
</div>
</figure><div class="articleFragment paragraph last-paragraph">
With
all these systems, and many more, now having made their official public
debut, we may begin to learn more about their specific capabilities and
intended roles. What is already clear is that China's military
modernization is continuing at a brisk pace and the country is pushing
ahead more and more toward closing capability gaps with its largest
competitors, namely the United States.<br />
It certainly appears that America's military dominance in the Asia-Pacific region is continuing to erode. </div>
</div>
</div>
<br />
<br />
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-30896575529867858332019-10-02T19:03:00.001+03:002019-10-02T19:08:17.742+03:00Battelle DroneDefender Counter-UAS Device<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjH4RocsOdS5QqwXMpeqwz8CTL9xeMGOYzz0m9Npxt0jaQGeG76ecGzkjb0U0s8GeyNWLQT3AVkFG7mX3ZozMmxQOO5v8Pt74zf6jSw-7TaLpKT881P_FMCzeZP_aUocQRqctgRrqiiyhg/s1600/drone-defender-thumb-960xauto-86435.jpg" imageanchor="1"><img border="0" data-original-height="640" data-original-width="960" height="427" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjH4RocsOdS5QqwXMpeqwz8CTL9xeMGOYzz0m9Npxt0jaQGeG76ecGzkjb0U0s8GeyNWLQT3AVkFG7mX3ZozMmxQOO5v8Pt74zf6jSw-7TaLpKT881P_FMCzeZP_aUocQRqctgRrqiiyhg/s640/drone-defender-thumb-960xauto-86435.jpg" width="640" /></a><br />
<b><span style="color: purple;"><i>The DroneDefender device is a directed-energy unmanned aircraft system
(UAS) countermeasure. It quickly disrupts the adversary's control of the
drone, neutralizing it so that no remote action, including detonation,
can occur, minimizing drone damage and risk to public safety.</i></span></b><br />
<b><span style="color: purple;"><i><br /></i></span></b>
<b><span style="color: purple;"><i><br /></i></span></b>
<b><span style="color: purple;"><i><br /></i></span></b>
<br />
<div class="grey-5050">
<div class="container big" data-placeholder-label="Container" data-sf-element="Container">
<div class="sf_colsIn col-xs-12 col-sm-6 col-md-6" data-placeholder-label="Column 1" data-sf-element="Column 1" id="Main_C017_Col00">
<h2>
Introducing the DroneDefender V2 <br />C-UAS Device</h2>
The new,
improved 2nd generation UAS countermeasure incorporates field feedback
and human factors engineering for a fully integrated and portable
design.</div>
<div class="sf_colsIn col-xs-12 col-sm-6 col-md-6" data-placeholder-label="Column 1" data-sf-element="Column 1" id="Main_C017_Col01">
<img alt="DroneDefender V2" src="https://www.battelle.org/images/default-source/default-album/drone_defender_tan_1971_isolated-copy.png?sfvrsn=f970b088_0" title="DroneDefender" />
</div>
</div>
</div>
<div class="sfContentBlock">
<br />
<h2>
Applications</h2>
While once owned solely by the military, small unmanned aircraft systems
(UAS), or drones, are now widely available. With increased availability
comes increased risk, especially to government personnel and assets.<br />
<br />
Yet, traditional defense mechanisms against UAS, such as shooting them
down, are not tenable within the U.S. under current regulations. Other
potential solutions pose safety risks and the proliferation of drones
overseas demands an effective and easy-to-deploy solution. So how can
agencies of the federal government defend against drones and protect
what matters most?<br />
<br />
<h2>
Features</h2>
<img alt="Popular Science award winner logo" data-displaymode="Original" src="https://www.battelle.org/images/default-source/default-album/popsci_2017_awardwinner.jpg?sfvrsn=a5fab688_0" style="float: right; margin: 10px 10px 10px 20px;" title="PopSci_2017_awardwinner" />The
answer is Battelle’s DroneDefender device, which utilizes a non-kinetic
solution to defend airspace at ranges of 0 - >400 meters against
UAS, such as quadcopters and hexacopters, without compromising safety or
risking collateral damage. The easy-to-use, lightweight,
point-and-shoot system requires no extensive training.<br />
<br />
This innovative system provides instantaneous disruption of unwanted UAS using two different defenses:<br />
<br />
<img alt="remote control icon" data-displaymode="Original" src="https://www.battelle.org/images/default-source/default-album/remote-control.png?sfvrsn=a88ca588_0" style="float: left; margin: 10px 20px 10px 10px;" title="remote-control" /><br />
Remote control drone disruption<br />
<br />
<img alt="radio waves icon" data-displaymode="Original" src="https://www.battelle.org/images/default-source/default-album/radio-waves.png?sfvrsn=9b8ca588_0" style="float: left; margin: 10px 20px 10px 10px;" title="radio-waves" /><br />
GPS disruption<br />
<br />
Successfully tested and demonstrated against drone targets, the
