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  • 24-Aug-2013 01:29 EDT

Sacramento State, FSAE 2013

The Hornet Racing Formula SAE Team tells us about their unique design for their vehicle and custom seat.

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Video
2011-11-17
Given the fast changing market demands, the growing complexity of features, the shorter time to market, and the design/development constraints, the need for efficient and effective verification and validation methods are becoming critical for vehicle manufacturers and suppliers. One such example is fault-tree analysis. While fault-tree analysis is an important hazard analysis/verification activity, the current process of translating design details (e.g., system level and software level) is manual. Current experience indicates that fault tree analysis involves both creative deductive thinking and more mechanical steps, which typically involve instantiating gates and events in fault trees following fixed patterns. Specifically for software fault tree analysis, a number of the development steps typically involve instantiating fixed patterns of gates and events based upon the structure of the code. In this work, we investigate a methodology to translate software programs to fault trees.
Video
2016-06-09
Southeast Michigan - not Silicon Valley - is fast becoming the North American center for advanced vehicle technologies. In this episode of SAE Eye on Engineering, Editor-In-Chief Lindsay Brooke looks at Google's new development center for self-driving car technology in Novi, Michigan. SAE Eye on Engineering also airs Monday mornings on WJR 760 AM Detroit's Paul W. Smith Show. Access archived episodes of SAE Eye on Engineering.
Video
2013-08-05
The Kettering team tells us about their process at the 2013 Formula SAE event in Lincoln, Nebraska.
Video
2011-11-04
Consumers design different PHEVs than expert analysts assume. Experts almost uniformly assume PHEVs that offer true all-electric driving for 10 to 60 miles; consumers are more likely to design PHEVs that do not offer true all-electric driving and have short ranges over which they use grid-electricity. Thus consumers? PHEV designs are less expensive. These consumer PHEV designs do, or don?t, produce lower GHG emissions than experts? PHEVs over the next ten years. The devil is in the details, i.e., which powerplant emissions to assign to new electricity demand: marginal or average. If (based on marginal powerplant emissions) it makes almost no difference whether we sell consumer-designed or expert-assumed PHEVs over the next ten years, yet as the grid continues to de-carbonize all-electric PHEV designs emerge as clearly the better option, there is a trajectory we could be on from blended, ?short range? PHEVs to all-electric ?long range? PHEVs.

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