Archive for Wireless

Put a Hemi in Your Mobile

Researchers at the University of Michigan have found a way to put a hemi into your next mobile. While it is not the legendary MOPAR Hemi engine, it is a hemispherical antenna. The U of M researchers have figured out how to  mass-produce antennas so small that they approach the fundamental minimum size limit for their bandwidth, or data rate, of operation according to the U of M News Service.

University of MichiganThe antenna is typically the largest wireless component in mobile devices. Shrinking it could leave more room for other gadgets and features, Anthony Grbic, an associate professor in the Department of Electrical Engineering and Computer Science said.

University of Michigan Hemi Antenna Credit:Carl PfeifferMr. Grbic and Stephen Forrest, a professor in the departments of Materials Science and Engineering and Physics, led the development of the hemisphere-shaped antennas, which can be manufactured with innovative imprint processing techniques that are rapid and low-cost. The finished product is 1.8 times the fundamental antenna size limit established in 1948 by L.J. Chu. The dimensions of this limit vary based on an antenna’s bandwidth.

“Ever since the Chu limit was established, people have been trying to reach it,” Mr. Grbic said in the article. “Standard printed circuit board antennas don’t come close. Some researchers have approached the limit with manually built antennas, but those are complicated and there’s no efficient way to manufacture them. We’ve found a way to reduce the antenna’s size while maximizing its bandwidth, using a process that’s amenable to mass production.”

The researchers’ prototype operates at 1.5 gigahertz, in the frequency range of Wi-Fi devices as well as cordless and mobile phones. The antenna is 70 percent efficient and ten times smaller than conventional antennas, Mr. Grbic said. It has three times the conductivity of similar devices produced by 3-D ink-jet printing techniques, a process that serially writes the antenna geometry.

This new method is a very general process, said Carl Pfeiffer, a doctoral student in the Department of Electrical Engineering and Computer Science and first author of a paper on the work, “Novel Methods to Analyze and Fabricate Electrically Small Antennas” will be presented at the 2011 IEEE International Symposium on Antennas and Propagation.

“It can be used to fabricate antennas that are of a wide variety of sizes, shapes, frequencies, and designs,” Mr. Pfeiffer said. “Basically if you tell me the data rate that is required for a particular application, I can make an antenna that does this while at the same time being as small as possible.”

The prototype was made in the College of Engineering’s Lurie Nanofabrication Facility. The work was funded by the Department of Education’s Graduate Assistance in Areas of National Need program, the National Science Foundation and the U.S. Air Force Office of Scientific Research.

The researchers believe this development could lead to new generations of wireless consumer electronics and mobile devices that are either smaller or can perform more functions. Beyond consumer electronics, this work could be useful in wireless sensing and military communications. Wireless sensor networks could be used for environmental monitoring or surveillance.

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Like the Chrysler Hemi, these new antennas may supercharge mobile devices. The small size could allow multiple antennas to be built into mobile devices allowing MIMO connections. The small size should also cut-down on the power requirements, decreasing the size of the battery required and increasing the time between charges.

Auto Tech

The self-interests of the auto industry and the electronics industry have aligned. The automobile has become the ultimate mobile computing platform. The car makers and OEMs have begun competing to add better Internet-computing applications. These are some of the most interesting tome.

Ford Seeks to Make Cars That Talk to Each Other

Ford Xconomy Detroit reports that Ford Motor Company (F) based in Dearborn, MI is designing vehicle-to-vehicle communication systems designed to prevent accidents. Ford’s “intelligent” vehicles can wirelessly transmit data between each other, such as location, speed, proximity, and brake status. Guided by sensors and cameras, the system can alert drivers to nearby accidents, or signal if they risk colliding with another vehicle at an intersection. “It’s like having a 360 degree pair of eyes,” says Mike Shulman, technical leader for Ford Research and Advanced Engineering.

Ford’s goal is to have intelligent cars on the road by 2016. “We kind of like to get it out as soon as we can,” Mr. Shulman says. CBS News reports that Ford’s demonstration vehicles will hit the road this spring, starting at major technology hubs across the country.

