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As I have browsed all your post here I can really say that it is very informative.I am currently looking an article regarding this topic for my research and I'm glad I found it.thank you so much Rover v8 Engine Parts for your great efforts.
Reading this piece, I gain a great sense of negativity regarding Boeing's 787 due to the current problems the aircraft is facing regarding the use of Li-I battery technology.
Boeing and the 787, in my opinion, was victim to significant media attention due to it's extensive use of new technologies promising superior cost performance in addition to pax appeal. For those familiar with the commercial airline/aircraft industry, further attention was given due to Boeing's gamble to assign not only financial risk (as development of 'clean sheet' aircraft costs billions) but significant engineering responsibilities to these same subcontractors.
Two Li-I battery events that occurred within a week of one another generated multiple media reports from multiple sources in this internet age. Both incidents revealed battery overheats with one experiencing thermal runaway. Fire aboard an aircraft cannot be accepted but many media sources overstated the severity of the fires.
Prior to these two events, the 787 had been in revenue service for nearly a year. In this period, the 787 had a dispatch reliability of 99% which is excellent considering a brand-new technology aircraft.
The article's author describes the 787's extensive use of electrical actuation for flight control and other systems previously using engine bleed air. This adds to the fuel efficiency of the aircraft. The author's piece correctly describes Boeing's design strategy for what the 787 has been extremely successful in fuel burn rates that exceeded design specs during its period of revenue service before its grounding.
Personally, the Li-I battery issue had been overstated by many in the media. Again, fire is not acceptable in aircraft especially in-flight and both battery events would have not resulted in a fatal or CFIT crash. The battery and power system arraignment had been subjected to many hours of tests and passed all. The author is semi-correct in that, because of the use of a brand new battery technology, there was no 'formal' FAA certification requirement for the system other than MOPS and not RTCA which now will oversee the STC of the new battery system.
Boeing, in my belief, professionally and graciously accepted responsibility in this battery issue though most evidence points to the battery design which was supplied by Japanese manufacturer GSYausa. The power system was built by ThalesSA of France. Boeing, however, failed to ensure the battery and related systems were tested thoroughly and elected to pass the system with the more marginal cert requirement.
As surprising as it may be, Li-I batteries are used in aerospace applications and have experienced no problems.
Boeing's fix will be successful. The conversion to Ni-Cad batteries would require the entire aircraft to be recertified to return to revenue service verses the redesign which would require a STC which would be faster to test and recertify the system.
Boeing's (and America's) future as a leading supplier of commercial aircraft to the world depends on a successful fix and Boeing will ensure that this will happen. (Economist id'ed me incorrectly. submitted by Halsey Bartlett Jr.)
Its a well researched article. In the interest of passenger safety, Boeing Co. should change the electronic lethium-ion batteries to conventional ones no matter the weight goes up. Dreamliner has to be 100% safe -no compromise.
My opinion about the specific issue is that I really believe that there is a possibility of having a case of manufacturing and administration hubris at this point. Maybe all the other people meet problems with the Li-ion batteries, except us! All that amazing new technology at the Boeing 787 has gone to them. In addition, I am pretty certain that the storage bins might never have taken on a fire hazard only for the fact to save 40 lbs space. They are not able to change the batteries and that it might be about the storage more than weight. At this point, that will need a special fitting in the new batteries as well specialized certification , and the most important is that it is not only battery for just one area…
So, the fault wasn't with the individual cells, so GS Yuasa is probably off the hook. And all the charging and monitoring equipment performed as designed, so technically Boeing's design is sound. That only leaves the culprit as the battery sub-assembly wiring and the cell packaging which was performed by Thales! If I were Airbus, I would take Boeing's woes as a "lessons learned" and start reviewing any sub-contracting work Thales has done for Airbus and I would start now since Thales is responsible for all major avionic systems on all Airbus aircraft. As for Boeing, their lesson is never trust a company with a vested interest in the success of your competition.
Its unbelievable that Boeing used this Lithium-Ion battery only to save 18
KG of weight putting such a big project in risk? If they have to replace
the battery from Lithium-Ion to Ni-Cad it might be nightmare not only for Boeing but also for total aviation industry.Keeping one year to redesign
and replace the battery what could be the consequences!Around $100B loss!!
Probably the biggest ever loss for Boeing?If it happens as per the report
the perception loss would be more than the financial loss for aviation industry as a safe public transportation.
This is a somewhat poorly researched article.
First, electricity in the 787 replaces primarily pneumatics to start engines, run pressurization and drive some actuators, not hydraulics - though it is used in some secondary flight controls and breaks that used to be hydraulic.
Second, the batteries in the 787 are not much more powerful than the 777 or other similar planes for they serve pretty much the same purpose: start the APU (a small turbine generator) and power critical instruments in some emergency scenarios. They are lighter, though which is important for the extremely overweight plane the 787 is.
Third, the 787 is 20% more economic when compared *by Boeing* against its own moribund 767, which was killed in the marketplace by the Airbus A330. Most, if not all of the economic advantage the 787 has against the A330 comes from its new engines, NOT the airframe.
Fourth, 787 is terribly overweigh compared with Boeing rosy early predictions and IT IS NOT in any great extent lighter than a comparable similar Aluminum airplane. Composites ended up not being the great bargain Boeing thought it to be. As an example, Mitsubishi, the company that makes the 787 wings decided to drop composites and go with aluminum *for its own brand new regional jet wings*.