DroneDefender device has provided a consistent response in federal
government-conducted field demonstrations. The remote control and GPS
disruption responses are fast-acting, resulting in instant threat
mitigation.<br />
<br />
New with V2:<br />
<ul>
<li>
Miniaturized electronics fully integrated into the handheld unit for a sleek new look and enhanced simplicity<br />
</li>
<li>
Only two moving parts: the selector and the trigger<br />
</li>
</ul>
<br />
Features include:<br />
<ul>
<li>
Runs for 2 continuous hours<br />
</li>
<li>
Weighs 15 pounds<br />
</li>
<li>
Multiple antennas<br />
</li>
<li>
Disruption electronics<br />
</li>
<li>
Battery operated<br />
</li>
</ul>
<br />
<br />
<h2>
Benefits</h2>
Protecting what matters most is Battelle’s priority. Unidentified UAS
can pose a serious risk to government agencies and officials – military
and civilians – but Battelle has a solution. The DroneDefender device
couples innovative technology with efficient design for safe. reliable,
proven security from airborne threats.<br />
<em><strong><br />
</strong></em>
<br />
<em><b><span style="color: purple;">Note: This device has not been authorized as
required by the rules of the Federal Communications Commission before it
can be marketed to non-Federal users. This device is not, and may not
be, offered for sale or lease, or sold or leased in the United States,
other than to the United States government and its agencies, until
authorization is obtained. Under current law, the DroneDefender device
may be used in the United States only by authorized employees of the
Federal government and its agencies, and use by others may be illegal.
Due to Federal regulations, this video is a simulation of the Battelle
DroneDefender device. It has, though, been successfully tested and
utilized in Federal government-conducted field applications.</span></b></em></div>
<div dir="ltr" style="text-align: left;" trbidi="on">
<iframe allow="accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture" allowfullscreen="" frameborder="0" height="315" src="https://www.youtube.com/embed/gXNxoHMUdgw" width="560"></iframe></div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-14110181007532461902019-10-02T14:58:00.002+03:002019-10-02T15:02:48.358+03:00ELBEE - A unique vehicule for wheelchair users<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="panel-pane pane-entity-field pane-node-field-image-principale">
<div class="container pane-container">
<div class="row2">
<div class="pane-content">
<div class="field field-name-field-image-principale field-type-atom-reference field-label-hidden">
<img alt="dsc01088.jpg" height="570" src="https://aqtr.com/sites/default/files/styles/image_principale/public/thumbnails/image/dsc01088.jpg?itok=IBPHgVuF" title="dsc01088.jpg" typeof="foaf:Image" width="760" /> </div>
</div>
</div>
</div>
</div>
<div class="panel-separator">
</div>
<br />
<div class="panel-pane pane-entity-field pane-node-body">
<div class="container pane-container">
<div class="row2">
<div class="pane-content">
Elbee is a globally unique product developed by the Czech company
ZLKL. It is specially designed to meet the needs of people with physical
disabilities. Its uniqueness is mainly due to the way the driver gets
into the vehicle – with built-in remotely controlled front-opening doors
and a special ramp to roll into the vehicle. Elbee is suitable for both
electric and mechanical wheelchairs. When inside the vehicle, the
wheelchair is placed comfortably into a special docking system, and by
closing the entire front of the car using the remote control, the
wheelchair user is ready to drive away. That is why Elbee is a valuable
means of transport for people who are confined to a wheelchair and do
not want to depend on other people to help them get in and out of the
vehicle. Obviously, it is also perfect for those who are bothered by
having to change seats all the time - with Elbee you automatically have
the advantage of driving directly from your wheelchair.<br />
<br />
We introduced Elbee to the market a few months ago and it already has its first happy and satisfied owners.<br />
<br />
Elbee is a two-seater – a foldable passenger seat is situated in the
back right behind the wheelchair. The vehicle weighs 400 kg, drives on
gasoline and its average fuel consumption is only 4.5 L/100 km. Elbee
can be driven in towns and cities, as well as on highways, as its
maximum speed is 80 km/h. The recommended price is roughly €20,000 plus
tax (approx. $26,000 CA), including all standard modifications for hand
control.<br />
<br />
Elbee is designed for all types of wheelchair users, however it will
certainly become the most valued helper for those who are not able to
