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By Mike Trudel

 ”Human-Inter-what?” clipped Simon, peeking over his morning paper with a loud crinkle. A favorite farmer of seventy-eight years at my local coffee shop, Simon never failed to give me the truth precisely as he saw it. I had asked him what he thought of Human Machine Interface Technology. “Sounds like science fiction to me. Don’t we already interact - interface, whatever - with machines? How else are we supposed to run the things?”

I laughed, but in a down-to-earth, back-to-common-sense way, Simon was right on. One encyclopedia explains Human-Machine Interface (HMI) technology, also known as user interface technology as the whole means by which human users interact with a particular system, such as a device, computer program or machine. HMI provides a mechanism by which users can input or manipulate a system, and provides the system a way to output or produce the effects of the users’ manipulation.

It’s not really so complicated. HMI is a broad term describing the “layer” between a person interacting with the machine and the machine itself. Applications are varied - from medical prostheses, such as cochlear implants, to computer-human interactions to the operation of vehicular Global Positioning System (GPS) devices.

For example, Web-based user interfaces accept input and provide output by generating Web pages transmitted via the Internet, which are then viewed by users through Web browser programs. Different implementations are utilized to provide real-time control in a separate program, effectively abolishing the need to refresh a traditional HTML-based Web browser.

The more exciting technologies include touch interfaces, which serve as excellent examples of the public’s increasing demand to be in control of their environment and their machines. Touch interfaces are graphical user interfaces using a touch-screen display as a device for both input and output.

This insistence is becoming apparent in the automotive industry, where consumers are demanding to be well-connected and in control. Most vehicular GPS devices, for example, are touch interfaces. Steering wheel controls can also use HMI technology to keep drivers connected through different wireless and electronic apparatuses. Certain corporations are even releasing vehicles in which much of the cockpit is run by HMI technology, such as reconfigurable instrument clusters, reconfigurable head-up displays (HUD), warning systems and multifunctional controls.

The trend seems to be in fewer gauges - reducing six-gauge systems, for example, to fewer with reconfigurable displays. There may be more use of a center cockpit, touch screens and reconfigurable thin film transistor (TFT) displays in the future, as well.

A report about HMI technologies stated the importance for designers to understand that HMI determines an operator’s perception about a machine. Designers are of vital importance, it went on to say, because operators need to be able to trust the apparatus - and trust their interactions with it - in order to make the technology successful. How skillful and mindful HMI designers are in their work will, in large part, determine that. HMI empowerment will come through ease-of-use features, ease of programmability, easy understanding and clear information displays.

According to that study, a portion of the designer population still considers HMI just a tool, but many technologies with vital benefits are poised to make HMI the central command station for monitoring and control operations. This technology has the power to transform equipment into better interactive instruments.

Focus will increasingly be on the integration of hardware and software across horizontal and vertical lines, as well as on security issues associated with HMI software, supervisory control and data acquisition (SCADA) systems. Escalating complexity and the high volume of connections requires this to be of current and future concern. Likewise, agility and portability are proving to be important trends in human-machine interaction and user experience research.

Mike Trudel, Freelance Writer.

Delphi Corp. is poised to apply its expertise and know-how to provide vehicle manufacturers and consumers with in-vehicle connectivity. To learn more about Delphi Corp., please visit www.Delphi.com/4Innovation or www.Delphi.com/4Connected.

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Handling Soot in Antique Car Engines
By Peter Salmonford

 

In the course of running soot is formed in the engine, the quantity varying with the richness of the mixture and the facility for the lubricating oil to get past the piston. This carbonaceous deposit, combined with the non-inflammable constituents of road dust which are sucked through the carburetter, adheres to the cylinder walls and combustion head, causing falling off of power, and in time preignition. When the valve cap is removed it will be found that its underside is coated with soot, and sometimes even with a hard deposit, an indication of the state of the interior of the cylinder. To remove this carbon deposit, the usual procedure is to take off the cylinder so as to expose the parts and scratch off the deposit with a screwdriver or some similar instrument. From the tops of the piston the deposit can be cut away with a knife, and when removed the surfaces should be polished with fine emery cloth, as deposit adheres less easily to a polished surface. The deposit must be completely removed from all parts of the cylinder as well as the piston, a matter of some difficulty.

There have been one or two inventions evolved from time to time to remove the deposit without necessitating the dismantling of the engine. One of these is to insert a steel ball of about 5 inch diameter into the cylinder and then to run the engine, its action being to hammer the carbon deposit and so chip it off the surface. Another, and more promising, process consists in passing a stream of oxygen into the cylinder, lighting it, and so causing a chemical combination to take place between the carbon and the oxygen. As soon as all the carbon has combined the flame goes out, and it is known that the cylinder is clean. The writer has not tried either of these schemes, but mentions them as matters of interest. The ball process, however, would seem rather risky.

To keep an engine in good running order the valves, apart from grinding-in, require careful attention. In the olden days silence of running was not of great importance, but nowadays it is an essential, and to obtain it one of the most important points is to see that the clearance between the valve tappet  and the bottom of the valve stem is small. As the engine runs it will be understood that the tappet  rises rapidly and strikes the foot of the valve. If there is a large clearance between these two the impact between the tappet and the valve causes a clicking noise, which should be stopped by adjusting the tappet head close up to the valve stem. The usual distance or clearance is about 5 inches. The top of the tappet head is inlaid with fibre to reduce the noise, and in course of time this fibre becomes dented or recessed. The tappet should then be removed and its head filed flush so as to remove the indentation.

Peter Salmonford is a keen fan of cars, and likes to write about antique and modern vehcles. Take a look at his other articles on hydrogen conversion, the benefits of an electric car kit and using browns gas in your own car.

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