Fifth, Boeing sold a lot of planes just because it practically *gave them away*. They used their early rosy estimates as a base cost and sold the plane for peanuts. Now, according to many consultants, its *marginal cost* to produce one is higher than the sticker price on most of the sales – WITHOUT COUNTING the 15-20B sank as development costs, rescuing suppliers etc.
So in fact Boeing lost the three main bets it made on this plane.
Could it be a deliberate act by the batteries' Japanese manufacturer as a retaliation to the "thermal runaway" that happened in the Fukushima nuclear reactors?
I heard that BA is currently planning on enclosing the problem battery unit in a flameproof box with a venting mechanism to move smoke outside the plane (in the event of another similar fire).
So I guess the planes will be back in the air in a couple of weeks
I just had a thought.
Cabin attendants may be able to get more mobile phones actually switched off during take-off and landing by amending their announcement as follows:
"To eliminate the risk of spontaneous combustion, all equipment using Lithium-ion batteries, including mobile phones and PCs, must be switched completely off during take-off and landing."
@Anjin-San, I guess at least one or two passengers would prefer to leave the plane, after being warned in such stark terms.
I've been told of someone (well, a former boss) who was so afraid of fumbling with the controls and letting his phone switched on during a flight that he not only tried to switch it off before take-off — he disassembled it, to keep the battery away from the set.
The problem with Boeing is that they did not have any experience with outsourcing. They happily went along choosing the cheapest and crossed their fingers hoping all would be well. Going for profit and dumping their engineering prowess was not a good idea.
At least Airbus has a long experience with outsourcing, but did not skimp on engineering. They kept that all in house resulting in safer planes. At the same time putting tons of material up in the air does not rule out risk of failure. Any plane may either land safely or plunge to earth in free fall. With Boeing it started a fire and no lives were lost.
Wrong. Aircraft makers have always outsourced batteries, instruments, and various other specialized components. Boeing has also been outsourcing components which they could make for some time. The latest model of 747, for example, has about 30% foreign content.
Wrong? The 747 was designed and build in Seatle. The latest model was started after the 787.
In any case 30% is different from the design and building of the 787. Boeing bit if more than they could chew with their Dreamliner.They outsourced major parts of the design and build.
The delays and problems they incurred are the result of decisions made at the highest level to save on capital investment and improve the return on capital.
They made their bed and are now lying in it.
The 747 is built on Everett, not Seattle.
Sorry, 30 miles north of Seattle.
Unfortunately, Airbus skimped on Human Factors Engineering. Their design that eliminates any control surface feedback to the pilots was partially responsible for the loss of the 228 people on Flight 447. This will continue to plague Airbus and the owner airlines for many years.
The official result of the investigation states the following.
The final report was released at a news conference on 5 July 2012.[14][15] It states that the accident resulted from a succession of events: temporary inconsistency between the airspeed measurements, probably following obstruction of the pitot tubes by ice crystals, that caused the autopilot to disconnect; inappropriate control inputs that destabilized the flight path and led to a stall; and pilot misunderstanding of the situation leading to a lack of control inputs that would have made it possible to recover from it.[1]
If that constitutes "Human Factors Engineering" then you are correct.
Dear Charel, I have a copy of that report. A good Human Factors engineer would have prevented Airbus from designing a cockpit that does not allow the pilot-not-flying to see what the pilot-flying is doing. A yoke pulled full back in your lap would tell you immediately what your fellow pilot is doing. All three of these pilots learned to fly with dual controls like that. The Captain (after he returned to the cockpit) had about two minutes to figure out what was happening. If he had seen both yokes full back he would have recognized the problem immediately and shouted at the other pilots to get the yoke forward. Instead, he did not understand what was happening because some of the clues were hidden, and, even when the aircraft passed through 5000 feet and could no longer recover, he still didn't know why he was about to die.
Most of us have experienced an iced-over pitot tube and dealt with it by flying at a lower (warmer) altitude. However, we didn't get there in a full stall. The question here is not what caused the pitot instruments and autopilot to fail, but what caused the pilots to act "inappropriately".
It seems that the time of yokes has passed. Yes, a returning pilot should see at a glance what the controlling pilot is doing. But are yokes really necessary to achieve that?
Time moves on and electronic controls are here to stay.
Weak project management?
The FAA has a list of 100 cases of fires caused by Lithium-ion batteries aboard planes.
But it gave Boeing a go. And Boeing "felt confident that, if a cell were to experience thermal runaway and catch fire, the flames would be contained safely within the battery-pack's enclosure".
Well, I was once aboard a plane that experienced a small fire (it was a Boeing 737, btw). Nothing to do with batteries; the package of a meal being warmed in the galley caught fire inside the oven.
The crew quickly stopped the fire, but the plane landed immediately, after some sharp turns and "braking" in midair - it was a few minutes after take-off and we were near the airport, still climbing.
After parking, the captain came back to talk to the passengers. The plane was never in danger after the small fire had been stopped, he assured us.
No big deal, he said. The fire was small and brief. Most importantly, it had been contained inside the oven, which runs on a secondary electric system. No flight system had been damaged, we could keep flying for hours.
Then why the hasty landing, we asked? Because there is an iron rule in aviation, he answered: after any fire aboard, no matter how small or seemingly unconsequential, you land as soon as you can. Period.
And the plane has to go through a thorough check, which will take hours, befere you can take-off again.
