Japan sent a delegation to visit Vietnam to strive for the Vietnam nuclear power project

Japan will make every effort to obtain orders for Vietnam's nuclear reactor projects, which is crucial for Japan's entry into the nuclear power market and will face fierce competition from other countries in the sector. Minister of Economy, Industry and Commerce Naoshima Shigeki has already gone to Vietnam to negotiate on the 24th.

Comprehensive media reported on August 26 that Japan will launch its nuclear power plant to Vietnam with full force. The success of the nuclear power plant in the market will be crucial for future export business in this field.

Masayuki Naoshima, Japan’s Minister of Economy, Trade and Industry, arrived in Vietnam on the 24th and was joined by eight heads of private companies, including the heads of Tokyo Electric Power and Toshiba Corp. .

On the 25th, Naoki met with Vietnamese Prime Minister Nguyen Tan Dung and senior officials of the Communist Party of Vietnam, urging the Vietnamese government to sign two confirmed orders for nuclear reactors with relevant Japanese companies as soon as possible. Sui Jinyong expressed admiration for Japan’s advanced technology and safety records in this field.

Naoshima Shigetsu said to Niu Jinyong that Japan is willing to provide any type of assistance, including funding and personnel training.

Nguyen Tan Yong said that the Vietnamese side will carefully consider the conditions proposed by the Japanese side. Naotoshima was interviewed by reporters after the meeting and said that he hopes to achieve some progress in this matter at the bilateral summit to be held in October.

The two sides also discussed an agreement to limit the application of nuclear technology to force, which is a prerequisite for Japan’s export in this field. Vietnam has already signed similar agreements with other countries in the field, such as South Korea and France, but this is the first time that Japan has made contacts in this area. As soon as the two sides negotiated as soon as possible between Naoshima’s righteous trip, Nguyen Tan Yong accepted it.

Vietnam plans to establish 14 nuclear reactors by 2030, and Japan hopes to receive orders for two reactors that are scheduled to start operating around 2021. Considering the time required for the construction of nuclear reactors, Vietnam is expected to approve two (0)(0) comments in this article within one year or one year. Other Articles Comments on the topic Related Information Financial Information Forum Please enter verification code

Nuclear reactor orders.

Because Vietnam plans to build a large number of nuclear reactors, the Japanese Ministry of Economy, Industry and Industry is worried that if Japan can not win orders for Vietnam's nuclear reactors, other countries in Southeast Asia will not consider inviting Japan to nuclear power construction. According to the estimation of Japan’s Ministry of Economy and Industry, the nuclear power market, including the construction and operation of nuclear reactors, will increase to 9 trillion yen in Southeast Asia by 2025, and India will grow to nearly 17 trillion yen.

However, Japan is facing fierce competition. State-owned companies in South Korea, France, and Russia often win projects at lower bid prices. Russia has won an earlier nuclear power project in Vietnam by reaching a military electronic components agreement with Vietnam.

 

Vehicle Electronics or Automotive Electronics are electronic systems used in road vehicles, such as: engine management, ignition, radio, carputers, telematics, in-car entertainment systems and others. Electronic systems have become an increasingly large component of the cost of an automobile, from only around 1% of its value in 1950 to around 30% in 2010.[1]

The earliest electronics systems available as factory installations were vacuum tube car radios, starting in the early 1930s. The development of semiconductors after WWII greatly expanded the use of electronics in automobiles, with solid-state diodes making the automotive alternator the standard after about 1960, and the first transistorized ignition systems appearing about 1955.

The availability of microprocessors after about 1974 made another range of automotive applications economically feasible. In 1978 the Cadillac Seville introduced a "trip computer" based on a 6802 microprocessor. Electronically-controlled ignition and fuel injection systems allowed automotive designers to achieve vehicles meeting requirements for fuel economy and lower emissions, while still maintaining high levels of performance and convenience for drivers. Today's automobiles contain a dozen or more processors, in functions such as engine management, transmission control, climate control,antilock braking, passive safety systems, navigation, and other functions.[2]

Modern electric cars rely on power electronics for the main propulsion motor control, as well as managing the battery system. Future autonomous cars will rely on powerful computer systems, an array of sensors, networking, and satellite navigation, all of which will require electronics.

Engine electronics
Automotive engine electronics originated from the need to control engines. The first electronic pieces were used to control engine functions and were referred to as engine control units (ECU). As electronic controls began to be used for more automotive applications, the acronym ECU took on the more general meaning of "electronic control unit", and then specific ECU's were developed. Now, ECU's are modular. Two types include engine control modules (ECM) or transmission control modules (TCM).

A modern car may have up to 100 ECU's and a commercial vehicle up to 40[citation needed].

Automotive electronics or automotive embedded systems are distributed systems, and according to different domains in the automotive field, they can be classified into:

  1. Engine electronics
  2. Transmission electronics
  3. Chassis electronics
  4. Active safety
  5. Driver assistance
  6. Passenger comfort
  7. Entertainment systems
  8. Electronic Integrated Cockpit systems

One of the most demanding electronic parts of an automobile is the engine control unit. Engine controls demand one of the highest real time deadlines, as the engine itself is a very fast and complex part of the automobile. Of all the electronics in any car the computing power of the engine control unit is the highest, typically a 32-bit processor.

