Ultracapacitor
26 Aug

Introduction Ultra-capacitor is also called a super-capacitor. It is an energy storing device and it stores the energy in the form of electrical field. The Ultracapacitor is electrochemical device where-in no chemical reactions are involved in the storing of its electrical energy. Ultra-capacitor is capable of holding hundreds of time more electrical charge quantity than the conventional capacitor. A conventional capacitor contains two electrically conductive surfaces, separated by an insulating layer called a dielectric. The Capacitance of the capacitor depends on surface area of conductor. However, a practical limit exists as to the capacitance obtainable with this design. The structure of ultra-capacitor is different than the conventional capacitor. The ultra-capacitor employs a porous medium between the two electrodes. In ultra-capacitor the electrodes are made from graphite carbon in the form of activated conductive carbon, carbon nanotubes or carbon gels. The porous material passes the positive ions and blocks the electrons. The porous material and electrodes are saturated with the liquid electrolyte - aluminum. The electrodes and porous material are very thin, but when coiled up together then their capacitance value goes up to hundreds of farads. In order to further increase the capacitance of an ultra-capacitor, we need to increase the

Lead Acid Battery Charger for Lithium-Ion Battery
08 Jul

There are several questions about the use of Lead Acid battery charger for charging Lithium ion battery: Q: Is it possible to charge the Lithium ion battery with lead acid battery charger? Q: What is the difference between lead acid and lithium ion battery charger? Q: Why people insist to use lead acid charger for charging lithium ion battery instead of lithium ion battery charger? Q: What will be the impact on lithium ion battery if lead acid battery charger is used for charging? Yes it is possible to use  Lead acid battery charger for charging Lithium ion battery. The lithium ion battery charger can modulate or regulate the current as per the demand. The lithium ion charger can communicate with BMS and modulate its output as per the BMS commands. But the lead acid battery charger it can not regulate the current and can not communicate with BMS. The only reason is lithium ion battery chargers are pretty expensive than the LA battery chargers. But if we think about the outcomes, with the dedicated Li-ion battery charger the battery life of Li-ion Battery will get prolonged for sure. The impact of the Lead Acid charger on the Li ion

Logic Optimization
07 Jul

Do you think having a cup of tea at 5th min depends really on good hands working for it?  In reality, all it depends on predefined steps followed up for making it testier. The same phrase is applicable for electronics industry as well. Building embedded logic for a bit complex system is not very difficult task to proceed but the main challenge here is to do the same with least effort in logic, So as to make it more robust with its functionality in all its test cases. While designing any c logic for a complex system, one should think a more on the concept by all mean so as to understand small bottlenecks that may arise in later phase of time. Steps for proceeding any logic: Ø  Understand all requirements for the system from customer, suggest them if any improvement can be done which you think of more importance to share and come out with proper list of requirement with which embedded developer should also be well aware so as to avoid bottleneck arising in later phase of time. Ø  Designing a top level algorithm for flow of source code logic along with all necessary flowchart. Ø  Discuss this

ADAS for Indian Market
05 Feb

In order to decrease the number of accidents or at least to minimize the impact, today’s vehicles are equipped with Advanced Driver Assistance Systems (ADAS). The functionality and design of these systems is purely dependent on research related to the driving concerns in respective countries. ADAS has been successful in countries having more disciplined driving culture. However, with the rapid motorization in developing countries such as India, there is an increasing need to investigate how these systems should be designed for new and growing markets. Market like India having altogether different driving habits than those of developed countries will pose a challenge to the ADAS designers. In order to address the need, a detailed research is required to discover the most common traffic issues facing Indian drivers, how those issues differ from drivers in countries with better developed driving culture (like Western Europe), and how these differences will mandate redesign or re-tuning of ADAS available in the present form. A study was conducted aimed at difficulties faced by Indian drivers and implementation of ADAS for Indian Automotive market. It was clearly evident that though European and Indian traffic rules and regulations are mostly similar, but driver behavior is highly culturally

Odd-Even: Evenly odd
07 Jan

The SMOG issue in Delhi gave golden chance to Environmentalist and National Green Tribunal (NGT) to take non-populous steps towards making Delhi’s air cleaner. While the action will certain reduce the severity of the situation but to the large extent they are not curative and probably not even measurable. There is mixed reaction from the populace of Delhi, the 24×7 Media and the confused Industry about the odd-even rule and ban of diesel vehicles (with >2L Engine capacity). As mentioned by every expert/media, Power Plants, Automobiles, burning of Agriculture by products and Construction are the main culprits deteriorating air quality in the National Capital Region. Multiple studies have derived different sets of numbers towards contribution from sources mentioned above. With an engineer who graduated from the esteemed IIT as its Chief Minister, the Aam Aadmi Party government decide to take on the technologically advanced culprit i.e. automotive, while the NGT took harsh step to ban the diesel vehicle with 2+ Litre engine capacity. In terms of vehicle density per kilometer of constructed road, Delhi Ranks 5th in India (245 Vehicles/km). Delhi has 30000 kms of roads within its limits while remaining 4 cities road length when added is less than