Well, this law must have been forgotten. Now comes Boeing planning for a fire aboard, and trusting it will be contained inside the battery pack. And the FAA gives a go.
This must be what people call regulatory capture, as someone said. Good luck to future 787 passengers.
The idea is to contain any fire in the battery pack to allow time to make a safe emergency landing. Are you arguing that Boeing should not have planned to contain possible fires?
Of course not, @GH1618. I'd rather see Boeing not betting the house (or the plane, at least) on a type of battery with that kind of record — demonstrably prone to overheating and causing fires aboard.
Or the FAA stopping them, as a last-resort safety check. But nothing like that happened, and Boeing will now pay the price of too much risk-taking.
Nobody's forgotten the rule that the aircraft must be landed as soon as possible in the event of fire. While this is the first commercial airliner to use lithium batteries, they have been used in military aircraft, so I expect Boeing has had some experience with them. Somewhere they went wrong, but it is too early to know where, or what the price will be.
I beg to disagree, @GH1618. Anyway, I thank you for taking the time to answer me.
We cannot know right now what the full price will be, for sure. But some price is already being paid, in the case of the batteries, with the grounding of the entire fleet. .
And a big price — in money as well as in brand image — has already been paid for the outsourcing problems and delays. I think this article has a good point when it suggests that Boeing probably took too many risks at once with the 787.
Military aircraft have used the lithium batteries for some time, as you say, but military clients, by necessity, accept a much higher degree of risk than commercial, civilian clients. They take off to kill or die, not to carry a planeload from A to B.
When I say the landing-after-a-fire rule seems to have been forgotten, I do not mean to be literal. Of course Boeing, as any other planemaker, has to think of containing possible fires to allow for an emergency landing.
It is just that, in the case of the lithium batteries, such fires seem a lot more possible than is desirable and acceptable in civil aviation. The numbers to show that were available to Boeing and the FAA, as this article states, so Boeing should have placed more efforts in avoiding such fires, before having to contain them.
But they either a) have chosen to take the higher risk, or b) had other information as to the reliability of the batteries, that they trusted, but has now been proved wrong after two mishaps in a short time. Either way, that is not good for Boeing.
This is a perfect storm, and not just for the batteries. The same quality of leadership and decision making and influence peddling with safety regulators went into the other revolutionary changes as into the batteries. Big change meets poor management meets lax regulators. Check the aircraft type when booking your flight.
My suggestion to NTSB and Boeing is this. Like DeHavilland did with the Comet, do a full-scale testing using real 787 for the following:
1. Attach a Van-de-Graaf generator to the 787 to simulate static charge accumulation during flight, and perform normal "fly by wire" sequence from take-off to landing.
2. Put additional electrical sensors to monitor and record voltage surges in each electrical circuit.
3. Compare this with results from a control model of equivalent aluminium aircraft (say a 767).
As far as I can tell from publicized sources, there had been NO basic physics-level experimental verification of the electrostatic properties of the carbon composite body parts used in B787 during its entire design process.
As an electrical engineer, I have had reservations about this issue ever since the first major delay in B787 launch, back in late 2008. No one has answered me or address my concern then or now. Just as DeHavilland engineers knew nothing about metal fatigue back when the Comet disintegrated, I suspect Boeing engineers hadn't thought about the implications of introducing large pieces of dielectric into what had hitherto been a Faraday cage.
I know there must have been huge numbers of computer simulations during design, but never forget GIGO. Simulation is only as good as the physics knowledge of the programmer.
I am merely guessing, but I would venture that there were a few engineers and scientists who expressed concerns similar to yours during both the design and prototype phases of the 787 project, but were "assured" by the bean counters that everything was under control. What I mean to say is that, those engineers and scientists could not provide definitive data/scientific evidence that the proposed design would not work, so they were over ridden. I have had the "pleasure" of attending a meeting or two of that nature - albeit no planes were involved...
Well, hindsight is 20/20, but that said, I'll armchair quarterback this one. But first, the article makes a mistake in stating that Boeing took a risk going from proven hydraulic to electical flight controls. The FAA and I'm sure other nations' aviation agencies' records have many aviation accidents listed with the cause being failures of "proven" hydraulic control systems. So there are opportunities for failures with these also even though they have been in service in aircraft in some form since at least the 1920's.
But the article is right in focusing on the batteries. I am a firm believer in the Failure Mode and Effects Analysis approach during design to identify high risk items so the risk can be managed. Clearly that is what Boeing was trying to do with putting in place 4 controls (per the article) to prevent fires and a system to keep the smoke out of critical areas if one started. All this certainly added weight taking back some of the advantage of the Li ion batteries. In programs I have been involved in, when you find a novel idea is driving so many additional prevention controls, you normally start to ask if the benefit is worth it, especially in lieu of the fact that each of these controls has its own potential failure mode. Given this situation, and a benefit of an just 18 kg reduced mass to go with a far less risky alternative, you would thin someone with experience in engineering risk management would have jumped in and said it was time to rethink this. Realistically this should have occurred when the initial concept of using these batteries was developed, ie. long before significant development $ were spent and systems were being locked in which would force sticking with these batteries. At a minimum, there should have been a Plan B option with a hard deadline at which either the Li battery option was proven to be viable or trandiation NiCad or Ni metalhydride would be used.
