GOOGLE NOSE
can we imagine where the technology is driving us to, we can smell what we can not feel but only see.
can we imagine where the technology is driving us to, we can smell what we can not feel but only see.
Monday, November 07, 2016
Friday, August 12, 2016
Thursday, April 14, 2016
UNDERGROUND PACKING SYSTEM
UNDERGROUND PACKING SYSTEM
A multi-storey car park (also called a parking garage, parking structure, parking ramp, parkade, parking building, parking deck or indoor parking)
is a building designed for car parking and where there are a number of
floors or levels on which parking takes place. It is essentially a
stacked car parkThe term multistorey car park is used in the United Kingdom, Hong Kong, and many Commonwealth of Nations countries and commonly misspelled with a hyphen. In the western United States, the term parking structure is used, especially when it is necessary to distinguish such a structure from the "garage" in a house. In some places in North America, "parking garage" refers only to an indoor, often underground, structure. Outdoor, multi-level parking facilities are referred to by a number of regional terms:
- Parking garage is used, to varying degrees, throughout the U.S.; and rarely, in Canada as well, and professionally by civil engineers;
- Parking deck is used mostly in the Southern United States.
- Parking ramp is used in the upper Midwest, especially Minnesota and Wisconsin, and has been observed as far east as Rochester, New York
- Parkade is widely used in Canada and South Africa
- Parking building is used in New Zealand.
.DESIGN
The movement of vehicles between floors can be affected by:
- interior ramps - the most common type
- exterior ramps - which may take the form of a circular ramp (colloquially known as a 'whirley-gig' in America)
- vehicle lifts - the least common
- automated robot systems - combination of ramp and elevator
Many car parks are independent buildings dedicated exclusively to that use. The design loads for car parks are often less than the office building they serve (50 psf versus 80 psf), leading to long floor spans of 55–60 feet that permit cars to park in rows without supporting columns in between. The most common structural systems in the United States for these structures are either prestressed concrete concrete double-tee floor systems or post-tensioned cast-in-place concrete floor systems.
Sunday, February 28, 2016
CAR TO CAR
COMMUNICATION
The technology that warned of the impending collision will start appearing in cars in just a couple of years. Called cartocar or vehicletovehicle communication, it lets cars broadcast their position, speed, steeringwheel position, brake status, and other data to other vehicles within a few hundred meters. The other cars can use such information to build a detailed picture of what’s unfolding around them, revealing trouble that even the most careful and alert driver, or the best sensor system, would miss or fail to anticipate.
Already many cars have instruments that use radar or ultrasound to detect obstacles or vehicles. But the range of these sensors is limited to a few car lengths, and they cannot see past the nearest obstruction.
Cartocar communication should also have a bigger impact than the advanced vehicle automation technologies that have been more widely heralded. Though selfdriving cars could eventually improve safety, they remain imperfect and unproven, with sensors and software too easily bamboozled by poor weather, unexpected obstacles or circumstances, or complex city driving. Simply networking cars together wirelessly is likely to have a far bigger and more immediate effect on road safety.
Creating a cartocar network is still a complex challenge. The computers aboard each car process the various readings being broadcast by other vehicles 10 times every second, each time calculating the chance of an impending collision. Transmitters use a dedicated portion of wireless spectrum as well as a new wireless standard, 802.11p, to authenticate each message.
Just an hour’s drive west of Warren, the town of Ann Arbor, Michigan, has done much to show how valuable cartocar communication could be. There, between 2012 and 2014, the National Highway Traffic Safety Administration and the University of Michigan equipped nearly 3,000 cars with experimental transmitters. After studying communication records for those vehicles, NHTSA researchers concluded that the technology could prevent more than half a million accidents and more than a thousand fatalities in the United States every year. The technology stands to revolutionize the way we drive, says John Maddox, a program director at the University of Michigan’s Transportation Research Institute.
Shortly after the Ann Arbor trial ended, the U.S. Department of Transportation announced that it would start drafting rules that could eventually mandate the use of cartocar communication in new cars. The technology is also being tested in Europe and Japan.