Need Engineering Talent Scouts – Now !!!!
24 Aug

More than 4 million students graduate out of Indian technical institutes every year. It is a huge number but really speaking, it is a ‘herd’. Stuides indicate that the employability quotient of these graduates and diploma holders is as low as 18%. We also need to remember that a significantly high percentage of this 4 million i.e. around 1 million went for technical studies only because their parents told them to. Most engineering institutes in the western and central states are sponsored / run / operated by big-ticket politicians. While they have to attract the cream candidates and need a decent infrastructure, on an average the graduate from Indian technical institutes suffers from: Exposure to outdated curriculum Lack of practical knowledge Lack of industry knowledge Infact, it is much more valuable to take up a diploma course than a degree course as it provides more ‘practical’ and ‘hands-on’ exposure. However, diploma holders are not well received by the industry. Their starting salaries are meager and their lack of outwardly sophistication outplays their strong technical knowledge. Companies struggle to find talent. You may wonder how can that be when the source is outputting 4 million targets. Companies hire from institutes that

AUTO DIAGNOSTICS WORLD – 14TH MAY 2015
21 May

Here’s some snippets from the automotive world GLOBAL Toyota and Mazda – The big Japanese collaboration Takata Air Bag recalls – More yet to come? The fully electric Volvo bus – A game changer ? INDIA April Car Sales – Only 5 OEMs with > 5% share in passenger car segment. Mahindra and Honda competing for 3rd spot, Tata drops below 5% Emissions and regulatory delay – The cold war between the fuel suppliers and auto manufacturers Safety comes first – well, not till 2017 What does it take to certify a car / engine in India ? – ARAI tells us all CMVR TAP Documents Indian Emission Regulation Booklet SENSING How small is the world’s smallest reed switch (yet !) Automotive seat sensors – Occupant Detection – Sensor Fusion patent the key to in-car personalization: How Stuff Works DIAGNOSTICS Still shying away from inspiring the mechanics in all of us – MeriCar.com Guided Troubleshooting – Others who claim the capability AUTO CONCEPTS of the WEEK How Air Bags work (Takata)

The shrinking slice of Tata Motors
21 May

Numbers don’t lie and the Indian consumer is no longer ready to be taken for a ‘ride’. The vast choice and the increased variety of cars in the market has really made the consumer the KING. From the top-sellers and fuel-efficient cars from Maruti Suzuki to the top of the class European brands – everything awaits the consumer. The choice and variety can truly be over-whelming for the Generation X, the middle aged Indians who in their hey-days could only choose from a handful of models – the Ambassadors, the Premier Padmini and the Maruti 800. The folks who wanted to stand-out bought the Contessa or 118 NE. Unlike, the choice to the Indian voter, there was no “None of the Above” option. Now, there are probably a bit more than 20 manufacturers in the market with close to around 150 models and around 1000+ variants. The consumer is ‘smart’ and given the realization that he is the KING has surely made him ‘toss away’ the cars that do not appeal. At the same time, the consumer has an ego, an ego that remained suppressed through his childhood where-in he only state-of-the-art cars only on the centerfolds of magazines or

Why Nano Failed and why the RE60 Quadricycle won’t ink any success story
21 May

So today I was driving on the Pune – Mumbai expressway and to my surprise I saw the test runs of Bajaj Quadricycle RE60. The launch should not be far away (and I have not noticed if it has already happened). Few years ago Bajaj made it to the news by saying that they will be working with Nissan (and Renault) to get the cheapest car on the roads – cheaper than the ‘Nano’. I am glad that they failed or discontinued their attempt because the folks behind Tata Motors had got the Market Strategy and positioning all wrong. Tata Nano, simply failed, because of the following 2 elements: 1. Everyone who owns and Indica or Indigo or anyone who knows anyone who owns an Indica and Indigo, will never buy a Tata vehicle unless it completes 2 years in the market and the reports are good. And for Nano, the reports were never favorable. 2. 99% of India thinks of the car as a status symbol and any such individual would never like to possess the ‘cheapest car’. Infact, with Tata Nano entering the market as the cheapest car, the sales of Suzuki 800 and Alto increased because they