So guessing at what might have gone wrong, I'd start with my statement about an experienced someone stepping in. The fact is Boeing had limited people with experience working on 787 development. The last time a brand new Boeing airline departed on its first commercial flight was March 2, 1996 when a 777 made its first passenger flight from Miami to Sao Paulo, Brazil. I know that for a fact as by pure dumb luck I was a passenger on it and have the certificate on my office wall. Actually, as I recall it was really March 3rd as the departure time was 11:35 PM and it was delayed by a couple hours due to mechanical issues (go figure). It also didn't make it down to San Paulo a week later so I had to come back on a 767. So, it was 16 years between the departure of the first 777 and that of the first 787. This implies a 16 year gap between the start of development of each of these aircraft. In that time Boeing lost a lot of experienced engineers. This was clear to me as the company I work for is a Boeing supplier. The engineers we worked with at Boeing, while dedicated and smart, simply had no experience with our products, testing protocols, etc. They were totally dependent on us to guide them. This wasn't true in the past. But at least in our case and many other traditional products there was history of use. These batteries though were new and Boeing I assume was primarily dependent on their supplier here for assessing risk.
The other area here was likely management drive not to lose anymore time when some engineer might have voiced a concern. The project, like all aircraft development, was way behind schedule. What brave but young engineers are going to state the need to completely design the electrical system due to ongoing concerns with the batteries. Even if they did, how would they weather the executive management furry with this. Just asking for more time to do proper testing could be too much to expect. Recall in the Challenger distaster when the engineering manager recommended delaying launch to the next day when it would be warmer he was told to take off his engineer hat and put on his manager hat - and we all know how that ended.
So a high risk design option, inexperienced engineers, pressure due to schedule delays, a management desicion to depend on outside suppliers and thus not develop inhouse expertise to ensure they really understood the risks, etc., etc. Oh well, I suspect this will make a good case study in both management and engineering colleges.
What program did you work on with Boeing? It's possible that you were working on a program that simply got lower priority and so got the newbies.
I don't know if it's so bad that so much of the work was sent outside the company, since they had used many the same suppliers before like Mitsubishi or Spirit. Although they did sent a lot of core skills outside the company, so much so you'd think their goal is to just take a plane someone else built and slap a "Boeing" sticker on it.
That being said you are spot on about there being too much pressure to get it done by the deadline. From what I heard requirements didn't really freeze when they were supposed to, but engineering work went ahead anyway, resulting lots of 787s requiring work after they left the factory.
It would be improper to say what systems we provide. Suffice it to say what we provide is critical to aircraft flight operations. And we do fall into the category of your second paragraph - we've been a supplier for decades.
Boeing 787 is More-electric which is very different to all-electric aircraft concept...tnx
I think we have a case of engineering and management hubris here. Hey, other people have trouble with Li-ion batteries, but not us! All the fancy new technology in the 787 went to their heads. I'm sure that the bean-counters would never have taken on a fire risk just to save 40lbs.
Quality control is the main culprit.
No, reliability management is the problem - very different issue. Quality control would have to prove the batteries or systems are not being produced as designed. Reliability management would have identified the design as never being actually capable of performing as required even if it built to perfection per the design specifications.
Since the FAA has already ruled out batteries as a problem, this sounds like EADS propaganda machine spewing dirt on Boeing from the U.K. Otherwise it could do well as a lecture on battery technology and its problems.
So batteries are being ruled out as a problem related to burning batteries?
Could you elaborate on this?
I don't care much about the Airbus - Boeing rivalry, and did not follow the news on this particular topic.
However, your comment, in it's current form, does not make much sense to me.
The National Transportation Safety Board is still examining the batteries, according to its January 29 press release.
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OWASP Academies
OWASP Academies meeting - 5th, 6th January
Preparatory meeting for the Summit'11
Following the email sent in October regarding the OWASP Academies and the work OWASP is developing to implement and operationalize this concept, multiple feedback and contributions for the discussion have been received.
We thought that one way to turn the feedback and interest received into something positive and constructive would be to sit the people involved at a table and discuss experiences, views and ideas for the OWASP Academies' operational model. Knowing, for example, how the already established connections with Universities were started and how they are working, what would seem to these partners the most reasonable "next step" in terms of formalization or knowing what, from the Universities' point of view, would be an interesting model of relationship, could be of great use for our own definition and consolidation of the OWASP Academies concept.
In this context, a meeting will be held on the 5th and 6th of January, in Lisbon, with the following format:
- Two days (5th and 6th January) of working sessions focused on the OWASP Academies where the operational model will be discussed with the intent to prepare a draft that can be presented and debated in the Summit'11 to happen in February;
- Main objectives should be:
- Definition of the concept behind the OWASP Academy model;
- Discussion of Certification;
- Identification of a "to do" list for the Summit'11.
The meetings will take place at ISCTE, Lisbon University Institute, in Lisbon.
Address is Av.ª das Forças Armadas, 1649-026 LISBOA.
Unfortunately, due to budgetary constraints, it will not be possible for us to invite all who have contributed for the discussion and pay for their traveling and accommodation. We have therefore devised a criteria of selection for paid invitations that takes into account both the level of engagement in the discussion and the amount of work already done within the Academic community.
Having said that, if you find sponsorship to fund your trip and stay in Lisbon, you will be very welcome to join us – just drop me a line to let me know you are coming!
