Browse Topic: Identification numbers
The Autoclave processing is commonly used in manufacturing high-performance fibre-reinforced thermoset composite components in the aerospace industry. Variations in the cure cycle, sometimes even apparently minor deviations from the prescribed cure cycle, can harm the laminate properties. Given the costly and time-consuming autoclave manufacturing process, there is a strong need to cure the maximum number of parts in the shortest possible time without compromising quality. In order to achieve high-rate automated manufacturing with the optimized autoclave process, it is important to construct a digital twin modelling approach to mirror the physical composite curing process in the virtual domain based on the integration of high-fidelity multi-physics models. The resulting digital twin includes a thermal CFD model, a thermo-chemo-mechanical module, and an efficient and accurate block coupling between these two modules. The customized Abaqus driven by local and spatial variation of the turbulence-induced heat transfer coefficient (HTC) imposed through one-way coupling determines the thermo-mechanical response in composite parts. Using the developed digital twin tool (SMARTCLAVE), HTC's spatial and temporal variation can be generated digitally without invoking an expensive and time-consuming experimental approach. The predicted local boundary conditions are used in SMARTCLAVE to determine the cure kinetics, temperature distribution, and thermal-mechanical response that drives the residual stress and distortion of composite parts after curing. The accuracy of the digital twin for autoclaving is demonstrated first using a benchmark problem followed by the capability demonstration with a single-part L-beam assembly. The benefits of using the digital twin tool are illustrated via the optimal placement of multiple parts in an autoclave to balance the throughput and quality.
Global auto supplier Schaeffler Group has a message for the EV motor market: the company is capable of building custom solutions for many different EV drivelines and use cases. And it is forthright in saying that not all mobility applications need cutting-edge technology to be effective. While some e-motor manufacturers have gone to market with a limited number of models - usually employing similar architecture but different levels of output - from which customers can select, Schaeffler insists it will consider building any motor spec brought to it. Daniel Sayre, e-motor business unit director, said the company is dedicated to adapting and working with customers to develop the best solutions for their vehicles.
This AS defines instruments which use inputs of static and pitot pressure equal to those which are utilized to establish the pressure altitude and speed of that aircraft. These pressures are applied to the instrument ports to provide means for generation of an aural warning whenever the aircraft reaches or exceeds the maximum operating limit speed. This Over Speed Warning Instrument function may be incorporated as part of an Air Data Computer, or an Air Speed Indicator, or an Air Speed/Mach Number Indicator, or other instruments. In those cases where the Over Speed Warning Instrument is part of another instrument, the standards contained herein apply only to the Over Speed Warning Instrument function. Each aircraft type and model has a defined maximum operating limit speed curve or curves which are a part of the airframe manufacturer's type certification approval data; this limit speed data shall be available from the subject airframe manufacturer as published in the operating manual for the aircraft type and model number and configuration.
The purpose of this SAE Recommended Practice is to verify that vehicles and/or components are capable of communicating a required set of information, which is described by the diagnostic messages specified in SAE J1939-73, that is in accordance with off-board diagnostic tool interface requirements contained in the government regulations cited below. This document describes the tests, methods, and results for verifying diagnostic communications from an off-board diagnostic tool (i.e., scan tool) to a vehicle and/or component. SAE members have generated this document to serve as a guide for testing vehicles for compliance with ARB and other requirements for emissions-related on-board diagnostic (OBD) functions for heavy-duty engines used in medium- and heavy-duty vehicles. The development of HD OBD regulations by U.S. EPA and California’s Air Resources Board (ARB) require that diagnostic message services are exercised to evaluate diagnostic communication standardization requirements on production vehicles. The user should reference the summary provided by SAE J1939-73 Tables 1 and 2 for OBD compliance support, and the discussion in SAE J1939-73 Appendix H for additional implementation concepts.
Maintaining and diagnosing vehicle systems often involves a technician connecting a service computer to the vehicle diagnostic port through a vehicle diagnostics adapter (VDA). This creates a connection from the service software to the vehicle network through a protocol adapter. Often, the protocols for the personal computer (PC) hosted diagnostic programs use USB, and the diagnostic port provides access to the controller area network (CAN). However, the PC can also communicate to the VDA via WiFi or Bluetooth. There may be scenarios where these wireless interfaces are not appropriate, such as maintaining military vehicles. As such, a method to defeature the wireless capabilities of a typical vehicle diagnostic adapter is demonstrated without access to the source code or modifying the hardware. The process of understanding the vehicle diagnostic adapter system, its hardware components, the firmware for the main processor and subsystems, and the update mechanism is explored. Once the system and binary firmware were understood, a binary patch was created and deployed to the VDA to render the wireless features inoperable while maintaining the existing USB functionality. A series of functional tests were run on the system before and after the patching process, with the results showing that only the targeted wireless functionality was removed and other functions performed as expected. With the ability to patch the VDA demonstrated, the paper concludes by inserting additional features and functions for the VDA, which show how the VDA can be co-opted for offensive cyber operations (for example, manipulating engine hours or vehicle identification number). This exercise confirms the necessity of a more restrictive cybersecurity posture in automotive peripherals with access to critical systems, in particular VDAs, and especially when such peripherals present a wireless interface.
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