Overcoming common pit-falls of VoIP

While we pretty much all agree that combining voice and data on one secure network saves time, money and is easily scalable, VoIP does have a few downsides that need to be planned for.

  1. VoIP will not function if there are internet or service outages. Choosing a system with built-in redundancy and call continuity, or having a back-up ISP or other connection, is important.
  2. Back-up power supplies should be on hand to deal with power outages.
  3. But, what if you are in a rural area using a network that has limited bandwidth?

Here packets can go missing causing breaks in conversation. This can be a huge problem if you are trying to communicate with customers, other businesses, or work colleagues.

Find out how the Ravenglass & Eskdale Steam Railway solved this problem using Perle Ethernet Extenders to transmit data up to 20km across existing copper wiring.


Connect Tech Supports NVIDIA® Jetson Nano™

Connect Tech is offering free public download of a 3D printable enclosure, Nano-Pac, which can be 3D printed as a Jetson Nano Development Kit enclosure.

Find out more http://connecttech.com/products/nvidia-jetson-nano

What is the difference between Jetson Nano, Jetson TX1 and Jetson TX2?

FeaturesJetson Nano Jetson TX1 Jetson TX2
GPU128 Core NVIDIA Maxwell™ (0.5 TFLOPs FP16) 256 Core NVIDIA Maxwell (1 TFLOPs FP16) 256 Core NVIDIA Pascal™ @ 1.3GHz
CPU 64-bit Quad-core ARM A57 (1.43 GHz) 64-bit Quad-core ARM A57 (1.7 GHz) 6 core Denver and ARM A57 (2GHz)
(2x) 2MB L2
Memory 4 GB 64-bit LPDDR4 25.6 GB/s 8GB 128-bit LPDDR4
58.4 GB/s
Storage 16 GB eMMC32GB eMMC
Networking 10/100/1000 Mbit
Video Encode 2160p @ 30 (H.264/H.265)(2x) 4K @30 HEVC
Camera 12 MIPI CSI-2 DPHY 1.1 lanes (1.5 Gb/sec)
Dual ISP (1.5 Gpix/sec)
12 MIPI CSI-2 DPHY 1.1 lanes (1.5 Gb/sec)
Dual ISP (1.5 Gpix/sec)
12 MIPI CSI-2 DPHY 1.2 lanes
WiFi Not supported SupportedSupported
Mechanical69.6 mm x 45 mm, 260-pin SODIMM connector
87 mm x 50 mm, 400-pin Samtec connector
Integrated TTP
87 mm x 50 mm
400-pin connector
Input Voltage 5V (nominal) 5.5V (min) to 19.6V (max) 7.5W / 15W

NEW: Industrial DIN Rail Power Supplies

Perle now offers a complete range of rugged AC to DC and DC to DC Converters built to meet the high stability and efficiency expectations of industrial, machine automation and process control environments. There are over 90 models, with a wide variety of features and functions, to choose from.

“Our aim is to ensure the maximum availability of your system. We are confident that
we have the right power supply to meet the needs of every industrial application.”

  • 4 to 56 V DC Adjustable Output Voltage Ranges
  • 0,5 to 40 Amps
  • 25 to 960 Watts
  • Single Phase, 2-Phase or 3-Phase AC to DC Converters
  • DC to DC Converters
  • Industrial operating temperatures of -40°C to +70°C

Available in 24 and 48v DC models, Perle Industrial-grade Power Supplies are reliable sources of power designed stand up to harsh industrial environments.

Find our more https://www.perle.com/products/industrial-din-rail-power-supplies.shtml


Connect Tech Releases New NVIDIA Jetson AGX Xavier Rugged Box

Guelph, Ontario, March 14, 2019 – Connect Tech, an NVIDIA Jetson Ecosystem Partner, has added a rugged embedded system to its NVIDIA Jetson AGX Xavier line of products. The Jetson AGX Xavier is a powerful AI computer that provides high-end GPU workstation performance in a compact package that operates under 30 watts.

Connect Tech’s Sentry-X is built around the Jetson AGX Xavier and brings out a wide assortment of I/Os. Some of the features provided include 2x GbE, 3x USB 3.1, 2x CAN 2.0b, 1x RS-232, 1x RS-422/485, 1x UART 3.3V TTL, and 8x GPIO.

Sentry-X Rugged Embedded System – P/N SGX001

Connect Tech’s Sentry-X is well targeted for customers in aerospace and defense as well as any market or application that can benefit from the incredible performance of the Jetson AGX Xavier packaged in a rugged enclosure. Sentry-X is designed to meet MIL-STD-810G as well as DO-160G for shock and vibration along with ingress protection of IP67.

The Sentry-X is designed to bring all the I/O out to one panel and terminate to rugged Fisher MiniMax connectors except for 1x USB 3.0/3.1, which also contains USB OTG, along with 3x status LEDs found on the opposite panel. The flexible I/O front end also lends itself well to 38999 or M12 style connectors.

Connect Tech’s Sentry-X is well targeted for customers in aerospace and defense as well as any market or application that can benefit from the incredible performance of the Jetson AGX Xavier packaged in a rugged enclosure. Sentry-X is designed to meet MIL-STD-810G as well as DO-160G for shock and vibration along with ingress protection of IP67.