For information about the Venue and Hotel, please click HERE
Confirmed Participants & Supporters
- Martin Knobloch – Netherlands Local Chapter and Global Education Committee, Netherlands
- Konstantinos Papapanagiotou - Greece Local Chapter, Information Security Services Manager at Syntax IT Inc, Visiting Lecturer at the University of Piraeus, Greece
- Vasileos Vlachos - Greece Local Chapter, Lecturer at the Technological Educational Institute of Larissa, Greece
- Jim Burkman - Assistant Professor, at the Oklahoma State University, US
- Andreas Fuchsberger – Information Security Group, Royal Holloway University, UK
- Ed Adams - President & CEO of Security Innovation, US
- Jason Taylor - CTO of Security Innovation, US
- Francisco Rente - Researcher at the Universidade de Coimbra, Portugal
- Ricardo Melo - DRI, IT Consultants Ltd, Portugal
- Filipe Lacerda - Lusolabs, Portugal
- Carlos Serrão - OWASP Portuguese Chapter Leader, Assistant Professor at ISCTE - Lisbon University Institute, Portugal
- Dinis Cruz - OWASP Board
- Paulo Coimbra - OWASP Project Manager, Portugal
- Sandra Paiva - OWASP Training Manager, Portugal
Room B202/C302, ISCTE - Lisbon University Institute, January 5th, 2011 | ||
10h00-10h30 | Reception of participants | |
10h30-11h30 | Presentation of the OWASP Academies concept
Existing materials
| |
11h30-11h45 | Coffee Break | |
11h45-13h30 | How OWASP contents are currently being used by Universities
(Representatives from Universities - Konstantinos Papapanagiotou, Vasileos Vlachos, Jim Burkman, Andreas Fuchsberger, Carlos Serrão) | |
13h30-14h30 | Lunch | |
14h30-16h30 | Certification Project – content, technology, proposed model
(Ed Adams and Jason Taylor, Security Innovation) | |
16h30-16h45 | Coffee Break | |
16h45-18h00 | Open discussion on what the OWASP Academies model should be:
Room B202/C302, ISCTE - Lisbon University Institute, January 6th, 2011 | ||
10h00-11h30 | Open Discussion / Definition of OWASP Academies model | |
11h30-11h45 | Coffee Break | |
11h45-13h00 | Open Discussion / Definition of OWASP Academies model (Cont.) | |
13h00-14h00 | Lunch | |
14h00-16h00 | Certification Project – Integration with the OWASP Academies model
(Ed Adams, Jason Taylor (Security Innovation) and Dinis Cruz) | |
16h00-16h15 | Coffee Break | |
16h15-17h30 | Wrap up and draft of the model
Live Blog of the meeting
If you were not able to be with us in Lisbon and still want to be part of the discussion, please follow the meeting Live and send us your comments via Cover It Live here:
The Events will go LIVE at 10h30m on Wednesday, the 5th January and 10h on Thursday, the 6th January.
We are looking forward to seeing you online!
Conclusions of the Meeting
Following two days of intense and animated debate about what would be the best model to support the OWASP Academies, the team gathered in Lisbon has reached the following results:
- The OWASP Academies will be embodied by the OAP (OWASP Academic Portal);
- The OAP will be an online platform, mainly aimed at professors and students, comprised by 3 distinct components:
- Blocks – sets of teachable contents formatted for diverse purposes and ready to use;
- Labs – platforms with vulnerable apps and hands-on exercises;
- Community – where interaction platforms, foruns and tools facilitating asynchronous communication will be made available.
- It has been decided that an OWASP Project would be created to support this area of work – OWASP Academy Portal Project;
- The OPA will be led by Martin Knobloch, Ricardo Melo and Konstantinos Papapanagiotou and will have the following contributors: Vasileos Vlachos, Jim Burkman, Andreas Fuchsberger, Jason Taylor, Carlos Serrão, Filipe Lacerda, Ed Adams, Dinis Cruz;
- Filipe Lacerda accepted the responsibility of hosting the 1st version of the OWASP Academies Portal and Vasileos and Kostas will ensure the hosting of the Labs of the Portal.
- Security Innovation has agreed to sponsor this Project by providing a hosting environment that allows SCORM eLearning content, forums, glossary, resources (such as zip, word, pdf, etc) and tracking and reporting features.
- It has been agreed that the 1st version of the OAP will be presented at the Summit'11.
If you want to follow the discussion we have had, please read through the live blogs of the two days which are available below

subset: commoncrawl


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RidgeRun Auto exposure/Auto white balance library for DM368 and DM365
CMOS or CCD sensor video capture quality can be enhance with image processing, like auto white balance (AWB) and auto exposure algorithms (AE):
- Auto exposure performs automatic adjustments of the image brightness according to the amount of light that reaches the camera sensor.
- Auto white balance automatically compensates color differences based on lighting so white actually appears white.
Some camera sensors don't include auto white balance and/or auto exposure processing, so RidgeRun offers a library with AE and AWB algorithms called librraew. This library was initially developed for the DM365 platform. The DM365 video processing front end (VPFE) has an H3A module designed to support control loops for auto focus, auto white balance and auto exposure by collecting statistics about the imaging/video data. There are two blocks in this module:
- Auto focus engine
- Auto exposure and auto white balance engine
The librraew only use the auto exposure and auto white balance engine. This engine divides the frames into two dimensional blocks of pixels referred as windows. The engine can provide some image/video metrics:
- Accumulation of clipped pixels along with all non-saturated pixels in each window per color.
- Accumulation of the sum of squared pixels per color.
- Minimum and maximum pixels values in each window per color.
