Here are my thoughts of Radio Frequency Identification (RFID) tags.
An RFID tag or label is basically an integrated radio frequency identification (RFID) transponder that is with an IC (integrated circuit) and antenna. The IC is a unique electronic product code (EPC), which is an electronic equivalent, apart from the section labeled other encrypted in the world. If a day comes, the scope of an RFID reader, proprietary information about an antenna for the reader, which then feeds the data to a central computer for processing forwarded.
There are two types of RFID, namely inductively coupled RFID tags and RFID tags to capacitive coupling. In inductively coupled RFID tags have been used for years to keep cows, cars, tolls, luggage carrier and the highway. There are three parts of a habit of inductively coupled RFID tag, namely, the silicon chip, a coil of metal and coating. Silicon chips in different sizes, depending on their subject. Metal coil made of copper or aluminum, a wound in a circular pattern made on a transponder, and it serves as an antenna, a day. They send signals to a reader agreed with the reading distance of the size of the antenna coil and the coil antenna can operate at 13.56 MHz. Encapsulation material glass or polymer material that wraps around the chip and the coil.
Inductive RFID tags are powered by the magnetic field produced by a reader. Antenna label captures the magnetic energy, and the tag interacts with the player. The day she adjusts the magnetic field for the retrieval and transmission of data to the reader and directs the reader that the data to the host computer.
Capacitive coupling RFID tags were made to reduce the system costs spark fire. These tags get rid of the metal coil and make the use of a small amount of silicon to the same function as an inductively coupled tag.
A day capacitive coupling also has three components, namely the silicon microprocessor, conductive carbon ink and paper. Where relevant silicon microprocessor, Motorola BiStatix RFID tags, a silicon chip, which is only 3 millimeters square area. A day capacitive coupling can be stored 96 bits of information that would allow billions of different numbers, and these numbers can be assigned to products. Conductive ink specific color, as an antenna of the label. This ink is applied to the substrate paper using traditional printing techniques. A chip on printed silicon-carbon electrodes in ink on the back of a note on a label, low-priced single rooms, that can be integrated on the labels of conventional products create.
Monday, August 31, 2009
Saturday, August 29, 2009
Electronic components for the aerospace industry
Here are my thoughts on electronic components for the aerospace industry.
The precursors of transistors aerospace came in the late 1950s and in 1960 and deleted electronic tubes for many applications. The rising cost of transistors has led to the development of digital systems in the aircraft in 1960 and 1970 years, first in military fighter aircraft when it was used for the nav / attack systems.
For many years the application of electronics for embedded systems with limited analog devices and systems with signal levels and tension in general, linked intuitively or linear. This type of system is generally sensitive to heat for weeks, drift and other non-linearities. The principles of digital computer had been heard for several years before the techniques were applied to the aircraft. Size was the main obstacle.
The aircraft was first developed in the United States using digital techniques is the North American A-5 Vigilante, a U. S. Navy carrier original bomber, which became operational in 1960. The first aircraft developed in the United Kingdom, designed to use digital technologies on a significant scale, the fateful TSR-2, which was annulled by the British government in 1965. The technology used by the TSR 2 was largely based on transistors semiconductors, and in the comparative infancy. In the United Kingdom was not until the development of British-French Jaguar and the Hawker Siddeley Nimrod weapons in the 1960s that began in earnest to embody digital computer, even if small-scale compared to the 1980s.
Since the late 1980s 1970s/early, digital technology is increasingly used in the control of aircraft systems, and only for mission related systems. A major impetus for this application is the availability of cost-effectiveness of digital data buses such as ARINC 429, MIL-STD-155311 and ARINC 629. This technology, combined with the availability of inexpensive microprocessors and sophisticated software tools development, has led to the widespread application of electronic technology in the aircraft.
This situation has progressed to the point that almost any system board - including the toilet system - is unchanged.
The evolution and increasing use of electronic technology for civilian applications of engine controls and flight controls since the 1950s. Analog Motor Controls were introduced by the 1950 Ultra, with throttle electric signals used in aircraft as the Bristol Britannia. Full
Authority Digital Engine Control is often used in the 1980s. Digital flight control primary with a back-up mechanism is used on the Airbus A320 and A330/A340 families using the control stick and the Boeing 777, with a classic handle. Devices such as 728 of the Dornier family and the A380 seems to opt for flight control without mechanical back-up, but with electrical back-up warning.