It controls such things as:

In a diesel engine:

  • Fuel injection rate
  • Emission control, NOx control
  • Regeneration of oxidation catalytic converter
  • Turbocharger control
  • Cooling system control
  • Throttle control

In a gasoline engine:

  • Lambda control
  • OBD (On-Board Diagnostics)
  • Cooling system control
  • Ignition system control
  • Lubrication system control (only a few have electronic control)
  • Fuel injection rate control
  • Throttle control

Many more engine parameters are actively monitored and controlled in real-time. There are about 20 to 50 that measure pressure, temperature, flow, engine speed, oxygen level and NOx level plus other parameters at different points within the engine. All these sensor signals are sent to the ECU, which has the logic circuits to do the actual controlling. The ECU output is connected to different actuators for the throttle valve, EGR valve, rack (in VGTs), fuel injector (using a pulse-width modulated signal), dosing injector and more. There are about 20 to 30 actuators in all.

Transmission electronics
These control the transmission system, mainly the shifting of the gears for better shift comfort and to lower torque interrupt while shifting. Automatic transmissions use controls for their operation, and also many semi-automatic transmissions having a fully automatic clutch or a semi-auto clutch (declutching only). The engine control unit and the transmission control exchange messages, sensor signals and control signals for their operation.

Chassis electronics
The chassis system has a lot of sub-systems which monitor various parameters and are actively controlled:

Passive safety
These systems are always ready to act when there is a collision in progress or to prevent it when it senses a dangerous situation:

  • Air bags
  • Hill descent control
  • Emergency brake assist system

Driver assistance

  • Lane assist system
  • Speed assist system
  • Blind spot detection
  • Park assist system
  • Adaptive cruise control system
  • Pre-collision Assist

Passenger comfort

  • Automatic climate control
  • Electronic seat adjustment with memory
  • Automatic wipers
  • Automatic headlamps - adjusts beam automatically
  • Automatic cooling - temperature adjustment

Infotainment systems

  • Navigation system
  • Vehicle audio
  • Information access

All of the above systems forms an infotainment system. Developmental methods for these systems vary according to each manufacturer. Different tools are used for both hardware and software development.

Electronic Integrated Cockpit systems
These are new generation hybrid ECUs that combine the functionalities of multiple ECUs of Infotainment Head Unit, Advanced Driver Assistance Systems (ADAS), Instrument Cluster, Rear Camera/Parking Assist, Surround View Systems etc. This saves on cost of electronics as well as mechanical/physical parts like interconnects across ECUs etc. There is also a more centralized control so data can be seamlessly exchanged between the systems.

There are of course challenges too. Given the complexity of this hybrid system, a lot more rigor is needed to validate the system for robustness, safety and security. For example, if the infotainment system's application which could be running an open source Android OS is breached, there could be possibility of hackers to take control of the car remotely and potentially misuse it for anti social activities. Typically so, usage of a hardware+software enabled hypervisors are used to virtualize and create separate trust and safety zones that are immune to each other's failures or breaches. Lot of work is happening in this area and potentially will have such systems soon if not already.

Functional safety requirements
In order to minimize the risk of dangerous failures, safety related electronic systems have to be developed following the applicable product liability requirements. Disregard for, or inadequate application of these standards can lead to not only personal injuries, but also severe legal and economic consequences such as product cancellations or recalls.

The IEC 61508 standard, generally applicable to electrical/electronic/programmable safety-related products, is only partially adequate for automotive-development requirements. Consequently, for the automotive industry, this standard is replaced by the existing ISO 26262, currently released as a Final Draft International Standard (FDIS). ISO/DIS 26262 describes the entire product life-cycle of safety related electrical/electronic systems for road vehicles. It has been published as an international standard in its final version in November 2011. The implementation of this new standard will result in modifications and various innovations in the automobile electronics development process, as it covers the complete product life-cycle from the concept phase until its decommissioning.

Security
As more functions of the automobile are connected to short- or long-range networks, cybersecurity of systems against unauthorized modification is required. With critical systems such as engine controls, transmission, air bags, and braking connected to internal diagnostic networks, remote access could result in a malicious intruder altering the function of systems or disabling them, possibly causing injuries or fatalities. Every new interface presents a new "attack surface". The same facility that allows the owner to unlock and start a car from a smart phone app also presents risks due to remote access. Auto manufacturers may protect the memory of various control microprocessors both to secure them from unauthorized changes and also to ensure only manufacturer-authorized facilities can diagnose or repair the vehicle. Systems such as keyless entry rely on cryptographic techniques to ensure "replay" or "man-in-the-middle attacks" attacks cannot record sequences to allow later break-in to the automobile. [3]

In 2015 the German general automobile club commissioned an investigation of the vulnerabilities of one manufacturer's electronics system, which could have led to such exploits as unauthorized remote unlocking of the vehicle.

 

Vehicle Electronics

Vehicle Electronics,Automotive Electronics,Car Electronics,Auto Electronics

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