The AE/AWB engine can be configured to use up to 36 horizontal windows with sum + {sum of squares or min+max} output or up to 56 horizontal windows with sum output. The AE/AWB engine can also be configure to use up to 128 vertical windows. The width and height for the windows is programmable.
Currently, librraew has testing has focused on Aptina CMOS sensor mt9p031, but if you provide the appropriate functions for the library, it can works with any sensor. The implementation is a plain C library and can be re-used with and integrated with any application. RidgeRun uses ipiped (see below) for testing and demonstration.
Auto white balance
When an image of a scene is captured by a digital camera sensor, the sensor response at each pixel depends on the scene illumination. Depending of the illumination, a distinct color cast appears over the captured scene. This effect appears in the captured image due to the color temperature of the light. If a white object is illuminated with a low color temperature light source, the object in the captured image will be reddish. Similarly, when the white object is illuminated with a high color temperature light source, the object in the captured image will be bluish. The human eye compensates for color cast automatically through a characteristic known as color constancy, allowing the colors to be independent of the illumination. Auto white balance tries to simulate the color constancy for images capture.
Many AWB algorithms follow a two-stage process:
- Illumination estimation: can be done explicitly by choosing from a known set of possible illuminations or implicitly with assumptions about the effect of such illuminations. The algorithms implemented in librraew use the implicitly estimation.
- Image color correction: is achieved through an independent gain adjustment of the three color signals. Commonly only the blue and red gains are adjusted.
The librraew supports several AWB algorithms:
- Gray World
- The Gray World algorithm is based on the assumption that given an image with sufficient amount of color variation, the average reflectance of the scene is achromatic(gray). To be achromatic, the mean of the red, green, and blue channels in a given scene should be roughly equal. If the scene has a color that dominates, the results of the algorithm may not be satisfactory.
- White Patch
- The White Patch algorithm assumes that the maximum response in an image is caused by a perfect reflector, that represents the color of the illumination. White balancing attempts to equalize the maximum value of the three channels to produce a white patch. This algorithm must be used on scenes that ensure the captured image does not include saturated pixels.
- White Patch 2
- This variation of the White Patch algorithm aims to resolve the problems with the saturated pixels. White Patch 2 ses an average of local maximums instead of an absolute maximum. The results can change depending of the number of sample windows used in processing the image.
Auto exposure
One of the main problems affecting image quality, leading to unpleasant pictures, comes from improper exposure to light. The exposure is the amount of light that reaches the image sensor. Exposure determines the lightness or darkness of the resulting image. If too much light strikes the image sensor, the image will be overexposed, washed out, and faded. If too little light reaches the camera sensor produces an underexposed image, dark and lacking in details especially in shadow areas. Auto exposure (AE) algorithms adjust the captured image in an attempt to reproduce the most important regions (according to contextual or perceptive criteria) with a level of brightness, more or less in the middle of the possible range.
Auto exposure algorithms involves three processes:
- Light metering: generally accomplished using the camera sensor itself or an external device as exposure detector.
- Scene analysis: brightness metering methods used to estimate the scene illumination according to image metrics. Using this value, calculates the brightness adjustments to have the best exposure.
- Image brightness correction: ensures that the correct amount of light reaches the image sensor, illumination and shutter time parameters are adjusted. The CMOS image sensor parameter is often called exposure time. The exposure time is defined as the amount of time that the sensor integrates light. In other words, it determines how long the sensor photo diodes array is exposed to light.
Librraew includes one AE algorithm that can use five brightness metering methods. The algorithm uses an electronic-centric approach based on the mid-tone idea. This algorithm uses metrics gotten for the sensor capture image as light metering. Calculates the required exposure time to get an optimal image brightness, using an expression that relates actual scene brightness, actual exposure time and the defined optimal image brightness. The optimal image brightness is defined as the value of the mid-tone.
All the metering systems define a pixel brightness as the average of the red, blue and green component. Bellow a brief description of the brightness metering methods is presented:
- Partial
- Averages the brightness of the pixels in a portion in the center of the frame, the rest of the frame is ignored. It is generally used when very bright or very dark areas on the edges of the frame would otherwise influence on a bad way the scene illumination.
- Center weighted
- Average the light information coming from the entire frame. Get brightness average of to regions: the pixels in a portion in the center and the pixels in the rest of the frame (background). The total brightness is calculated with emphasis placed on the center area. 75% of the total brightness is given by the center brightness and 30% by the background. This algorithm can be used when you want that the whole scene be well illuminated and not be affected for the small edges brightness variations. The subjects of the picture must be at the center of the image. But, if a back light is present into the scene the central part results darker than the rest of the scene and unpleasant underexposed foreground is produced.
- Segmented
- This algorithm is designed for scenes that have a principal object in backlighting condition. Emphasize the luminance of the main object according to the degree of backlighting. Divides the frame on 6 pieces and weighting them.
- Average
- Average the light information coming from the entire frame without weighting any particular portion of the metered area. This algorithm can be used on scenes that not have a principal object and you want an average illumination. If the scene has a high contrast, the algorithm cause under or over exposure of parts of the scene.
The center area for all the metering system is defined by a percentage of the image size and can be set by a librraew parameter.
Implementation Details
Three applications are used to support the auto exposure and auto white-balance (AEW) adjustments in the RidgeRun's SDK:
- Ipiped, a D-Bus server for controlling and configuring the camera sensor, the dm365 video processor and the aew library.
- librraew, a library that includes auto white balance and auto exposure algorithms.