The application of digital technology to other embedded systems - systems of public services - have started later. Today, electronic technology is firmly in control of virtually all aircraft systems. Therefore, a good understanding of the nature of electronic technology is critical to understand how the control of aircraft systems is achieved.
The nature of microelectronic devices
The size of the explosion in developments ICS can be evaluated by a tenfold increase every decade in the number of transistors per chip. Another factor to consider is the increased speed or switching device. The speed of action is called gate delay, delay in the door of a thermionic valve is of the order of nano 1000 seconds (1 nanosecond is 10.9 or one thousandth of a millionth of a second) transistors are
approximately ten times faster than 100 nanoseconds. Silicon chips are faster again about 1 nanosecond). This gives an indication of the power of these devices are and why they have such an impact on our daily lives.
Another area of major impact on the concerns of the consumption of power ICs. ICs consume minimal quantities. Consumption is linked to the technical and operational speed. The faster operation and lower the power required and vice versa. The main areas where technology electronic components are developed, are:
Aerospace Semiconductors Transistors and capacitors
Production and progress has increased the reliability of electronic components used in aircraft in general, air power and space applications for radar and defense.
Processors, memory and data bus
Processors
Digital processing devices became available in early 1970 as devices to 4 bits. In the late 1970s, 8-bit processors were replaced by 16-bit devices, which led in turn to 32 devices like the Motorola 68000, which were widely used on the Eurofighter and Boeing 777. The pace of developments in processor devices now a major concern because the risk of aging chips always leads to
prospect of a costly redesign. After negative experiences with its initial ownership of systems based on microprocessor, U. S. Air Force strong key standardization initiatives based on
MILSTD-1750A microprocessor architecture with a standardized instruction set (ISA), although it has applications in computing systems on board. For these types of applications, starting with the approval of the Motorola 68020 on the Eurofighter, the industry relies heavily on commercial products developed microprocessor or microcontroller.
Memories
Memory devices have experienced a similar explosion in capacity. Memories are two broad categories: Read-Only Memory (ROM) is memory for the host application software for a particular job, as such term memory can be read but not written suggests. A special version of the ROM is often used Electrically Programmable Read-Only Memory (EPROM), but suffers the disadvantage that the memory can be erased by irradiating the device to ultra-violet (UV). For EPROM recent years, is replaced by the more user-friendly electrically erasable programmable read-only memory (E2PROM). This type of memory can be re-programmed in memory power who still live in the LRU and the use of this option is now possible to reprogram the number of units on site, to the device using the digital device data bus.
Random-Access Memory (RAM) is read-write memory used as program memory, variable data storage. Early versions need an extra supply in case the plane crashed. More recent devices are less demanding in this regard.
Digital Data Bus
The arrival of the bus standard numeric data began in 1974 with the specification of the Air Force U. S. MIL-STD-1553. The 429 data bus ARINC was the first standard data bus to transmit and widely used for civilian aircraft widely used on the Boeing 757 and Airbus A300/A310 and 767 in the 1970s and 1980s. ARINC 429 (A429) is widely used in a series of civilian aircraft today.
The precursors of transistors aerospace came in the late 1950s and in 1960 and deleted electronic tubes for many applications. The rising cost of transistors has led to the development of digital systems in the aircraft in 1960 and 1970 years, first in military fighter aircraft when it was used for the nav / attack systems.
For many years the application of electronics for embedded systems with limited analog devices and systems with signal levels and tension in general, linked intuitively or linear. This type of system is generally sensitive to heat for weeks, drift and other non-linearities. The principles of digital computer had been heard for several years before the techniques were applied to the aircraft. Size was the main obstacle.
The aircraft was first developed in the United States using digital techniques is the North American A-5 Vigilante, a U. S. Navy carrier original bomber, which became operational in 1960. The first aircraft developed in the United Kingdom, designed to use digital technologies on a significant scale, the fateful TSR-2, which was annulled by the British government in 1965. The technology used by the TSR 2 was largely based on transistors semiconductors, and in the comparative infancy. In the United Kingdom was not until the development of British-French Jaguar and the Hawker Siddeley Nimrod weapons in the 1960s that began in earnest to embody digital computer, even if small-scale compared to the 1980s.