Ford’s work is part of an effort spearheaded by the U.S. Department of Transportation called IntelliDrive (Which I first wrote about in 2009). IntelliDrive’s goal is to develop a common communications platform for all vehicles to talk to each other, using 3G and 4G broadband technologies. IntelliDrive also envisions building infrastructure across the country that allows cars to “communicate” with roads, highways, and bridges, exchanging information on traffic patterns, road conditions, and weather. “IntelliDrive will help drivers bypass congestion, and it will reduce crashes by providing advanced safety warnings,” according to a report by the Center for Automotive Research (CAR), a research group based in Ann Arbor, MI. “It will even be able to take over the vehicle when there is not enough time for the driver to react.”

Eventually, the technology could lead to cars that drive themselves, Mr. Shulman says. Google (GOOG) is already testing such a car.

Microsoft Wants to Be in Your Car

Microsoft Logo Ron Miller at Internet Evolution recently posted an article that shows how Microsoft‘s (MSFT) reputation in the Auto industry has changed. Several years ago, there was a joke being emailed around about would happen if Microsoft built cars the way it built Windows. At the 2011 CeBIT technology fair, there were a number of examples of Microsoft in cars according to Mr. Miller.

The author points out that MSFT was showing off a Microsoft-centric, fully electric Smart Car with its control center as an app on your Windows 7 phone and not on the dash. The WP7 devices would display metrics such as the amount of power left in your battery, the expected distance you can travel for the amount of power on your battery, even the distances based on current battery life that are safe to reach, possible to reach, and questionable — all color coded on a Bing map. Since it’s a phone the car can be monitored from anywhere there is a cell signal.

The Internet Evolution article points out a second example of bringing Microsoft to the car. At CeBIT, Ford (F) CEO Alan Mulally was touting Ford SYNC, powered by Microsoft, the communications solution now being installed in Ford cars. Mr. Mulally wants to see the Ford automobiles be the “ultimate mobile device” according to the article.

Mr. Mulally described a system based on Microsoft’s next-gen unified communications product Lync using Nuance (NAUN) voice recognition to enable users to interact with the car and the mobile telephone sitting in the car’s cradle via voice commands, letting drivers keep both hands on the wheel while accessing features. It will also eventually offer direct access to emergency services, not a call center as with GM’s (GM) OnStar service.

Mr. Mulally says Ford made a conscious decision not to embed the Microsoft Lync system with the car’s other systems. He was careful to point out that the systems that run the car are separated from Lync by a firewall. The author says that most of us who have used Microsoft software appreciate that separation and continues I don’t think we are ready to go there just yet.

Automakers Want Vehicles Talk to Each Other

The Detroit Bureau reports that a consortium of eight manufacturers has set up shop in Farmington Hills, MI to work on car-to-car “Intelligent Vehicle” communications systems that would help stave off accidents. “If every car had it, it would be like another pair of eyes,” Ford Motor Co.’s (F) Mike Shulman, a technical research leader, stated.

The technology consortium would work to supplement, not replace, other high-tech safety systems. While Ford and others have worked on car-to-car communications systems for a number of years, the consortium reflects the fact that vehicles from different brands must be able to speak the same digital language. “We need to get messages from Hondas, Hyundais, Kias and send them all messages,” said Mr. Shulman.

Each of the eight makers will build eight new vehicles each equipped with the latest technology. Another 2,000 vehicles on the road will be retrofitted with the gear as part of a test program partially funded by the U.S. Department of Transportation.

Transportation experts suggest Intelligent Vehicle systems could also move cars closer to an era of autonomous driving, where motorists would simply plug-in a destination and settle back texting or cellphoning or reading the paper, for that matter, since the vehicle itself would handle the driving duties.

Autonomous Road Trains

Traffic Technology Today, reported in January 2011 that the EUfinanced SARTRE project has carried out the first successful demonstration of its vehicle platooning technology at the Volvo Proving Ground in Sweden. Vehicle platooning is a convoy of vehicles, where a driver in a lead vehicle drives a line of other vehicles.

SARTRE will use a forward-looking camera and 76 GHz radar. Each vehicle must also be equipped with a local control system. To achieve global control over the platoon, a communication system, probably using the 5.9 GHz radio channel would interconnect the vehicles.