The Sentry-X is designed to bring all the I/O out to one panel and terminate to rugged Fisher MiniMax connectors except for 1x USB 3.0/3.1, which also contains USB OTG, along with 3x status LEDs found on the opposite panel. The flexible I/O front end also lends itself well to 38999 or M12 style connectors.

Careful thought has gone into expansion, ensuring that mass storage can be added as well as WiFi, Bluetooth and analog frame grabbers. The Sentry-X also comes with a unique docking station that allows for quick release if the removal or replacement of a Sentry-X compute module is needed.

“The release of the Sentry-X rugged embedded system confirms our commitment to the Jetson community,” said Michele Kasza, vice president of sales and marketing at Connect Tech. “The Sentry-X also underscores our design capabilities both from a high-speed digital design perspective as well as our mechanical capabilities.”

For product page and full specifications, visit:

About Connect Tech Inc.:
Connect Tech is the largest NVIDIA Jetson ecosystem partner specializing in small form factor, rugged computing. We are proud to support the Jetson AGX Xavier and Jetson TX2/TX2i/TX1 platforms. We are backed by a knowledgeable sales and support staff, well-versed in each Jetson module. Offering 12 standard products for TX2/TX2i/TX1 and multiple custom design wins, we help take your applications to market fast.


UK’s air-breathing rocket engine set for key tests

Artwork: Sabre could enable intercontinental travel at five times the speed of sound

Author: Jonathan Amos, BBC Science Correspondent
BBC News: 15 March 2019
Images: Reaction Engines Ltd.

The UK project to develop a hypersonic engine that could take a plane from London to Sydney in about four hours is set for a key demonstration.

The Sabre engine is part jet, part rocket, and relies on a novel pre-cooler heat-exchanger technology.

This pre-cooler system will begin a new phase of testing in the next month or so in Colorado, US.

Meanwhile, the core part of the engine has just gone through its preliminary design review.

Signed off by experts at the European Space Agency, the review sets the stage for this central section of Sabre to begin its own demonstration campaign at Wescott Space Cluster in Buckinghamshire next year.

Artwork: Space planes based on Sabre ought to be fully reusable and cheaper to operate

The company behind the project, Reaction Engines Ltd (REL), says it is making good progress.

Not only would Sabre power units enable rapid, point-to-point transport inside the atmosphere, but they would also allow reusable vehicles to make the jump straight to orbit without the need for multiple propellant stages – as is the case now with conventional rockets.

Sabre would work like an air-breathing jet engine from standstill to about Mach 5.5 (5.5 times the speed of sound) and then transition to a rocket mode at high altitude, going at 25 times the speed of sound to get into space, if this is the chosen destination.

The European Space Agency is auditing the technical development of Sabre

Achieving this flight profile is a challenge in managing temperature extremes.

The essential innovations include a compact pre-cooler heat-exchanger that can take an incoming airstream in the region of 1,000C and cool it to -150C in less than 1/100th of a second.

REL proved the pre-cooler’s efficiency at taking an ambient air stream to low temperature in 2012. Now it must do the same in a very high-temperature regime. This is the purpose of the Colorado tests.

“To have a very high-temperature, high-volume flow of air to test the pre-cooler – we needed a new facility. That is now complete,” explains Shaun Driscoll, REL’s programmes director

“We will be running tests in the next month or two. We will be using re-heated aero engines to drive air through the system. We will drive air into the pre-cooler at up to 1,000C.”

Sabre would burn hydrogen in the oxygen it scoops from the air

Sabre, at a fundamental level, can be divided into three sections – the pre-cooler front-end; a core combustion section with a smart thermodynamic cycle to again manage heat and fluid flow; and a relatively conventional rocket arrangement at the rear.

It’s the core section that is having a new test facility built for it at the Wescott space park, the site of Britain’s post-war Rocket Propulsion Establishment.

New building: On the site of Britain’s post-war Rocket Propulsion Establishment

The building is nearing the end of its preparation and the design work on the core of Sabre is also moving towards its conclusion.

“The core can be tested on the ground, but it’s the core that gets you air-breathing from the ground up to the edge of space, at which point there is no more oxygen to breathe and the system transitions to the pure rocket mode,” Mr Driscoll said.

REL is a private venture with the backing of aerospace giants BAe Systems, Rolls-Royce and Boeing. It has also received significant R&D support from the UK government. Esa’s propulsion specialists act as technical auditors, assessing each step in the development of the Sabre concept.

“The positive conclusion of our Preliminary Design Review marks a major milestone in Sabre development,” commented Esa’s Mark Ford.

“It confirms the test version of this revolutionary new class of engine is ready for implementation.”

Source: https://www.bbc.com/news/science-environment-47585433

Tackling ice on the German ICE High-speed rail network

6th December 2018 – DB Inside Bahn

De-icing – How does it work?