- Ipipe-client, an D-Bus client that can be used to invoke any of the methods supported by the Ipiped.
Running Ipiped
Ipiped must run in background. If you are using RidgeRun's SDK and enabled ipiped it will be setup to start automatically when the system boots.
ipiped &
Ipiped registers with D-Bus and waits until ipipe-client requests to execute a method.
Running Ipipe-client
Ipipe-client is a Dbus client that use commands to invoke methods of the ipiped, so ipiped must be running to use ipipe-client. A command can required arguments depending of the functionality. Ipipe-client has two operation modes, you can ask to execute a single command or you can open an interactive console to execute a group of commands.
To execute a single command, you can use the following command line syntax
ipipe-client <command> <argument 1> ... <argument n>
To get into the interactive console, you have to run ipipe-client without any command. Then to execute a command you only need to use the command and the required arguments.
ipipe-client ipipe-client$ <command 1> <argument 1> ... <argument n> ipipe-client$ <command 2> <argument 1> ... <argument n>
To quit the interactive console you can use quit or exit.
In order to know the commands that are available run:
ipipe-client help
or get into the interactive console and execute help.
This shows a description of each command, as follows:
Command Description help Displays the help text for all the possible commands or a specific command. set-debug Enable/Disable debug messages. init-aew Initialize AEW algorithms. stop-aew End AEW algorithm. shell Execute a shell command(shell_cmd) using interactive console. ping Show if ipipe-daemon is alive. quit Quit from the interactive console. exit Exit from the interactive console. get-video-processor Show the video processor that is being used. get-sensor Show the sensor that is being used. run-config-script Execute a group of ipipe-client commands. set-previewer-mode Configure previewer on continuous or one-shot mode. set-bayer-pattern Sets R/Gr/Gb/B color pattern to the previewer. set-digital-gain Sets red (R), green (G) and blue gains (G) on the ipipe. get-digital-gain Returns the gain value for each color component(RGB). set-luminance Brightness(Br) and contrast(C) adjustment. get-luminance Returns the value of the Brightness(Br) and contrast(C) adjustment. flip-vertical Flips the image vertically(on the sensor). flip-horizontal Flips the image horizontally (on the sensor). set-exposure Sets the effective shutter time of the sensor for the light integration. get-exposure Gets the exposure time of the sensor in us. set-sensor-gain Sets red(R), green(G) and blue(B) gain directly on the sensor. get-sensor-gain Gets sensor red(R), green(G) and blue(B).
If you want more detailed information about a command execute:
ipipe-client help <command>
Controlling librraew with ipipe
Auto exposure and auto white balance adjustments can be started with an ipipe-client's command called init-aew. Init-aew requires some arguments to define the algorithms and other parameters. To see the arguments required you can request for help that show you the list as follows:
Command: init-aew Syntax: init-aew <WB> <AE> <G> <EM> <T[us]> <fps> <seg> <width> <height> Description: Initialize AEW algorithms Arguments: WB: white balance algorithm, the options are: G -for gray world algorithm W -for retinex algorithm W2 -for variant of retinex algorithm N -for none AE: auto exposure algorithm, the options are EC -for electronic centric N -for none G: gain type, the options are: S -to use the sensor gain D -to use the digital EM: exposure metering method, the options are: P -for partial metering that take into account the light information of a portion in the center and the rest of the frame is ignored. The size of the center depends of of the parameter center_percentage C -for center weighted metering that take into account the light information coming from the entire frame with emphasis placed on the center area A -for average metering that take into account the light information from the entire frame without weighting SG -for segmented metering that divides the frame on 6 pieces and weighting them to avoid backlighting T: wait time in us, specifies the time between algorithm adjustments, max value=1s=1000000us fps: minimum frame rate seg: frame segmentation factor, each frame is segmented into regions, this factor represents the percentage of the maximum number of possible regions width: captured video/image horizontal size height: captured video/image vertical size center_percentage: defines the percentage of the image width and height to be used as the center size
Also you can stop automatic adjustments with the command stop-aew
Some of the init-aew arguments need to be explained in more detail:
- T: the time between interactions defines how fast the algorithm can adjust the scene parameters. If you don't need fast changes you can use a greater time to get less CPU usage.
- seg: this factor is related with the amount of CPU usage and the auto-adjustments precision. If you use a high segmentation percentage you will have greater CPU usage but you will get more precision on the adjustments.
Using librraew with other software rather than ipiped
librraew is a plain C library and can be re-used and integrated with any custom application. Please contact RidgeRun for the documentation of the librraew API.
Using the demo version of librraew
You can request a demo version of librraew in order to test the auto-white balance and auto-exposure algorithms before you decide to buy it. This library will allow you to use all the features that comes with the full version of the librraew but with the following limitations:
- The algorithm will be darken the image periodically.
- After a while the algorithm will stop working and the image capturing will be done with the last values calculated by the library. In order to test the library again you will need to restart the algorithm.
Basic example of use
In this section it will be shown a basic example of use of the ipiped and the librraew library. Once your board has started run the following commands:
ipipe-client run-config-script dm365_mt9p031_config ipipe-client init-aew G EC S C 200000 30 50 640 480 50
The first command will chain the ipiped using an existing script. The second one will start the auto-white balance and the auto-exposure algorithms for an image size of 640x480 pixels and a minimum frame rate of 30fps (See Controlling librraew with ipipe section for more details).
Once you have the ipiped and the AEW algorithms running you can run any image/video capture GStreamer pipeline to test it.