handle their wheelchair on their own or cannot manage to move to a
regular car seat without someone else assisting them. Typically, it
includes those using an electric wheelchair, the elderly and heavier
individuals. Our goal is to make Elbee accessible for all physically
disabled people confined to a wheelchair, who are able to get a valid
driver’s licence. Given the specific needs of different wheelchair
users, each Elbee has to be individually adapted according to the user’s
health condition, specific abilities and preferences.<br />
<br />
The success of the recent introduction of Elbee to the market is a
result of more than ten years of development. The idea for its
production dates back to 2003. The actual prototype of this special
vehicle for wheelchair users was constructed in cooperation with the
designers four years later. It then took another seven years to remove
all of the bugs and put together the Elbee that you see today. Even
though the plan is to start the serial production of hundreds of
vehicles annually in the next two years, each piece is still going to be
an original to a certain extent.<br />
<br />
Elbee is categorized as a heavy quadricycle – a so-called “quad.” In
Europe, it is possible to drive one from the age of 17, and a Class B1
driver’s license is all you need. Elbee offers a new level of freedom to
wheelchair users by giving them an unlimited range. To achieve this,
the option of a gasoline engine was a clear choice for the development
team. The vehicle’s engine is a performant 300 cc engine, allowing the
quadricycle to drive at a speed of 80 km/h. Highway trips will not be
the slightest problem anymore. Unlike electro-mobiles, Elbee does not
require charging; therefore, it is perfect for longer trips as well.<br />
<br />
Elbee was designed and constructed with the safety and independence
of the passenger in mind. Wheelchair users are able to fully operate the
vehicle without any help from anyone else, which increases their
quality of live substantially. It is one of the most frequent desires of
those confined to a wheelchair – to become more independent and
self-reliant.<br />
<br />
All of the necessary features ensuring maximum passenger safety have
been integrated into Elbee. The most important feature is the location
of both where you open the vehicle and where the entrance is located at
the front of the “quad.” Wheelchair users can simply roll into the
vehicle. When they reach their target destination, they can park their
Elbee directly on the sidewalk and roll out without having to enter
traffic.<br />
<br />
Among the other great advantages, it is possible to adapt the driving
controls and ramp individually, according to the abilities and health
condition of each specific driver. We always try to find the best
possible solution – every single customer is important to us. That is
also one of the reasons why we do our utmost to make Elbee accessible to
our clients. We even provide our own advising services to inform our
clients about eligibility for state donations and grants, as well as
other options for financing their purchase and modification of the
vehicle by other sources.<br />
<br />
Elbee follows the latest technological processes and trends. From a
technological point of view, the most complicated aspect was
implementing the steering wheel onto the opening doors. To allow users
to enter the vehicle through the front, it was necessary to disconnect
the steering system from the front axle – that means the entire vehicle
control system would have to be disconnected and reconnected
functionally twice every time the vehicle is driven. Fortunately, our
Elbee development team found a solution for this challenging feature. No
wonder the team won numerous awards in innovation contests. In the
Czech Republic, Elbee won the Innovation Star 2013 award and came first
in the prestigious competition CAD for Innovators 2014. Most currently
ZLKL has received honours and a title of the Innovator of the Year 2014
for design and production of Elbee.<br />
<br />
While corporate social responsibility is a relatively new idea in the Czech Republic, in particular among <em>smaller companies of Czech origin</em>,
ZLKL’s management is promoting its great value and importance. That is
the reason why it has been supporting the Elbee project for over 10
years. So far an investment of over CZK 100 million (more than $4.5
million CA) has been put into the project to sustain its gradual
progress.<br />
<br />
ZLKL, the company developing and producing Elbee, is a family
business specialized in engineering. The main purpose of the project is
for ZLKL’s efforts to bring new possibilities to the lives of wheelchair
