A Timely Look at RFID Technology

Most of us have had that annoying experience of setting off an alarm as we leave a store because one item in our bags has a still-active radio-frequency identification (RFID) tag. So it’s back to the cashier for some deactivation (or to security for some questioning).

Retailers love RFID, for obvious reasons. So do other industries and governments dealing with limiting building access; tracking goods, livestock and people; collecting highway tolls and public transit fares; checking passports; finding airport baggage; managing hospital drug inventory… The list goes on and on.

RFIDRFID is a big business, and it is anticipated to grow despite concerns about privacy issues. Market researcher IDTechEx recently estimated that the RFID market—including tags, readers, and software and services for RFID labels, fobs, cards, and other form factors—will hit $9.2 billion in 2014 and increase to $30.24 billion in 2024.

So it’s good timing for columnist Jeff Bachiochi’s series about passive RFID tagging. Part 1 appears in Circuit Cellar’s May issue and focuses on read-only tags and transponder circuitry. It also hints at Bachiochi’s unfolding RFID project.

Other May issue highlights include DIY project articles describing an MCU-based trapdoor lift system, a customizable approach to an ASCII interface for sending commands to a sensor tool and receiving data, and a solar-powered home automation controller that enables household-device management and cloud connectivity to log temperature, energy use, and other data.

In addition, our columnists explore low-power wireless data receivers, testing and analyzing old and new batteries in a personal collection, and designing data centers to participate in smart-grid power management.

If you are a female engineer in search of some inspiration, read our interview with embedded systems expert Elecia White. Also, find out why new technology means a bright future for LEDs in emissive microdisplays.

An Organized Space for Programming, Writing, and Soldering

AndersonPhoto1

Photo 1—This is Anderson’s desk when he is not working on any project. “I store all my ‘gear’ in a big plastic bin with several smaller bins inside, which keeps the mess down. I have a few other smaller storage bins as well hidden here and there,” Anderson explained.

AndersonPhoto2

Photo 2—Here is Anderson’s area set up for soldering and running his oscilloscope. “I use a soldering mat to protect my desk surface,” he says. “The biggest issue I have is the power cords from different things getting in my way.”

Al Anderson’s den is the location for a variety of ongoing projects—from programming to writing to soldering. He uses several plastic bins to keep his equipment neatly organized.

Anderson is the IT Director for Salish Kootenai College, a small tribal college based in Pablo, MT. He described some of his workspace features via e-mail:

I work on many different projects. Lately I have been doing more programming. I am getting ready to write a book on the Xojo development system.

Another project I have in the works is using a Raspberry Pi to control my hot tub. The hot tub is about 20 years old, and I want to have better control over what it is doing. Plus I want it to have several features. One feature is a wireless interface that would be accessible from inside the house. The other is a web control of the hot tub so I can turn it on when we are still driving back from skiing to soak my tired old bones.

I am also working on a home yard sprinkler system. I laid some of the pipe last fall and have been working on and off with the controller. This spring I will put in the sprinkler heads and rest of the pipe. I tend to like working with small controllers (e.g., the Raspberry Pi, BeagleBoard’s BeagleBone, and Arduino) and I have a lot of those boards in various states.

Anderson’s article about a Raspberry Pi-based monitoring device will appear in Circuit Cellar’s April issue. You can follow him on Twitter at @skcalanderson.

Client Profile: Invenscience LC

Invenscience2340 South Heritage Drive, Suite I
Nibley UT, 84321

CONTACT: Collin Lewis, sales@invenscience.com
invenscience.com

EMBEDDED PRODUCTS: Torxis Servos and various servo controllers

FEATURED PRODUCT: Invenscience features a wide range of unique servo controllers that generate the PWM signal for general RC servomotors of all brands and Torxis Servos. (The Simple Slider Servo Controller is pictured.) Included in this lineup are:

  • Gamer joystick controllers
  • Conventional joystick controllers
  • Equalizer-style slider controllers
  • Android device Bluetooth controllers

All of these controllers provide power and the radio control (RC) PWM signal necessary to make servos move without any programming effort.

EXCLUSIVE OFFER: Use the promo code “CC2014” to receive a 10% discount on all purchases through March 31, 2014.

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System Safety Assessment

System safety assessment provides a standard, generic method to identify, classify, and mitigate hazards. It is an extension of failure mode effects and criticality analysis and fault-tree analysis that is necessary for embedded controller specification.

System safety assessment was originally called ”system hazard analysis.” The name change was probably due to the system safety assessment’s positive-sounding connotation.

George Novacek (gnovacek@nexicom.net) is a professional engineer with a degree in Cybernetics and Closed-Loop Control. Now retired, he was most recently president of a multinational manufacturer of embedded control systems for aerospace applications. George wrote 26 feature articles for Circuit Cellar between 1999 and 2004.