Sartre Roadtrain videoProject backers say that  platooning is designed to improve and cut fuel consumption and CO2 emissions while it reduces traffic congestion.

The technology development is under way but public acceptance of the system and legislation by 25 EU governments will likely hinder acceptance for a while.

Car Technology

GM Ventures Invests in Powermat

General Motors Xconomy – Detroit reports that GM Ventures, the Detroit automaker’s venture capital arm has invested $5 million in Powermat the Commerce Township, MI start-up. A multiyear, multimillion-dollar deal with Powermat gives General Motors (GM) exclusive rights to place the company’s portable-device charging technology in its cars for a year. according to Micky Bly, the company’s director of hybrid vehicles. The Chevy Volt and certain Cadillac models will be the first GM cars to the Powermat accessories. The New York Times reports that at this years CES GM demonstrated four wireless charging positions in the Chevy Volt.

GM Ventures has also invested in Indiana-based electric car startup Bright Automotive and Ann Arbor-based battery developer Sakti3. Also see this earlier post.

Car Theft by Antenna

MIT’s Technology Review reports that researchers at ETH Zurich in Switzerland have successfully attacked eight car manufacturers’ passive keyless entry and start systems. The researchers examined 10 car models from eight manufacturers. They were able to take all 10 by intercepting and relaying signals from the cars to their wireless keys because the key transmits its signals up to around 100 meters. The attack works no matter what cryptography and protocols the key and car use to communicate with each other.

Car keyless entryThe researchers tested a few scenarios. An attacker could watch a parking lot and have an accomplice watch as car owners as entered a nearby store. The accomplice would only need to be within eight meters of the targeted owner’s key fob, making it easy to avoid arousing suspicion. In another scenario, a car owner might leave a car key on a table near a window. An antenna placed outside the house was able to communicate with the key, allowing the researchers then to start the car parked out front and drive away.

The researchers concluded that manufacturers will need to add secure technology that allows the car to confirm that the key is in fact nearby.

New Standard for Automotive-Grade Wireless Modules

Sierra Wireless (SWIR) recently introduced what the firm calls, the industry’s first suite of embedded wireless technology modules designed specifically for automotive manufacturers. The Canadian firm is banking on the emerging trend to include telematics, infotainment, navigation assistance and remote diagnostics in new cars within the next few years according to an article on ITNewsLink.com. The firm believes these applications will need reliable built-in connections to cellular networks. The new Sierra Wireless modules will uses 2G and 3G network technologies and frequency bands used worldwide to provide the connectivity customers are demanding.

The manufacturer says these units are the first wireless modules developed from the ground up to achieve compliance with automotive specifications.  ITNewsLink.com says the Sierra Wireless AirPrime AR Series design encompasses:

  • Tolerance for up to 1,000 thermal shock cycles
  • Full certification with ISO 9001:2000 quality standards and ISO/TS 16949:2002 manufacturing processes
  • Extended operating temperature range from -40 to 85 degrees Celsius
  • Compliance with multiple automotive manufacturing and quality processes including AQPQ, PPAP, PCN, and 8D
  • Solder-down form factor and optional Embedded SIM to create a more reliable and less expensive solution
  • An open platform for customer application development, including dedicated APIs for telematics applications.

Wireless Car Sensors Vulnerable to Hackers

MIT’s Technology Review reports that hackers could “hijack” the wireless pressure sensors built into many cars’ tires, researchers have found. Criminals might then track a vehicle or force its electronic control system to malfunction, the University of South Carolina and Rutgers University researchers say. The team successfully hijacked two popular tire-pressure-monitoring systems (TPMS).

As automakers add more technology and computers to cars, and connect those computers to critical components, in-car systems will need to be secured against hackers, experts warn.

The systems tested by the South Carolina-Rutgers team had very little security in place–they mainly relied on the fact that the communications protocol is not widely published. “In doing TPMS this way, [automakers] have left the door open to wireless attackers,” says Travis Taylor, one of the researchers. The team could eavesdrop on communications and, in some circumstances, alter messages in-transit. That let the team give false readings to a car’s dashboard. They could also track a vehicle’s movements using the unique IDs of the pressure sensors, and even cause a car’s ECU to fail completely.