Since the late 1980s 1970s/early, digital technology is increasingly used in the control of aircraft systems, and only for mission related systems. A major impetus for this application is the availability of cost-effectiveness of digital data buses such as ARINC 429, MIL-STD-155311 and ARINC 629. This technology, combined with the availability of inexpensive microprocessors and sophisticated software tools development, has led to the widespread application of electronic technology in the aircraft.
This situation has progressed to the point that almost any system board - including the toilet system - is unchanged.
The evolution and increasing use of electronic technology for civilian applications of engine controls and flight controls since the 1950s. Analog Motor Controls were introduced by the 1950 Ultra, with throttle electric signals used in aircraft as the Bristol Britannia. Full
Authority Digital Engine Control is often used in the 1980s. Digital flight control primary with a back-up mechanism is used on the Airbus A320 and A330/A340 families using the control stick and the Boeing 777, with a classic handle. Devices such as 728 of the Dornier family and the A380 seems to opt for flight control without mechanical back-up, but with electrical back-up warning.
The application of digital technology to other embedded systems - systems of public services - have started later. Today, electronic technology is firmly in control of virtually all aircraft systems. Therefore, a good understanding of the nature of electronic technology is critical to understand how the control of aircraft systems is achieved.
The nature of microelectronic devices
The size of the explosion in developments ICS can be evaluated by a tenfold increase every decade in the number of transistors per chip. Another factor to consider is the increased speed or switching device. The speed of action is called gate delay, delay in the door of a thermionic valve is of the order of nano 1000 seconds (1 nanosecond is 10.9 or one thousandth of a millionth of a second) transistors are
approximately ten times faster than 100 nanoseconds. Silicon chips are faster again about 1 nanosecond). This gives an indication of the power of these devices are and why they have such an impact on our daily lives.
Another area of major impact on the concerns of the consumption of power ICs. ICs consume minimal quantities. Consumption is linked to the technical and operational speed. The faster operation and lower the power required and vice versa. The main areas where technology electronic components are developed, are:
Aerospace Semiconductors Transistors and capacitors
Production and progress has increased the reliability of electronic components used in aircraft in general, air power and space applications for radar and defense.
Processors, memory and data bus
Processors
Digital processing devices became available in early 1970 as devices to 4 bits. In the late 1970s, 8-bit processors were replaced by 16-bit devices, which led in turn to 32 devices like the Motorola 68000, which were widely used on the Eurofighter and Boeing 777. The pace of developments in processor devices now a major concern because the risk of aging chips always leads to
prospect of a costly redesign. After negative experiences with its initial ownership of systems based on microprocessor, U. S. Air Force strong key standardization initiatives based on
MILSTD-1750A microprocessor architecture with a standardized instruction set (ISA), although it has applications in computing systems on board. For these types of applications, starting with the approval of the Motorola 68020 on the Eurofighter, the industry relies heavily on commercial products developed microprocessor or microcontroller.
Memories
Memory devices have experienced a similar explosion in capacity. Memories are two broad categories: Read-Only Memory (ROM) is memory for the host application software for a particular job, as such term memory can be read but not written suggests. A special version of the ROM is often used Electrically Programmable Read-Only Memory (EPROM), but suffers the disadvantage that the memory can be erased by irradiating the device to ultra-violet (UV). For EPROM recent years, is replaced by the more user-friendly electrically erasable programmable read-only memory (E2PROM). This type of memory can be re-programmed in memory power who still live in the LRU and the use of this option is now possible to reprogram the number of units on site, to the device using the digital device data bus.
Random-Access Memory (RAM) is read-write memory used as program memory, variable data storage. Early versions need an extra supply in case the plane crashed. More recent devices are less demanding in this regard.
Digital Data Bus
The arrival of the bus standard numeric data began in 1974 with the specification of the Air Force U. S. MIL-STD-1553. The 429 data bus ARINC was the first standard data bus to transmit and widely used for civilian aircraft widely used on the Boeing 757 and Airbus A300/A310 and 767 in the 1970s and 1980s. ARINC 429 (A429) is widely used in a series of civilian aircraft today.
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