Columnist George Novacek (gnovacek@nexicom.net), who wrote this article published in Circuit Cellar’s January 2014 issue, is a professional engineer with a degree in Cybernetics and Closed-Loop Control. Now retired, he was most recently president of a multinational manufacturer of embedded control systems for aerospace applications. George wrote 26 feature articles for Circuit Cellar between 1999 and 2004.

I participated in design reviews where failure effect classification (e.g., hazardous, catastrophic, etc.) had to be expunged from our engineering presentations and replaced with something more positive (e.g., “issues“ instead of “problems”), lest we wanted to risk the wrath of buyers and program managers.

System safety assessment is in many ways similar to a failure mode effects and criticality analysis (FMECA) and fault-tree analysis (FTA), which I described in “Failure Mode and Criticality Analysis” (Circuit Cellar 270, 2013). However, with safety assessment, all possible system faults—including human error, electrical and mechanical subsystems’ faults, materials, and even manuals—should be analyzed. The impact of their faults and errors on the system safety must also be considered. The system hazard analysis then becomes a basis for subsystems’ specifications.

Fault Identification

Performing FMECA and FTA on your subsystem ensures all its potential faults become detected and identified. The faults’ signatures can be stored in a nonvolatile memory or communicated to a display console, but you cannot choose how the controller should respond to any one of those faults. You need the system hazard analysis to tell you what corrective action to take. The subsystem may have to revert to manual control, switch to another control channel, or enter a degraded performance mode. If you are not the system designer, you have little or no visibility of the faults’ potential impact on the system safety.
For example, an automobile consists of many subsystems (e.g., propulsion, steering, braking, entertainment, etc.). The propulsion subsystem comprises engine, transmission, fuel delivery, and possibly other subsystems. A part of the engine subsystem may include a full-authority digital engine controller (FADEC).

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Engine controllers were originally mainly mechanical devices, but with the arrival of the microprocessor, they have become highly sophisticated electronic controllers. Currently, most engines—including aircraft, marine, automotive, or utility (e.g., portable electrical generator turbines)—are controlled by some sort of a FADEC to achieve best performance and safety. A FADEC monitors the engine performance and controls the fuel flow via servomotor valves or stepper motors in response to the commanded thrust plus numerous operating conditions (e.g., atmospheric and internal pressures, external and internal engine temperatures in several locations, speed, load, etc.).

The safety assessment mostly depends on where and how essentially identical systems are being used. A car’s engine failure, for example, may be nothing more than a nuisance with little safety impact, while an aircraft engine failure could be catastrophic. Conversely, an aircraft nosewheel steer-by-wire can be automatically disconnected upon a fault. And, with a little increase of the pilots’ workload, it may be substituted by differential braking or thrust to control the plane on the ground. A similar failure of an automotive steer-by-wire system could be catastrophic for a car barreling down the freeway at 70 mph.

Analysis

System safety analysis comprises the following steps: identify and classify potential hazards and associated avoidance requirements, translate safety requirements into engineering requirements, design assessment and trade-off support to the ongoing design, assess the design’s relative compliance to requirements and document findings, direct and monitor specialized safety testing, and monitor and review test and field issues for safety trends.

The first step in hazard analysis is to identify and classify all the potential system failures. FMECA and FTA provide the necessary data. Table 1 shows an example and explains how the failure class is determined.

TABLE 1
This table shows the identification and severity classification of all potential system-level failures.
Eliminated Negligible Marginal Critical Catastrophic
No safety impact. Does not significantly reduce system safety. Required actions are within the operator’s capabilities. Reduces the capability of the system or operators to cope with adverse operating conditions. Can cause major illness, injury, or property damage. Significantly reduces the capability of the system or the operator’s ability to cope with adverse conditions to the extent of causing serious or fatal injury to several people. Total loss of system control resulting in equipment loss and/or multiple fatalities.

The next step determines each system-level failure’s frequency occurrence (see Table 2). This data comes from the failure rates calculated in the course of the reliability prediction, which I covered in my two-part article “Product Reliability” (Circuit Cellar 268–269, 2012) and in “Quality and Reliability in Design” (Circuit Cellar 272, 2013).

TABLE 2
Use this information to determine the likelihood of each individual system-level failure.
Frequent Probability of occurrence per operation is equal or greater than 1 × 10–3
Probable Probability of occurrence per operation is less than 1 × 10–3 or greater than 1 × 10–5
Occasional Probability of occurrence per operation is less than 1 × 10–5 or greater than 1 × 10–7
Remote Probability of occurrence per operation is less than 1 × 10–7 or greater than 1 × 10–9
Improbable Probability of occurrence per operation is less than 1 × 10–9

Based on the two tables, the predictive risk assessment matrix for every hazardous situation is created (see Table 3). The matrix is a composite of severity and likelihood and can be subsequently classified as low, medium, serious, or high. It is the system designer’s responsibility to evaluate the potential risk—usually with regard to some regulatory requirements—to specify the maximum hazard levels acceptable for every subsystem. The subsystems’ developers must comply with and satisfy their respective specifications. Electronic controllers in safety-critical applications must present low risk due to their subsystem fault.