As an example it was used the pipeline shown below which captures 30 images from the camera module and encodes them to JPEG format in order to get 30 different JPEG images.
gst-launch -e v4l2src always-copy=false num-buffers=30 chain-ipipe=false ! video/x-raw-yuv,format=\(fourcc\)UYVY, \ width=640, height=480 ! dmaienc_jpeg ! queue ! multifilesink location=image%0d.jpeg
The images 1 and 2 show the difference between an capture made with and without the AEW algorithm, respectively.
- Battiato, G. Messina, and A. Castorina. Exposure correction for imaging devices: an overview. In Single-Sensor Imaging: Methods and Applications for Digital Cameras, chapter 12. Rastislav Lukac, October 2008.
- Lee J.S., Jung Y.Y, Kim B.S., and Ko S.J. An advanced video camera system with robust af, ae, and awb control. IEEE Transactions on Consumer Electronics, 47:694–699, August 2001
- Edmund Y. Lam. Combining gray world and retinex theory for automatic white balance in digital photography. Consumer Electronics, 2005. (ISCE 2005). Proceedings of the Ninth International Symposium on, pages 134–139, June 2005.
- Edmund Y. Lam and George S. K. Fung. Automatic white balancing in digital photography. In Single-Sensor Imaging: Methods and Applications for Digital Cameras. Taylor & Francis Group, LLC, 2009.
- Nitin Sampat, Shyam Venkataraman, Thomas Yeh, and Robert L. Kremens. System implications of implementing auto-exposure on consumer digital cameras. Proc. SPIE. Sensors, Cameras, and Applications for Digital Photography, 3650:100–107, March 1999


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Stop U.S. military aid to Israel now
I woke this morning to the news of the Israeli airstrike in Gaza City that killed 10 members of the Dula family, four of them young children. In the latest Israeli-Palestinian conflict almost 80 Gazans have been killed, most of them women and children. President Obama continues his droning chant reiterating Israels right to defend itself, with no recognition that Israel is not defending anything but its right to remain above international and U.S. law. The Leahy provision of the Foreign Assistance Act passed by the U.S. Congress prohibits our military assistance to foreign military forces that violate human rights. But as with Israels Operation Cast Lead in 2008-9 in Gaza (approximately 1,400 Palestinians killed, almost all civilians, and 13 Israelis), the U.N. and human rights organizations documented multiple and gross violations, but no action has ever been taken. While Israel then and now is the instigator of the violence, the breaker of a cease-fire, and the clear aggressor, we hardly hear these details from our media.
I am one of many Jewish Americans (and many others who are afraid to speak out) who say to Presidents Obama and Netanyahu, not in my name. Americas funding of Israels illegal wars against innocent Gazans, the complete blockade of its borders, its extra-judicial killings and its flouting of the rule of law, must stop.
As we stand at the edge of the fiscal cliff where is the mention of suspending the more than $3 billion we spend on arming Israel every year, more than to any other country in the world? We need to pressure our president, our own congressional delegation and Israel. Whether Jewish or not, all Americans need to say, not in my name. Stop U.S. aid to Israel now.
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Larger Than Live: The Hairy Bikers
Join the Bikers as they bring you into their rambunctious world for an evening of laughter, high-jinks and just possibly a bit of cooking on the side!
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Si King and Dave Myers aren't professional chefs but they are lifelong food lovers. They met through work on the set of a TV drama and ever since they've been heading off to far-flung corners of the globe in search of authentic culinary and cultural experiences on the BBC's 'The Hairy Bikers'.
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XE Currency Converter
USD-CAD rallied over 1.2180, after finding good support into the 1.2100 level earlier in the session. Aside from USD-JPY, which continued on a softer footing, the greenback made up some ground through the morning session, including against the CAD. Oil prices provided a lift to USD-CAD, as WTI fell over $1/bbl to $56.50 lows. Traders now see scope for a move back to 1.2200, should oil prices remain on the defensive. Read More ►
XE Market Analysis
North American Edition2015-04-24 11:08 UTC
A whipsaw in the euro was the main event during the European AM session. EUR-USD U-turned lower from a 17-day high on Greece news that it took a "hammering" at the Eurogroup meeting in Riga, which postponed any decision on Greece until the May meeting. Markets had been wrong to believe in the optimism that Greek officials expressed yesterday. EUR-USD tumbled to the 1.0820 area after earlier touching a high of 1.0900 following an above forecast Germna Ifo ... Read More ►
European Edition2015-04-24 06:29 UTC
EUR-USD settled around 1.0800 after pushing to a peak at 1.0845 on Thursday, which fell 3 pips short of last Friday's peak. Encouraging talk from Greek officials regarding prospects for a deal by the end of April helped give the euro a lift yesterday, but this optimism isn't being shared by creditors. Focus today will be on the Eurogroup meeting, though no one is expecting any breakthrough in negotiations. USD-JPY has sunk back to the mid-119s after ... Read More ►
Asian Edition2015-04-24 18:58 UTC
The dollar was mixed in N.Y. trade on Friday, losing ground to the yen and pound, while rallying versus the CAD, and staying choppy against the euro. Uncertainty over the Greece crisis outcome has been pushed back again, as no agreement was reached at the latest Eurogroup meeting. EUR-USD as a result was rather rudderless on Friday, meandering between 1.0805 and 1.0879 through the session. Disappointing durable goods data and softer yields did the dollar ... Read More ►
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