users. Our key mission is to offer an unknown level of freedom of
movement without limits, this principal aim being aptly expressed in the
slogan of Elbee – Your freedom of movement. It is our goal to make
Elbee accessible to the highest possible number of disabled people in
different countries, whereby we would be able to support the local
community, as well as the whole global society in addition to that. ZLKL
has been awarded many times for its determination. We were given the
respected title of The Responsible Company of the Year 2013 and, in
accordance with corporate social responsibility, we have won the
prestigious award of TOP Responsible Company of the Year 2014 in our
category.<br />
<br />
To increase awareness on Elbee, we decided to take part in a few
selective tradeshows, 2 of which were international. Because the vehicle
has a valid homologation to be driven on roads in the entire European
Union, it is now possible to offer it to foreign markets as well. We are
currently working on cooperation with distributors and resellers in
Europe. That way, we can aim to make Elbee accessible to the world – we
are planning on offering specific locations outside the Czech Republic
where it would be possible to get full support for Elbee. These contact
places would provide an all-around service for customers, including
supplying customers with all of the necessary information, expositions
in showrooms, providing test drives or helping to design a unique model
of Elbee adapted to the customer. We have recently entered into
cooperation with France as our first exclusive foreign distributor. We
are also looking forward to meeting with representatives in Germany,
Italy, Russia and other countries.<br />
<br />
For more information, please see our website: <a href="http://www.elbee.cz/en">www.elbee.cz/en</a>.
We have launched a page on a social media network where our fans will
be able to follow news on Elbee and share it with their friends – visit
and like our “Elbee vozidlo” profile on Facebook and we will keep you
posted.<br />
<iframe allow="accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture" allowfullscreen="" frameborder="0" height="315" src="https://www.youtube.com/embed/L8vlDPubSJ4" width="560"></iframe></div>
</div>
</div>
</div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0tag:blogger.com,1999:blog-2556967457568676075.post-75667092326133992672019-10-01T15:30:00.002+03:002019-10-01T15:31:44.971+03:00Review: Defining “hot hatch” in a 2019 Volkswagen Golf GTI <div dir="ltr" style="text-align: left;" trbidi="on">
<div dir="ltr" style="text-align: left;" trbidi="on">
<br /></div>
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6GJcyYw9LJ0NKjKAfIjGZPiAlHmdKRGUI-QTYBpQoeKwOwBIXjemZl-BJb3cj559f2FMbcmSS4TJkEB2YUawReS07RZudnNUmOLngyACmT7TuZW9nira0OaDY9okrkMPR0mqQ7eiGC68/s1600/assets.newatlas.com.jpg" imageanchor="1"><img border="0" data-original-height="810" data-original-width="1440" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6GJcyYw9LJ0NKjKAfIjGZPiAlHmdKRGUI-QTYBpQoeKwOwBIXjemZl-BJb3cj559f2FMbcmSS4TJkEB2YUawReS07RZudnNUmOLngyACmT7TuZW9nira0OaDY9okrkMPR0mqQ7eiGC68/s640/assets.newatlas.com.jpg" width="640" /></a><br />
<div class="FullscreenCarousel-cover">
<div class="CarouselSlide" itemprop="image" itemtype="http://schema.org/ImageObject">
<div class="CarouselSlide-info">
<div class="CarouselSlide-caption">
<div class="CarouselSlide-infoDescription" itemprop="caption">
Since the 1980s, the Golf GTI has defined hot hatch as a category and the 2019 model keeps that going</div>
<div class="CarouselSlide-infoAttribution" itemprop="author">
Aaron Turpen / New Atlas</div>
</div>
</div>
</div>
<div class="FullscreenCarousel-cover-count">
View 11 Images
</div>
</div>
<div class="ArticlePage-lead">
<ps-carousel class="FullscreenCarousel" data-carousel-has-aside="">
</ps-carousel></div>
<br />
<div class="ArticlePage-articleContainer">
<div class="ArticlePage-articleBody">
<div class="RichTextArticleBody">
<div class="RichTextArticleBody-body RichTextBody">
Most
enthusiasts have used the Volkswagen Golf in its performance variants as
the benchmark for the “hot hatch” category. The 2019 Golf GTI is the
metric by which all others will likely be compared, which puts it in a
tough spot. Luckily, the Golf GTI Autobahn we drove lived up to
expectations.<br />
The Volkswagen Golf GTI takes a basic VW Golf,
already a well-rounded compact hatchback, and adds more under-hood
muscle and a better suspension. This formula has served VW well and
continues for 2019, but with a little more horsepower, a new
transmission, and some added bling.<br />
The major changes found with
this 2019 model year are in the engine, transmission, and drivetrain.
