Continue Reading Previous POLYRACK: case and system applications for individual requirements on showNext PLS: UDE 5.0 with hypervisor awareness supports development of virtualized applications Wind River has announced enhancements to the Wind River Chassis portfolio of safe and secure automotive software. The latest updates to the Chassis portfolio include the integration with Wind River Titanium Cloud virtualization software that delivers high reliability and ultra-low latency to support the rigorous requirements of the world’s most demanding computing and communications networks.Autonomous driving, like other emerging computing applications, will usher in the need to process high volumes of data at faster speeds while avoiding the risk of downtime. Autonomous cars must constantly sense and communicate with the world around them and make complex calculations in an instant, and as a result a vehicle’s computing needs will become highly intensive.Traditional approaches to tackle increasing complexity, such as adding more computing hardware or simply ruggedizing fragile supercomputers inside cars, could drive up the cost of vehicle production to unreasonable levels. Several challenges can be addressed if cars offload some of the computing strain from the car and move it to the cloud. Designing cars to successfully leverage edge cloud computing can change the cost structure of next-generation vehicles and deliver the low-latency and reliable communications required for autonomous driving.Chassis brings together automotive software, technologies, tools, and services to help carmakers simplify and maintain vehicle software systems while helping manage their connectivity to the Internet of Things. The portfolio includes the high-performance VxWorks real-time operating system, tuned for both determinism and responsiveness, with a proven track record in safety- and security-certified environments. Certified to ISO 26262 ASIL-D by TÜV SÜD, VxWorks is used in over 550 safety certification programs by more than 350 customers across multiple industries.With Linux often serving as the starting point for innovative development, customers can turn to Chassis, which draws from the Wind River legacy as a market leader for commercial Linux, to engage in commercialization efforts for their connected and autonomous vehicle technologies. Wind River offers Wind River Linux and other commercial-grade open source technologies, technical support, and maintenance to help customers stay up to date on the latest innovations. Able to support customers’ diverse range of computing needs, Wind River can create computing environments that accommodate multiple Linux-based workloads that work seamlessly with the hard real-time, deterministic VxWorks RTOS, giving customers the ability to cost-effectively combine open source with the safety and reliability of time-tested certified computing software.Customers interested in the development of safety-critical applications can explore Wind River Drive, an Adaptive AUTOSAR-oriented software services stack to support abstraction of key software applications and algorithms from hardware architectural dependencies. Wind River Workbench and Wind River Diab Compiler are best-in-class tools for building embedded software devices, systems, or networks. Wind River Edge Sync provides a software framework for remote over-the-air (OTA) updates and software lifecycle management, allowing rapid, safe, and secure updates to software and firmware throughout the vehicle lifecycle.Titanium Cloud provides a virtualized software infrastructure for the rigorous demands of critical edge infrastructure applications. It includes a fully integrated, reliable, and deployment-ready virtualization platform that enables companies to deploy virtualized services faster, at lower cost, and with high uptime. Titanium Cloud provides an application-ready software platform that runs virtualized applications and services with carrier grade reliability and is built to support the intensive performance, reliability, and security requirements of rigorous computing and 5G networks.Share this:TwitterFacebookLinkedInMoreRedditTumblrPinterestWhatsAppSkypePocketTelegram Tags: Tools & Software
After Basit Ali, another former Pakistan cricketer has come out with a conspiracy theory saying that India will make sure Safaraz Ahmed’s men don’t make it to the semifinals of the ongoing World Cup.Sikander Bakht, who played 26 Tests and 27 ODIs for Pakistan, believes once the Men in Blue are through to the knockout stage, they will lose their remaining games to oust the Green Brigade of the tournament.”If India are already through, they will in their final match allow the opponents to win to ensure that Pakistan are knocked-out,” Bakht can be seen as saying to a Pakistan news channel in a video tweeted by Pakistan journalist Saj Sadiq.Former Pakistan bowler Sikander Bakht “If India are already through, they will in their final match allow the opponents to win to ensure that Pakistan are knocked-out” #CWC19 pic.twitter.com/LNrwGgsrToSaj Sadiq (@Saj_PakPassion) June 28, 2019Earlier, Ali had also claimed that India will “never want Pakistan” to make it to the semi-finals and that’s why the Men in Blue might perform badly and intentionally lose their matches against Bangladesh and Sri Lanka.Basit Ali reckons India will not want Pakistan to qualify for the semi-finals and may play poorly in their matches against Sri Lanka and Bangladesh #CWC19 pic.twitter.com/vwg3oFnnplSaj Sadiq (@Saj_PakPassion) June 26, 2019Pakistan, after suffering an embarrassing 89-run loss to India, made a strong comeback in the tournament, defeating South Africa and New Zealand. They have seven points in as many games and are currently locked in a fierce four-way battle for the semi-final spot with England, Sri Lanka and Bangladesh.advertisementIn order to qualify for the knockout stage, the 1992 champions need to win their remaining two games and also hope for favourable results in the matches of the other teams.India, having 11 points from six games, and need to win one of their remaining three fixtures against England (Sunday), Bangladesh (July 2) and Sri Lanka (July 6) to confirm their berth in the last four.Also Read | Nakal Karna Hi Sabse Badi Chaploosi Hai: Sheldon Cottrell on Mohammad Shami imitating his saluteAlso Read | World Cup 2019: Pakistan wary of Afghanistan spinners, says Haris SohailAlso Read | World Cup 2019: Team India ‘ready to rumble’ vs England in new orange jersey
zoom The ice class fleet witnessed a significant lack of ordering activity in the recent years, according to a report from Gibson Shipbrokers.Most of the recent newbuild investment has gone into Aframax tonnage with a mix of Finnish/Swedish ice class 1A and 1C orders.Last November, Russian shipping major Sovcomflot (SCF) announced a huge investment in ice class 1A tonnage, ordering six Aframaxes (plus options), and at the same time stating their commitment to environmental standards by making them LNG powered.Back in October 2016, Euronav made a rare venture into the newbuildings market by ordering ice class 1C Suezmaxes, with seven-year time charter attachments to serve the Quebec refinery to replace some of their older units.Ice class tonnage by the nature of its employment is expensive to run and costly to repair and of course only command a premium during the short ice season. Older units, although built to ice class rules, may in fact drop out of these trades into the more conventional markets because of escalating maintenance costs.Today, 72% of the Aframax fleet is over 10 years of age. Additionally, 70% of the Handy/MR fleet, as well as 78% of the Suezmaxes fleet, is over 10 years old. To put this into context, 68% of the whole ice class fleet today is over 10 years of age.Analysis of the tanker orderbook shows only a handful of ice class units are currently firm orders, most already with committed employment. With so many units from the mid-2000s heading towards third special survey over the next few years, this niche market could potentially be heading for a shortfall, Gibson writes.Forty-three percent of the fleet was built between 2003-2007 (10-15 years of age). Given that ice class tankers spend the greater part of their working lives in the ECAs, the impact of the 2020 sulphur legislation will be limited.However, over the next few years many units will be required to invest in Ballast Water Treatment systems as well as the added expenses associated with working in ice in terms of steel replacement etc. Also, ships now have to comply with the safety part of the Polar Code by their first renewal survey. Many of the older units may require changes to fuel tanks to comply with the code.As all of this comes at a cost, the companies that operate ice class tonnage will have some interesting choices to make over the next few years, according to Gibson.