A VHDL-based protocol controller for NCAP processors

This work presents the development of an IEEE 1451.2 protocol controller based on a low-cost FPGA that is directly connected to the parallel port of a conventional personal computer. In this manner it is possible to implement a Network Capable Application Processor (NCAP) based on a personal computer, without parallel port modifications. This approach allows supporting the ten signal lines of the 10-wire IEEE 1451.2 Transducer Independent Interface (TII), that connects the network processor to the Smart Transducer Interface Module (STIM) also defined in the IEEE 1451.2 standard. The protocol controller is connected to the STIM through the TII's physical interface, enabling the portability of the application at the transducer and network processor level. The protocol controller architecture was fully developed in VHDL language and we have projected a special prototype configured in a general-purpose programmable logic device. We have implemented two versions of the protocol controller, which is based on IEEE 1451 standard, and we have obtained results using simulation and experimental tests. (c) 2008 Elsevier B.V. All rights reserved.

Arquitetura hardware/software de um núcleo NCAP segundo o padrão IEEE 1451.1: uma prova de conceito

Os sensores inteligentes são dispositivos que se diferenciam dos sensores comuns por apresentar capacidade de processamento sobre os dados monitorados. Eles tipicamente são compostos por uma fonte de alimentação, transdutores (sensores e atuadores), memória, processador e transceptor. De acordo com o padrão IEEE 1451 um sensor inteligente pode ser dividido em módulos TIM e NCAP que devem se comunicar através de uma interface padronizada chamada TII. O módulo NCAP é a parte do sensor inteligente que comporta o processador. Portanto, ele é o responsável por atribuir a característica de inteligência ao sensor. Existem várias abordagens que podem ser utilizadas para o desenvolvimento desse módulo, dentre elas se destacam aquelas que utilizam microcontroladores de baixo custo e/ou FPGA. Este trabalho aborda o desenvolvimento de uma arquitetura hardware/software para um módulo NCAP segundo o padrão IEEE 1451.1. A infra-estrutura de hardware é composta por um driver de interface RS-232, uma memória RAM de 512kB, uma interface TII, o processador embarcado NIOS II e um simulador do módulo TIM. Para integração dos componentes de hardware é utilizada ferramenta de integração automática SOPC Builder. A infra-estrutura de software é composta pelo padrão IEEE 1451.1 e pela aplicação especí ca do NCAP que simula o monitoramento de pressão e temperatura em poços de petróleo com o objetivo de detectar vazamento. O módulo proposto é embarcado em uma FPGA e para a sua prototipação é usada a placa DE2 da Altera que contém a FPGA Cyclone II EP2C35F672C6. O processador embarcado NIOS II é utilizado para dar suporte à infra-estrutura de software do NCAP que é desenvolvido na linguagem C e se baseia no padrão IEEE 1451.1. A descrição do comportamento da infra-estrutura de hardware é feita utilizando a linguagem VHDL

Network node with wireless and wired interfaces: Nios II processor and uClinux to development of a NCAP embedded (IEEE 1451.1) with two interfaces, wireless (IEEE 1451.5) and wired (IEEE p1451.2)

This paper presents a NCAP embedded on DE2 kit with Nios II processor and uClinux to development of a network gateway with two interfaces, wireless (ZigBee) and wired (RS232) based on IEEE 1451. Both the communications, wireless and wired, were developed to be point-to-point and working with the same protocols, based on IEEE 1451.0-2007. The tests were made using a microcomputer, which through of browser was possible access the web page stored in the DE2 kit and send commands of control and monitoring to both TIMs (WTIM and STIM). The system describes a different form of development of the NCAP node to be applied in different environments with wired or wireless in the same node. © 2011 IEEE.

NCAP embedded using structured programming

This paper presents a network node embedded based on IEEE 1451 standard developed using structured programming to access the transducers in the WTIM. The NCAP was developed using Nios II processor and uClinux, a embedded operating system developed to features restricted hardware. Both hardware and software have dynamics features and they can be configured based in the application features. Based in this features, the NCAP was developed using the minimum components of hardware and software to that being implemented in remote environment like central point of data request. Many NCAP works are implemented with an object oriented structure. This is different from the surrounding implementations. In this project the NCAP was developed using structured programming. The tests of the NCAP were made using a ZigBee interface between NCAP and WTIM and the system demonstrated in areas of difficult access for long period of time due to need for low power consumption. © 2012 IEEE.

Safety compliance test program: FMVSS 212, 219, 301-75, NCAP, Accident Investigation Division data. Final report.

