Baseband analog front-end and digital back-end for reconfigurable multi-standard terminals

Multimedia applications are driving wireless network operators to add high-speed data services such as Edge (E-GPRS), WCDMA (UMTS) and WLAN (IEEE 802.11a,b,g) to the existing GSM network. This creates the need for multi-mode cellular handsets that support a wide range of communication standards, each with a different RF frequency, signal bandwidth, modulation scheme etc. This in turn generates several design challenges for the analog and digital building blocks of the physical layer. In addition to the above-mentioned protocols, mobile devices often include Bluetooth, GPS, FM-radio and TV services that can work concurrently with data and voice communication. Multi-mode, multi-band, and multi-standard mobile terminals must satisfy all these different requirements. Sharing and/or switching transceiver building blocks in these handsets is mandatory in order to extend battery life and/or reduce cost. Only adaptive circuits that are able to reconfigure themselves within the handover time can meet the design requirements of a single receiver or transmitter covering all the different standards while ensuring seamless inter-interoperability. This paper presents analog and digital base-band circuits that are able to support GSM (with Edge), WCDMA (UMTS), WLAN and Bluetooth using reconfigurable building blocks. The blocks can trade off power consumption for performance on the fly, depending on the standard to be supported and the required QoS (Quality of Service) leve

An economic evaluation of the potential for distributed energy in Australia

Australia’s Commonwealth Scientific and Industrial Research Organisation (CSIRO) recently completed a major study investigating the value of distributed energy (DE; collectively demand management, energy efficiency and distributed generation) technologies for reducing greenhouse gas emissions from Australia’s energy sector (CSIRO, 2009). This comprehensive report covered potential economic, environmental, technical, social, policy and regulatory impacts that could result from the wide scale adoption of these technologies. In this paper we highlight the economic findings from the study. Partial Equilibrium modeling of the stationary and transport sectors found that Australia could achieve a present value welfare gain of around $130 billion when operating under a 450 ppm carbon reduction trajectory through to 2050. Modeling also suggests that reduced volatility in the spot market could decrease average prices by up to 12% in 2030 and 65% in 2050 by using local resources to better cater for an evolving supply-demand imbalance. Further modeling suggests that even a small amount of distributed generation located within a distribution network has the potential to significantly alter electricity prices by changing the merit order of dispatch in an electricity spot market. Changes to the dispatch relative to a base case can have both positive and negative effects on network losses.Distributed energy; Economic modeling; Carbon price; Electricity markets

Technical Design Report for PANDA Electromagnetic Calorimeter (EMC)

This document presents the technical layout and the envisaged performance of the Electromagnetic Calorimeter (EMC) for the PANDA target spectrometer. The EMC has been designed to meet the physics goals of the PANDA experiment. The performance figures are based on extensive prototype tests and radiation hardness studies. The document shows that the EMC is ready for construction up to the front-end electronics interface

Adaptive Integrated Circuit Design for Variation Resilience and Security

The past few decades witness the burgeoning development of integrated circuit in terms of process technology scaling. Along with the tremendous benefits coming from the scaling, challenges are also presented in various stages. During the design time, the complexity of developing a circuit with millions to billions of smaller size transistors is extended after the variations are taken into account. The difficulty of analyzing these nondeterministic properties makes the allocation scheme of redundant resource hardly work in a cost-efficient way. Besides fabrication variations, analog circuits are suffered from severe performance degradations owing to their physical attributes which are vulnerable to aging effects. As such, the post-silicon calibration approach gains increasing attentions to compensate the performance mismatch. For the user-end applications, additional system failures result from the pirated and counterfeited devices provided by the untrusted semiconductor supply chain. Again analog circuits show their weakness to this threat due to the shortage of piracy avoidance techniques. In this dissertation, we propose three adaptive integrated circuit designs to overcome these challenges respectively. The first one investigates the variability-aware gate implementation with the consideration of the overhead control of adaptivity assignment. This design improves the variation resilience typically for digital circuits while optimizing the power consumption and timing yield. The second design is implemented as a self-validation system for the calibration of diverse analog circuits. The system is completely integrated on chip to enhance the convenience without external assistance. In the last design, a classic analog component is further studied to establish the configurable locking mechanism for analog circuits. The use of Satisfiability Modulo Theories addresses the difficulty of searching the unique unlocking pattern of non-Boolean variables