The Golf GTI’s 2.0-liter turbocharged engine receives eight more
horsepower, making 258 in all (192 kW) thanks to a little tuning. It
additionally gets a new transmission option, upgrading the six-speed
automatic to a seven-speed dual-clutch automatic. More importantly, it
now also has a mechanical limited-slip differential as standard
equipment.<br />
<div class="Enhancement" data-align-center="">
<div class="Enhancement-item">
<figure class="Figure">
<img alt="The Golf GTI’s 2.0-liter turbocharged engine receives eight more horsepower, making 258 in all" data-lazy-load="true" data-src="https://assets.newatlas.com/dims4/default/55a8508/2147483647/strip/true/crop/4000x2251+0+0/resize/840x473!/quality/90/?url=https%3A%2F%2Fassets.newatlas.com%2F9d%2F48%2Fdd0b238d470a9759c9d2f18926c3%2F2019-volkswagen-golf-gti-engine-2.jpg" height="473" src="data:image/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==" width="840" />
<div class="Figure-content">
<figcaption class="Figure-caption" itemprop="caption">The Golf GTI’s 2.0-liter turbocharged engine receives eight more horsepower, making 258 in all</figcaption><div class="Figure-credit" itemprop="author">
Aaron Turpen / New Atlas</div>
</div>
</figure>
</div>
</div>
The Golf GTI has a reputation for being a well-handling
street car. It corners nicely at speed and feels confident on twisty
roads. The upgrades added this year bring more of that. The HP addition
doesn’t do much in terms of perceptible change for the driver, but the
upgraded transmission and addition of limited-slip mean more confidence
in the turns. Adding on the adaptive suspension dampers found in the SE
Experience package and the Autobahn (as we drove it) model takes it up a
notch.<br />
For most everyone, the 2019 Golf GTI is a solid handling,
fun little car. Enthusiasts are likely to swap out the standard
all-season radials for something more sticky in order to carve out all
of the performance the little hatch can give. That could limit
usefulness in some climates, but for true enthusiasts, semi-annual tire
swaps for better summer performance is the norm.<br />
It does take a
little time to get used to the odd turbo lag the Golf GTI has, though.