The ICE train passes through a 190m long de-icing tunnel. Here a total of 40 nozzle blocks have been mounted along the length of the track on either side of the rails. Warm water is sprayed upwards from the nozzles. As the steam rises, the moisture spreads. It’s reminiscent of a shower and spa paradise for trains. This is not about clean locomotives and rolling stock. Rather, this de-icing system ensures safety on the rails.

120 litres per minute for defrosting

The whole procedure is quite simple. The train arrives. Then it says: Hose me down! More than 120 litres per minute are pressed against the train from below. The jet is about body temperature and has a pressure of 1 bar. Enough power to spray the water against the underbody of the train and to defrost ice spots that have settled along the track during snowfall. The water used is filtered and fed back into the cycle, i.e. recycled.

39° C Shower

This spa treatment is only necessary at low temperatures. This is because the undercarriages of Deutsche Bahn trains are regularly serviced and subjected to ultrasonic testing. At 39° C any snow and ice in the way is simply defrosted and removed

  • Drehgestell – Bogie
  • Düsenstock – Spray Cylinder
  • Druckluftventil – Compressed-Air Valve
  • Druckluft- und Elektroleitungen – Compressed Air and Electrical conduits
  • Wasserröhre – Water pipes
  • Düsenröhre – Nozzle pipes
  • Almost 70 nationwide de-icing plants

    Complete de-icing of an ICE takes between two to two and a half hours. The chassis can then be inspected. A short time later the ICE is back on track. There are almost 70 defrosting and de-icing systems available throughout the German rail network, in which express and regional trains – in the truest sense of the word – get mollycoddled.

    To prevent the ICEs from freezing in the first place, Frankfurt has had a glycol spraying system that is unique in Germany since 2014: preparation is everything.

    Original Article: “Gegen Eis am ICE: Ein Wellnessparadies für Züge”: https://inside.bahn.de/enteisungsanlage/?dbkanal_009=L01_S01_D088_KNL0024_-_KW50-2018-01_LZ01

    Wi-Fi 6 is coming to a router near you

    The Wi-Fi alliance has changed the naming scheme for Wi-Fi standards, abandoning the 802.11 designations for simpler names like Wi-Fi 6, Wi-Fi 5, Wi-Fi 4, etc., but that may gloss over some of the finer points of the old IEEE system.

    Source: Jon Gold, Senior Writer, Network World

    Just when we were all getting used to the IEEE 802.11 Wi-Fi nomenclature that differentiates between generations of the technology, the industry’s Wi-Fi Alliance has gone and made it simpler and more digestible for the user on the street.

    As a result, starting this month what we know as 802.11ax is officially called Wi-Fi 6.

    The new, vastly simplified system also means that 802.11ac is now Wi-Fi 5, and 802.11n is Wi-Fi 4. The idea, according to the Wi-Fi Alliance, is to make matching endpoint and router capabilities a simpler matter for the rank-and-file user of Wi-Fi technology.

    Think of it as the unlicensed equivalent to the various Gs – 3G, 4G, 5G – that the cellular data carriers have rolled out over the years – broad descriptors of the generation of connectivity tech that it’s in place on a given device, not specific technical specifications.

    What is Wi-Fi 6 good for?

    The basic technology behind Wi-Fi 6, which is still known as 802.11ax on the technical side, promises major advances beyond just higher data rates, including better performance in dense radio environments and higher power efficiency.

    Wi-Fi 6 is also seen as a possible communications method for internet-of-things (IoT) devices that have low power capabilities and limited battery life. Thanks to a feature called target wake time, Wi-Fi 6 IoT devices can shut down their Wi-Fi connections most of the time and connect only briefly as scheduled in order to transmit data they’ve gathered since the last time, thus extending battery life.

    Farpoint Group principal and Network World contributor Craig Mathias said that, given the degree to which consumerization is the driving force even behind enterprise IT these days, the re-naming is probably a step in the right direction, but that doesn’t mean that simply labeling 802.11ax as Wi-Fi 6 tells the whole story.

    “Saying, for example, that a given product is ‘Wi-Fi 6’ just specifies which generation it belongs to, and very little else,” he said. “By analogy, one can purchase a 2019 Ford Edge. But there are also SE, SEL, Titanium, and ST models, and numerous options for each of these trim levels. So saying one has a Ford Edge isn’t really very descriptive at all.”

    A bigger potential issue, Mathias added, is that presenting different Wi-Fi technologies via a simple sequential naming convention can mislead users. 802.11ad and ay are 60GHz standards, with vastly different characteristics and capabilities than 2.4GHz and 5GHz systems. Simply calling them “Wi-Fi 7” makes them sound like the next generation of the same technology, not something that’s fundamentally designed to accomplish different tasks.

    “A number of potential issues arise if linear numbering is taken to imply ‘better,’” he said.

    The Wi-Fi Alliance says that vendors will be able to incorporate the new naming scheme in their user interfaces. So as mobile users move from access point to access point, their screens will use the new numbering system show the standard that was used to establish the current connection.

    The new terminology will also be applied to the Wi-Fi Alliance’s certification program for wireless products. So, for example, starting next year if a product meets the 802.11ax standard it will receive a Wi-Fi CERTIFIED 6 designation.