TABLE 3
The risk assessment matrix is based on information from Table 1 and Table 2.
Probability / Severity Catastrophic (1) Critical (2) Marginal (3) Negligible (4)
Frequent (A) High High Serious Medium
Probable (B) High High Serious Medium
Occasional (C) High Serious Medium Low
Remote (D) Serious Medium Medium Low
Improbable (E) Medium Medium Medium Low
Eliminated (F) Eliminated

The system safety assessment includes both software and hardware. For aircraft systems, the required risk level determines the development and quality assurance processes as anchored in DO-178 Software Considerations in Airborne Systems and Equipment Certification and DO-254 Design Assurance Guidance for Airborne Electronic Hardware.

Some non-aerospace industries also use these two standards; others may have their own. Figure 1 shows a typical system development process to achieve system safety.
The common automobile power steering is, by design, inherently low risk, as it continues to steer even if the hydraulics fail. Similarly, some aircraft controls continue to be the old-fashioned cables but, like the car steering, with power augmentation. If the power fails, you just need more muscle. This is not the case with the more prevalent drive- or fly-by-wire systems.

FIGURE 1: The actions in this system-development process help ensure system safety.

FIGURE 1: The actions in this system-development process help ensure system safety.

Redundancy

How can the risk be mitigated to at least 109 probability for catastrophic events? The answer is redundancy. A well-designed electronic control channel can achieve about 105 probability of a single fault. That’s it. However, the FTA shows that by ANDing two such processing channels, the resulting failure probability will decrease to 1010, thus mitigating the risk to an acceptable level. An event with 109 probability of occurring is, for many systems, acceptable as just about “never happening,” but there are requirements for 1014 or even lower probability. Increasing redundancy will enable you to satisfy the specification.
Once I saw a controller comprising three independent redundant computers, with each computer also being triple redundant. Increasing safety by redundancy is why there are at least two engines on every commercial passenger carrying aircraft, two pilots, two independent hydraulic systems, two or more redundant controllers, power supplies, and so forth.

Human Engineering

Human engineering, to use military terminology, is not the least important for safety and sometimes not given sufficient attention. MIL-STD-1472F, the US Department of Defense’s Design Criteria Standard: Human Engineering, spells out many requirements and design constraints to make equipment operation and handling safe. This applies to everything, not just electrical devices.

For example, it defines the minimum size of controls if they may be operated with gloves, the maximum weight of equipment to be located above a certain height, the connectors’ location, and so forth. In my view, every engineer should look at this interesting standard.
Non-military equipment that requires some type of certification (e.g., most electrical appliances) is usually fine in terms of human engineering. Although there may not be a specific standard guiding its design in this respect, experienced certificating examiners will point out many shortcomings. But there are more than enough fancy and expensive products on the market, which makes you wonder if the designer ever tried to use the product himself.

By putting a little thought beyond just the functional design, you can make your product attractive, easy to operate, and safe. It may be as simple as asking a few people who are not involved with your design to use the product before you release it to production.

Test Pixel 1

Member Profile: Walter O. Krawec

Walter O. Krawec

Walter O. Krawec

LOCATION:
Upstate New York

OCCUPATION:
Research Assistant and PhD Student, Stevens Institute of Technology

MEMBER STATUS:
Walter has been reading Circuit Cellar since he got his first issue in 1999. Free copies were available at the Trinity College Fire Fighting Robot Contest, which was his first experience with robotics. Circuit Cellar was the first magazine for which he wrote an article (“An HC11 File Manager,” two-part series, issues 129 and 130, 2001).

TECH INTERESTS:
Robotics, among other things. He is particularly interested in developmental and evolutionary robotics (where the robot’s strategies, controllers, and so forth are evolved instead of programmed in directly).

RECENT TECH ACQUISITION:
Walter is enjoying his Raspberry Pi. “What a remarkable product! I think it’s great that I can take my AI software, which I’ve been writing on a PC, copy it to the Raspberry Pi, compile it with GCC, then off it goes with little or no modification!”

CURRENT PROJECTS:
Walter is designing a new programming language and interpreter (for Windows/Mac/Linux, including the Raspberry Pi) that uses a simulated quantum computer to drive a robot. “What better way to learn the basics of quantum computing than by building a robot around one?” The first version of this language is available on his website (walterkrawec.org). He has plans to release an improved version.

THOUGHTS ON EMBEDDED TECH:
Walter said he is amazed with the power of the latest embedded technology, for example the Raspberry Pi. “For less than $40 you have a perfect controller for a robot that can handle incredibly complex programs. Slap on one of those USB battery packs and you have a fully mobile robot,” he said. He used a Pololu Maestro to interface the motors and analog sensors. “It all works and it does everything I need.” However, he added, “If you want to build any of this yourself by hand it can be much harder, especially since most of the cool stuff is surface mount, making it difficult to get started.”