National Highway Traffic Safety Administration, Office of Research and Development, Washington, D.C.

Correlation of NCAP performance with fatality risk in actual head-on collisions.

Mode of access: Internet.

Molecular View of the Interaction between iota-Carrageenan and a Phospholipid Film and Its Role in Enzyme Immobilization

Proteins incorporated into phospholipid Langmuir-Blodgett (LB) films are a good model system for biomembranes and enzyme immobilization studies. The specific fluidity of biomembranes, an important requisite for enzymatic activity, is naturally controlled by varying phospholipid compositions. In a model system, instead, LB film fluidity may be varied by covering the top layer with different substances able to interact simultaneously with the phospholipid and the protein to be immobilized. In this study, we immobilized a carbohydrate rich Neurospora crassa alkaline phosphatase (NCAP) in monolayers of the sodium salt of dihexadecylphosphoric acid (DHP), a synthetic phospholipid that provides very condensed Langmuir films. The binding of NCAP to DHP Langmuir-Blodgett (LB) films was mediated by the anionic polysaccharide iota-carrageenan (iota-car). Combining results from surface isotherms and the quartz crystal microbalance technique, we concluded that the polysaccharide was essential to promote the interaction between DHP and NCAP and also to increase the fluidity of the film. An estimate of DHP:iota-car ratio within the film also revealed that the polysaccharide binds to DHP LB film in an extended conformation. Furthermore, the investigation of the polysaccharide conformation at molecular level, using sum-frequency vibrational spectroscopy (SFG), indicated a preferential conformation of the carrageenan molecules with the sulfate groups oriented toward the phospholipid monolayer, and both the hydroxyl and ether groups interacting preferentially with the protein. These results demonstrate how interfacial electric fields can reorient and induce conformational changes in macromolecules, which may significantly affect intermolecular interactions at interfaces. This detailed knowledge of the interaction mechanism between the enzyme and the LB film is relevant to design strategies for enzyme immobilization when orientation and fluidity properties of the film provided by the matrix are important to improve enzymatic activity.

Avaliação comportamental e neuroquímica de ratos em dessincronização forçada: possíveis implicações para um modelo animal de oscilações no humor

Bipolar disorder has been growing in several countries. It is a disease with high mortality and has been responsible by the social isolation of the patients. Bipolar patients have alterations in circadian timing system, showing a phase shift in various physiological variables. There are several arguments demonstrating alterations in circadian rhythms may be part of the bipolar disorder pathophysiology. Given the necessity for further elucidation, the goal of this study was to validate the forced desynchronization protocol as an animal model for bipolar disorder. To do this, Wistar rats were submitted to a forced desynchronization protocol which consists in a symmetrical light dark cycle with 22h. Under this protocol, rats dissociate the locomotor activity rhythm into two components: one synchronized to the light / dark cycle with 22h, and another component with period longer than 24 hours following the animal endogenous period. These rhythms with different periods sometimes there is coincidence, which we named CAP (Coincidence Active Phase) and the opposite phase, non-coincidence, called NCAP (Non-Concidence Active Phase). The hypothesis is that in CAP animals present a mania-like behavior and animals in NCAP depressive-like behavior. We found some evidence described in detail throughout this thesis. In sum, the animals under forced desynchronization protocol were more stressed, showed an increase in stereotypic behaviors such as grooming and reduction in other behaviors such as risk assessment and vertical exploration when compared to the control group. The CAP animals showed increased locomotor activity, especially during the dark phase when compared to controls (rats under T24) and less depressive behavior in the forced swim test. The animals in NCAP showed a higher anxiety in elevated plus maze, but they don t have ahnedonia. The animals under dissociation have more labeled 5HT1A cells at the amygdala area, which appoint that they have more amygdala inhibition. Taking these data together, we could partially validated the forced desynchronization protocol as an animal model for mood oscillations

Supervisory software development according to IEEE 1451.1 standard

IEEE 1451 is Standard to connect transduscers through a communication network. This article describes a supervisory system implementaion according to IEEE 1451 Standard using Java. This software, named NCAP, may be used in several industrial applications, besides making feasible to obtain TEDS as a report or by Internet. NCAP communicates with transduscer module through RS232 Interface and was testes in industrial automation processes. © 2009 IEEE.