There will, of course, also be a few obstacles to navigate. GM has committed to using cartocar communication in a 2017model Cadillac. Those first Cadillacs will have few cars to talk to, and that will limit the value of the technology. It could still be more than a decade before vehicles that talk to each other are commonplace.
—Will Knight
The technology that warned of the impending collision will start appearing in cars in just a couple of years. Called cartocar or vehicletovehicle communication, it lets cars broadcast their position, speed, steeringwheel position, brake status, and other data to other vehicles within a few hundred meters. The other cars can use such information to build a detailed picture of what’s unfolding around them, revealing trouble that even the most careful and alert driver, or the best sensor system, would miss or fail to anticipate.
Already many cars have instruments that use radar or ultrasound to detect obstacles or vehicles. But the range of these sensors is limited to a few car lengths, and they cannot see past the nearest obstruction.
Cartocar communication should also have a bigger impact than the advanced vehicle automation technologies that have been more widely heralded. Though selfdriving cars could eventually improve safety, they remain imperfect and unproven, with sensors and software too easily bamboozled by poor weather, unexpected obstacles or circumstances, or complex city driving. Simply networking cars together wirelessly is likely to have a far bigger and more immediate effect on road safety.
Creating a cartocar network is still a complex challenge. The computers aboard each car process the various readings being broadcast by other vehicles 10 times every second, each time calculating the chance of an impending collision. Transmitters use a dedicated portion of wireless spectrum as well as a new wireless standard, 802.11p, to authenticate each message.
Just an hour’s drive west of Warren, the town of Ann Arbor, Michigan, has done much to show how valuable cartocar communication could be. There, between 2012 and 2014, the National Highway Traffic Safety Administration and the University of Michigan equipped nearly 3,000 cars with experimental transmitters. After studying communication records for those vehicles, NHTSA researchers concluded that the technology could prevent more than half a million accidents and more than a thousand fatalities in the United States every year. The technology stands to revolutionize the way we drive, says John Maddox, a program director at the University of Michigan’s Transportation Research Institute.
Shortly after the Ann Arbor trial ended, the U.S. Department of Transportation announced that it would start drafting rules that could eventually mandate the use of cartocar communication in new cars. The technology is also being tested in Europe and Japan.
There will, of course, also be a few obstacles to navigate. GM has committed to using cartocar communication in a 2017model Cadillac. Those first Cadillacs will have few cars to talk to, and that will limit the value of the technology. It could still be more than a decade before vehicles that talk to each other are commonplace.
—Will Knight
BY YEMSQUARE
The mission and objectives of the CAR 2 CAR
Communication Consortium are
• to develop
...an open European standard for CITS
...an associated validation process focusing on V2V Systems
...realistic deployment strategies and business models to speedup the market penetration
...a roadmap for deployment of CITS (for V2V and V2I)
• to contribute
...to the development of European standards for V2I Communication being interoperable with the specified V2V standard
...to an associated validation process
...its specifications to the standardisation organisations, in particular ETSI TC
ITS, in order to achieve common European standards for ITS
• to push
...the harmonisation of C2C Communication Standards worldwide
• to promote
...an open European standard for CITS
...an associated validation process focusing on V2V Systems
...realistic deployment strategies and business models to speedup the market penetration
...a roadmap for deployment of CITS (for V2V and V2I)
• to contribute
...to the development of European standards for V2I Communication being interoperable with the specified V2V standard
...to an associated validation process
...its specifications to the standardisation organisations, in particular ETSI TC
ITS, in order to achieve common European standards for ITS
• to push
...the harmonisation of C2C Communication Standards worldwide
• to promote
BY YEMSQUARE
...the allocation of a royalty free European wide frequency band for V2V
applications
...joint deployment of CITS by all stakeholders
• to demonstrate
...the C2CSystem as proof of technical and commercial feasibility
...joint deployment of CITS by all stakeholders
• to demonstrate
...the C2CSystem as proof of technical and commercial feasibility
BY YEMSQUARE
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