“Normally, these [attacks would] result in small problems,” Mr. Taylor says. “But I see practical danger and damage that can happen from TPMS exploitation.” “The security and privacy problems that the researchers identify in TPMS systems are likely just one among many that will challenge the automotive industry in the years to come,” says Stefan Savage, a UC San Diego professor of computer science and engineering.

Ford Installs Sync Software via Wi-Fi

Ford Sync The Detroit Bureau reports that Ford is the first automaker to use Wi-Fi to send software to vehicles along an assembly line. The automaker is sending infotainment software to Wi-Fi-enabled MYFord Touch-equipped vehicles like the Edge.

Ford installed  Wi-Fi technology at its Oakville, Ontario, plant where it builds the Ford Edge and Lincoln MKX. Next up for Wi-Fi updates will be the upcoming Ford Explorer, built in Chicago, and then plants that build the Focus around the world.

Wi-Fi capability eliminates the need for building, stocking multiple SYNC hardware modules, thus reducing manufacturing complexity and saving cost.  “Using wireless software installation via Wi-Fi, we can stock just one type of SYNC module powering MyFord Touch and loaded with a basic software package,” explained Sukhwinder Wadhwa, SYNC global platform manager. “We eliminate around 90 unique part numbers, each of which would have to be updated every time a change is made – this system really boosts quality control.”

“Turning an assembly plant – with steel beams everywhere and high-voltage cabling throughout; everything you could imagine that would interfere with a radio signal – into an access point that would achieve 100 percent success was a huge challenge,” Mr. Wadhwa said.

Meds Talk M2M

PfizerDon’t worry about Big Brother, its Big Pharma that gets the latest award for invading your space. Dailywireless.org reports that drug maker Pfizer (PFE) wants to boost the profitability of its cholesterol-lowering Lipitor by calling you to nag remind you to take your script. According to Dailywireless.org if every Lipitor pill prescribed were taken, Pfizer expects that to increase it sales of the cholesterol-lowering drug by an extra $7 billion a year. Pfizer intends to use Vitality GlowCaps to grow its Lipitor business to $17 billion a year.

Vitality GlowCapVitality GlowCaps, are a wireless, Internet-connected bottle cap, that uses light and sound to alert users and phones home if they forget to take their Lipitor. Vitality and automated communication company Varolii, developed the GlowCap which has an embedded computer chip that communicates via low-frequency RF with a cellular-connected nightlight. The nightlight sends information to Vitality via a GE864-QUAD chip from Telit, a leader in the machine-to-machine (M2M) communications, over AT&T’s (T) GSM/GPRS network.

If a user misses a dose, an alarm will sound that gradually escalates “from a three-note arpeggio to an 11-note arpeggio,” Vitality President Josh Wachman told MobiHealthNews.  The GlowCap can also flash a light, play a ringtone, send text messages or e-mails and even call the user’s mobile phone to remind them to take their drugs.  The Dailywireless.org says that if the GlowCap remains unopened long enough, a patient will receive an automated call that asks a series of questions on why they didn’t take their drugs. GlowCaps also include a button that starts a call between the user’s phone and their pharmacy when the medication needs to be refilled.

Vitality iPad AppVitality CEO David Rose told MobiHealthNews that the company was developing an iPad app for its pharma brand managers to help them track in real-time the success of their GlowCap programs. As part of the deal, Vitality gave away iPads to any GlowCap customer, which Mr. Rose said included pharmacos and insurers, that distributes more than 10,000 GlowCaps to its customers. “With the secure app, they can see adherence patters as they emerge, everyday, in realtime. For example they can see the total value higher adherence creates for the brand. The resulting cost-savings, in the case of insurers. Even how adherence varies by demographic slice or geography (media market),” Mr. Rose wrote.

The AT&T cellular-enabled GlowCaps which can be bought on Amazon.com for $99, comes with the night-light that connects wirelessly to AT&T’s cellular network, a bottle cap and a six-month subscription to the service. After six months, subscriptions cost $15 a month.

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Talk about convergence! Mobile-to-Mobile + Connected health-care +Data protection. Any wonder why we need IPv6?