MATIUDE - monitoramento e acesso a transdutores inteligentes (Padrão IEEE 1451) utilizando dispositivos embarcados (celulares e PDA´s)

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

MATIW 1451 - monitoramento e acionamento de transdutores inteligentes através da Web (Padrão IEEE 1451)

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Implementação de uma plataforma HW/SW para automação industrial, utilizando hardware reconfigurável com processador NIOS II em conformidade com o padrão IEEE 1451

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Desenvolvimento de um nó de rede com diferentes interfaces de acordo com o padrão IEEE 1451 utilizando o processador nios II e o sistema operacional embarcado uclinux

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Implementação de um nó IEEE 1451, baseado em ferramentas abertas e padronizadas, para aplicações em ambientes de instrumentação distribuída

Pós-graduação em Engenharia Elétrica - FEIS

AN EXPERIMENTAL STUDY OF PARTIAL LOW RISK DEPLOYMENT IN A FIXED VEHICLE ENVIRONMENT

This study will look at the passenger air bag (PAB) performance in a fix vehicle environment using Partial Low Risk Deployment (PLRD) as a strategy. This development will follow test methods against actual baseline vehicle data and Federal Motor Vehicle Safety Standards 208 (FMVSS 208). FMVSS 208 states that PAB compliance in vehicle crash testing can be met using one of three deployment methods. The primary method suppresses PAB deployment, with the use of a seat weight sensor or occupant classification sensor (OCS), for three-year old and six-year old occupants including the presence of a child seat. A second method, PLRD allows deployment on all size occupants suppressing only for the presents of a child seat. A third method is Low Risk Deployment (LRD) which allows PAB deployment in all conditions, all statures including any/all child seats. This study outlines a PLRD development solution for achieving FMVSS 208 performance. The results of this study should provide an option for system implementation including opportunities for system efficiency and other considerations. The objective is to achieve performance levels similar too or incrementally better than the baseline vehicles National Crash Assessment Program (NCAP) Star rating. In addition, to define systemic flexibility where restraint features can be added or removed while improving occupant performance consistency to the baseline. A certified vehicles’ air bag system will typically remain in production until the vehicle platform is redesigned. The strategy to enable the PLRD hypothesis will be to first match the baseline out of position occupant performance (OOP) for the three and six-year old requirements. Second, improve the 35mph belted 5th percentile female NCAP star rating over the baseline vehicle. Third establish an equivalent FMVSS 208 certification for the 25mph unbelted 50th percentile male. FMVSS 208 high-speed requirement defines the federal minimum crash performance required for meeting frontal vehicle crash-test compliance. The intent of NCAP 5-Star rating is to provide the consumer with information about crash protection, beyond what is required by federal law. In this study, two vehicles segments were used for testing to compare and contrast to their baseline vehicles performance. Case Study 1 (CS1) used a cross over vehicle platform and Case Study 2 (CS2) used a small vehicle segment platform as their baselines. In each case study, the restraints systems were from different restraint supplier manufactures and each case contained that suppliers approach to PLRD. CS1 incorporated a downsized twins shaped bag, a carryover inflator, standard vents, and a strategic positioned bag diffuser to help disperse the flow of gas to improve OOP. The twin shaped bag with two segregated sections (lobes) to enabled high-speed baseline performance correlation on the HYGE Sled. CS2 used an A-Symmetric (square shape) PAB with standard size vents, including a passive vent, to obtain OOP similar to the baseline. The A-Symmetric shape bag also helped to enabled high-speed baseline performance improvements in HYGE Sled testing in CS2. The anticipated CS1 baseline vehicle-pulse-index (VPI) target was in the range of 65-67. However, actual dynamic vehicle (barrier) testing was overshadowed with the highest crash pulse from the previous tested vehicles with a VPI of 71. The result from the 35mph NCAP Barrier test was a solid 4-Star (4.7 Star) respectfully. In CS2, the vehicle HYGE Sled development VPI range, from the baseline was 61-62 respectively. Actual NCAP test produced a chest deflection result of 26mm versus the anticipated baseline target of 12mm. The initial assessment of this condition was thought to be due to the vehicles significant VPI increase to 67. A subsequent root cause investigation confirmed a data integrity issue due to the instrumentation. In an effort to establish a true vehicle test data point a second NCAP test was performed but faced similar instrumentation issues. As a result, the chest deflect hit the target of 12.1mm; however a femur load spike, similar to the baseline, now skewed the results. With noted level of performance improvement in chest deflection, the NCAP star was assessed as directional for 5-Star capable performance. With an actual rating of 3-Star due to instrumentation, using data extrapolation raised the ratings to 5-Star. In both cases, no structural changes were made to the surrogate vehicle and the results in each case matched their perspective baseline vehicle platforms. These results proved the PLRD is viable for further development and production implementation.