Optimal Control for Automotive Powertrain Applications

Optimal Control (OC) is essentially a mathematical extremal problem. The procedure consists on the definition of a criterion to minimize (or maximize), some constraints that must be fulfilled and boundary conditions or disturbances affecting to the system behavior. The OC theory supplies methods to derive a control trajectory that minimizes (or maximizes) that criterion. This dissertation addresses the application of OC to automotive control problems at the powertrain level, with emphasis on the internal combustion engine. The necessary tools are an optimization method and a mathematical representation of the powertrain. Thus, the OC theory is reviewed with a quantitative analysis of the advantages and drawbacks of the three optimization methods available in literature: dynamic programming, Pontryagin minimum principle and direct methods. Implementation algorithms for these three methods are developed and described in detail. In addition to that, an experimentally validated dynamic powertrain model is developed, comprising longitudinal vehicle dynamics, electrical motor and battery models, and a mean value engine model. OC can be utilized for three different purposes: 1. Applied control, when all boundaries can be accurately defined. The engine control is addressed with this approach assuming that a the driving cycle is known in advance, translating into a large mathematical problem. Two specific cases are studied: the management of a dual-loop EGR system, and the full control of engine actuators, namely fueling rate, SOI, EGR and VGT settings. 2. Derivation of near-optimal control rules, to be used if some disturbances are unknown. In this context, cycle-specific engine calibrations calculation, and a stochastic feedback control for power-split management in hybrid vehicles are analyzed. 3. Use of OC trajectories as a benchmark or base line to improve the system design and efficiency with an objective criterion. OC is used to optimize the heat release law of a diesel engine and to size a hybrid powertrain with a further cost analysis. OC strategies have been applied experimentally in the works related to the internal combustion engine, showing significant improvements but non-negligible difficulties, which are analyzed and discussed. The methods developed in this dissertation are general and can be extended to other criteria if appropriate models are available.El Control Óptimo (CO) es esencialmente un problema matemático de búsqueda de extremos, consistente en la definición de un criterio a minimizar (o maximizar), restricciones que deben satisfacerse y condiciones de contorno que afectan al sistema. La teoría de CO ofrece métodos para derivar una trayectoria de control que minimiza (o maximiza) ese criterio. Esta Tesis trata la aplicación del CO en automoción, y especialmente en el motor de combustión interna. Las herramientas necesarias son un método de optimización y una representación matemática de la planta motriz. Para ello, se realiza un análisis cuantitativo de las ventajas e inconvenientes de los tres métodos de optimización existentes en la literatura: programación dinámica, principio mínimo de Pontryagin y métodos directos. Se desarrollan y describen los algoritmos para implementar estos métodos así como un modelo de planta motriz, validado experimentalmente, que incluye la dinámica longitudinal del vehículo, modelos para el motor eléctrico y las baterías, y un modelo de motor de combustión de valores medios. El CO puede utilizarse para tres objetivos distintos: 1. Control aplicado, en caso de que las condiciones de contorno estén definidas. Puede aplicarse al control del motor de combustión para un ciclo de conducción dado, traduciéndose en un problema matemático de grandes dimensiones. Se estudian dos casos particulares: la gestión de un sistema de EGR de doble lazo, y el control completo del motor, en particular de las consignas de inyección, SOI, EGR y VGT. 2. Obtención de reglas de control cuasi-óptimas, aplicables en casos en los que no todas las perturbaciones se conocen. A este respecto, se analizan el cálculo de calibraciones de motor específicas para un ciclo, y la gestión energética de un vehículo híbrido mediante un control estocástico en bucle cerrado. 3. Empleo de trayectorias de CO como comparativa o referencia para tareas de diseño y mejora, ofreciendo un criterio objetivo. La ley de combustión así como el dimensionado de una planta motriz híbrida se optimizan mediante el uso de CO. Las estrategias de CO han sido aplicadas experimentalmente en los trabajos referentes al motor de combustión, poniendo de manifiesto sus ventajas sustanciales, pero también analizando dificultades y líneas de actuación para superarlas. Los métodos desarrollados en esta Tesis Doctoral son generales y aplicables a otros criterios si se dispone de los modelos adecuados.El Control Òptim (CO) és essencialment un problema matemàtic de cerca d'extrems, que consisteix en la definició d'un criteri a minimitzar (o maximitzar), restriccions que es deuen satisfer i condicions de contorn que afecten el sistema. La teoria de CO ofereix mètodes per a derivar una trajectòria de control que minimitza (o maximitza) aquest criteri. Aquesta Tesi tracta l'aplicació del CO en automoció i especialment al motor de combustió interna. Les ferramentes necessàries són un mètode d'optimització i una representació matemàtica de la planta motriu. Per a això, es realitza una anàlisi quantitatiu dels avantatges i inconvenients dels tres mètodes d'optimització existents a la literatura: programació dinàmica, principi mínim de Pontryagin i mètodes directes. Es desenvolupen i descriuen els algoritmes per a implementar aquests mètodes així com un model de planta motriu, validat experimentalment, que inclou la dinàmica longitudinal del vehicle, models per al motor elèctric i les bateries, i un model de motor de combustió de valors mitjans. El CO es pot utilitzar per a tres objectius diferents: 1. Control aplicat, en cas que les condicions de contorn estiguen definides. Es pot aplicar al control del motor de combustió per a un cicle de conducció particular, traduint-se en un problema matemàtic de grans dimensions. S'estudien dos casos particulars: la gestió d'un sistema d'EGR de doble llaç, i el control complet del motor, particularment de les consignes d'injecció, SOI, EGR i VGT. 2. Obtenció de regles de control quasi-òptimes, aplicables als casos on no totes les pertorbacions són conegudes. A aquest respecte, s'analitzen el càlcul de calibratges específics de motor per a un cicle, i la gestió energètica d'un vehicle híbrid mitjançant un control estocàstic en bucle tancat. 3. Utilització de trajectòries de CO com comparativa o referència per a tasques de disseny i millora, oferint un criteri objectiu. La llei de combustió així com el dimensionament d'una planta motriu híbrida s'optimitzen mitjançant l'ús de CO. Les estratègies de CO han sigut aplicades experimentalment als treballs referents al motor de combustió, manifestant els seus substancials avantatges, però també analitzant dificultats i línies d'actuació per superar-les. Els mètodes desenvolupats a aquesta Tesi Doctoral són generals i aplicables a uns altres criteris si es disposen dels models adequats.Reig Bernad, A. (2017). Optimal Control for Automotive Powertrain Applications [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/90624TESI