According to RCR Wireless, “Connected Healthcare” is a term used to describe a model for healthcare delivery that uses technology to give healthcare remotely. Connected healthcare is a sub-set of all Machine to Machine (M2M) devices which are expected to increase by 36 percent this year. Utilities, healthcare and securities industries will lead the charge to a total of 2.1 billion “connected M2M devices” by 2020, according to research from Analsys Mason.

What do you think?

Does the idea of getting harassed by your own script sit well with you?

Are you comfortable with Pfizer data-mining your day-to-day health-care activities?

Hackers Can Target Cars

Hacked car Wired reports that more than 100 drivers in Austin, TX found their cars disabled or the horns honking out of control, after an intruder ran amok in a web-based vehicle-immobilization system called Webtech Plus (PDF). Webtech Plus is normally used to get the attention of consumers delinquent in their auto payments. Operated by Cleveland-based Pay Technologies system lets car dealers install a black box in the vehicle that responds to commands issued through a central website, and relayed over a wireless pager network.

Austin police claim that  Omar Ramos-Lopez, a former Texas Auto Center employee who was laid-off  allegedly sought revenge by bricking the cars sold from the Austin-area dealership. Reportedly Mr. Ramos-Lopez’s account was closed when he was terminated but he allegedly got in through another employee’s account. At first, the intruder targeted specific customers but later moved to accessing the  database of all 1,100 customers whose cars were equipped with the device. It is charged that he went through database, vandalizing the records, disabling the cars and setting off the horns.

CarThe Webtech attack was an external attack but Bob Brammer, CTO and VP at Northrop Grumman Information Systems (NOCtold GovInfo Security that cars themselves are likely to become targets. Mr. Brammer points out that most cars contain 50 to 100 or more tiny computers controlled by over 100 megabytes of code that control the accelerator, brakes, displays, steering, etc., all accessed through a diagnostic port that serves as the vehicles’ USB port. Citing a study published in an IEEE journal, Mr. Brammer said, “It’s possible to take over a car, controlling the brakes, the accelerator, the steering wheel, despite whatever the driver might want to do. Our automobiles are highly vulnerable from a cybersecurity view.”

The paper, Experimental Security Analysis of a Modern Automobile, (PDF) says the potential attack window could widen as more automakers provide vehicle-to-vehicle and vehicle-to-infrastructure communications networks to third-party development, “An attacker who is able to infiltrate virtually any electronic control unit can leverage this ability to completely circumvent a broad array of safety-critical systems.”  GigaOm cites data from iSuppli that Wi-Fi in  automobiles will increase 40x and be integrated into 7.2 million cars by 2017.

Ford Fiesta Twitter U of MichiganIn the lab and road tests, the researchers said they took control of a number of the car’s functions and the driver could do nothing about it. They bypassed basic network security protection within the car, and embedded malicious code in its telematics unit to erase any evidence of the hack’s presence after a crash.

Mr. Brammer, for now, sees the threat to cars as more theoretical than practical. But he says it demonstrates that we must think about cybersecurity more broadly than we have in the past. “As the trend is to put more IT into everything that we do – whether it’s cars, airplanes, power grids, water supplies, whatever – we have to think about the security aspects of the design. These systems, within reason, have to be able to withstand certain types of attempts to attack or exploit them. That’s a terrible thing have to say, but I think that’s the way world is these day.”

HackerWi-Fi can give attackers an entry point into critical systems. Professor Stefan Savage of the University of California, San Diego told Technology Review. “In a lot of car architectures, all the computers are interconnected, so that having taken over one component, there’s a substantive risk that you could take over all the rest of them. Once you’re in, you’re in.” This could lead to brakes failing or the steering wheel seizing on scores if not hundreds of cars simultaneously, causing catastrophic crashes throughout the country.

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Cars have become more computerized, and linked through Wi-Fi and 3G networks making our daily transportation vulnerable to hackers and cyberattacks. It is conceivable that cyber-terrorists could target cars to begin the chain of events leading to a Hollywood style disaster. Hopefully the Auto manufacturers are going to tighten up the security of our cars, and skip the traditional safety delay stance they took with safety belts and air bags.

Will the auto industry tighten the security on-board cars?

Will the government have to step in?

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