Power delivery begins to peak at only 1,500 rpm, but there’s a
half-second pause before the turbos actually kick in – enough that it’s
perceptibly hesitant. The trick is to learn to keep the engine at or
near 1,200-1,300 rotations and kick in the turbo more quickly on
acceleration. Most drivers should be able to squeeze out sub-7-second
0-60 mph (96.5 km/h) sprints once this is mastered.<br />
<div class="Enhancement" data-align-center="">
<div class="Enhancement-item">
<figure class="Figure">
<img alt="Enthusiasts are likely to swap out the standard all-season radials for something more sticky, in order to carve out all of the performance the GTI can give" data-lazy-load="true" data-src="https://assets.newatlas.com/dims4/default/89d0a87/2147483647/strip/true/crop/4000x2251+0+0/resize/840x473!/quality/90/?url=https%3A%2F%2Fassets.newatlas.com%2Fcb%2Fa8%2Fbd6bbea742c082caea91270bc8fb%2F2019-volkswagen-golf-gti-8.jpg" height="473" src="data:image/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==" width="840" />
<div class="Figure-content">
<figcaption class="Figure-caption" itemprop="caption">Enthusiasts
are likely to swap out the standard all-season radials for something
more sticky, in order to carve out all of the performance the GTI can
give</figcaption><div class="Figure-credit" itemprop="author">
Aaron Turpen / New Atlas</div>
</div>
</figure>
</div>
</div>
That quick acceleration is augmented by strong
cornering capability. The defining point of a hot hatch, outside of
over-norm power delivery, is in the agility of a small-wheelbase
compact. Steering inputs for the GTI are varied according to drive mode
and dynamics. The faster the vehicle is going, the heavier the steering
feel. This isn’t unusual in sporty vehicles, and it gives a strong
feeling of control to the driver. The 2019 Golf GTI has a natural feel
about its dynamics that also boost confidence in the curves.<br />
There
are limits to those points, however. Namely at speed. At higher speeds,
the understeer and body roll common to smaller front-wheel drive
vehicles comes to the fore in the Golf GTI. The limited-slip
differential helps with this, but can only do so much, so the GTI is
naturally speed-limited in the turns due to its overall design. Outside
of the race track, most drivers are not likely to push those limits
much. But performance junkies will need to learn the car’s limitations
before pushing it too hard.<br />
The highest selling point, to us, for
the 2019 VW Golf GTI is in its daily usefulness as a driver that happens
to have performance options outside of that. As an everyday, the Golf
is a great hatchback with lots of versatility and a usable nature.
Ergonomics are good and comfort is generally well-done. There are some
caveats, trade-offs made for the performance capabilities, and some may
not like the austerity of Volkswagen interiors. For those looking at a
hot hatch, however, those tradeoffs are probably not big concessions.<br />
<div class="Enhancement" data-align-center="">
<div class="Enhancement-item">
<figure class="Figure">
<img alt="The Golf has a typically Volkswagen simplicity to its interior design" data-lazy-load="true" data-src="https://assets.newatlas.com/dims4/default/27c7dfc/2147483647/strip/true/crop/4000x2251+0+0/resize/840x473!/quality/90/?url=https%3A%2F%2Fassets.newatlas.com%2Fea%2F54%2F492694594d05be10d74a67f1e2d2%2F2019-volkswagen-golf-gti-interior-3.jpg" height="473" src="data:image/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==" width="840" />
<div class="Figure-content">
<figcaption class="Figure-caption" itemprop="caption">The Golf has a typically Volkswagen simplicity to its interior design</figcaption><div class="Figure-credit" itemprop="author">
Aaron Turpen / New Atlas</div>
</div>
</figure>
</div>
</div>
The sport-centric nature of the new GTI means that it’s
not as smooth or road-absorbing as are more conventional cars ...
including the standard VW Golf. Inside, the Golf has a typically
Volkswagen simplicity to its design. Function makes form in a VW
interior, and the Golf GTI is definitely on that trend. Seating is
comfortable and controls layout is intuitive, but the distinct lack of
design offsets – even in the top-shelf Autobahn trim – may not appeal to
many.<br />
<br />
Infotainment in the Golf GTI is improved over the previous
generation, adding a larger screen and better responsiveness. Standard
features include Apple CarPlay and Android Auto, but there’s only one
USB port and it’s required in order to use them. Anyone else with a
charging need is out of luck. The Fender audio system, we’ll point out,
is an excellent addition (available in most trims, standard in the
Autobahn). Those wondering will find the CD player and SD card reader in
the glove box.<br />
In all, the 2019 Volkswagen Golf GTI is a fun
little hatchback that builds on the legacy of the GTI brand. Since the
1980s, the Golf GTI has defined hot hatch as a category and the 2019
model keeps that going.<br />
<br />
Product Page: <a class="Link" data-cms-ai="0" href="https://www.vw.com/models/golf-gti/" target="_blank">2019 Volkswagen Golf GTI</a></div>
</div>
</div>
</div>
</div>
SOSTENES LEKULE JRhttp://www.blogger.com/profile/10245978576118239537noreply@blogger.com0