Millimeter-wave Wireless LAN and its Extension toward 5G Heterogeneous Networks

Millimeter-wave (mmw) frequency bands, especially 60 GHz unlicensed band, are considered as a promising solution for gigabit short range wireless communication systems. IEEE standard 802.11ad, also known as WiGig, is standardized for the usage of the 60 GHz unlicensed band for wireless local area networks (WLANs). By using this mmw WLAN, multi-Gbps rate can be achieved to support bandwidth-intensive multimedia applications. Exhaustive search along with beamforming (BF) is usually used to overcome 60 GHz channel propagation loss and accomplish data transmissions in such mmw WLANs. Because of its short range transmission with a high susceptibility to path blocking, multiple number of mmw access points (APs) should be used to fully cover a typical target environment for future high capacity multi-Gbps WLANs. Therefore, coordination among mmw APs is highly needed to overcome packet collisions resulting from un-coordinated exhaustive search BF and to increase the total capacity of mmw WLANs. In this paper, we firstly give the current status of mmw WLANs with our developed WiGig AP prototype. Then, we highlight the great need for coordinated transmissions among mmw APs as a key enabler for future high capacity mmw WLANs. Two different types of coordinated mmw WLAN architecture are introduced. One is the distributed antenna type architecture to realize centralized coordination, while the other is an autonomous coordination with the assistance of legacy Wi-Fi signaling. Moreover, two heterogeneous network (HetNet) architectures are also introduced to efficiently extend the coordinated mmw WLANs to be used for future 5th Generation (5G) cellular networks.Comment: 18 pages, 24 figures, accepted, invited paper