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High-Speed Signaling: Jitter Modeling, Analysis, and Budgeting (Prentice Hall Modern Semiconductor Design Series)

New System-Level Techniques for Optimizing Signal/Power Integrity in High-Speed Interfaces--from Pioneering Innovators at Rambus, Stanford, Berkeley, and MIT

As data communication rates accelerate well into the multi-gigahertz range, ensuring signal integrity both on- and off-chip has become crucial. Signal integrity can no longer be addressed solely through improvements in package or board-level design: Diverse engineering teams must work together closely from the earliest design stages to identify the best system-level solutions. In High-Speed Signaling, several of the field’s most respected practitioners and researchers introduce cutting-edge modeling, simulation, and optimization techniques for meeting this challenge.

Edited by pioneering experts Drs. Dan Oh and Chuck Yuan, these contributors explain why noise and jitter are no longer separable, demonstrate how to model their increasingly complex interactions, and thoroughly introduce a new simulation methodology for predicting link-level performance with unprecedented accuracy.

The authors address signal integrity from architecture through high-volume production, thoroughly discussing design, implementation, and verification. Coverage includes
New advances in passive-channel modeling, power-supply noise and jitter modeling, and system margin prediction
Methodologies for balancing system voltage and timing budgets to improve system robustness in high-volume manufacturing
Practical, stable formulae for converting key network parameters
Improved solutions for difficult problems in the broadband modeling of interconnects
Equalization techniques for optimizing channel performance
Important new insights into the relationships between jitter and clocking topologies
New on-chip measurement techniques for in-situ link performance testing
Trends and future directions in signal integrity engineering
High-Speed Signaling thoroughly introduces new techniques pioneered at Rambus and other leading high-tech companies and universities: approaches that have never before been presented with this much practical detail. It will be invaluable to everyone concerned with signal integrity, including signal and power integrity engineers, high-speed I/O circuit designers, and system-level board design engineers.

President Pitzer, Mr. Vice President, Governor, Congressman Thomas, Senator Wiley, and Congressman Miller, Mr. Webb, Mr. Bell, scientists, distinguished guests, and ladies and gentlemen:

I appreciate your president having made me an honorary visiting professor, and I will assure you that my first lecture will be very brief.

I am delighted to be here and I'm particularly delighted to be here on this occasion.

We meet at a college noted for knowledge, in a city noted for progress, in a state noted for strength, and we stand in need of all three, for we meet in an hour of change and challenge, in a decade of hope and fear, in an age of both knowledge and ignorance. The greater our knowledge increases, the greater our ignorance unfolds.

Despite the striking fact that most of the scientists that the world has ever known are alive and working today, despite the fact that this Nation's own scientific manpower is doubling every 12 years in a rate of growth more than three times that of our population as a whole, despite that, the vast stretches of the unknown and the unanswered and the unfinished still far outstrip our collective comprehension.

No man can fully grasp how far and how fast we have come, but condense, if you will, the 50 thousand years of man's recorded history in a time span of but a half-century. Stated in these terms, we know very little about the first 40 years, except at the end of them advanced man had learned to use the skins of animals to cover them. Then about 10 years ago, under this standard, man emerged from his caves to construct other kinds of shelter. Only five years ago man learned to write and use a cart with wheels. Christianity began less than two years ago. The printing press came this year, and then less than two months ago, during this whole 50-year span of human history, the steam engine provided a new source of power. Newton explored the meaning of gravity. Last month electric lights and telephones and automobiles and airplanes became available. Only last week did we develop penicillin and television and nuclear power, and now if America's new spacecraft succeeds in reaching Venus, we will have literally reached the stars before midnight tonight.

This is a breathtaking pace, and such a pace cannot help but create new ills as it dispels old, new ignorance, new problems, new dangers. Surely the opening vistas of space promise high costs and hardships, as well as high reward.

So it is not surprising that some would have us stay where we are a little longer to rest, to wait. But this city of Houston, this state of Texas, this country of the United States was not built by those who waited and rested and wished to look behind them. This country was conquered by those who moved forward--and so will space.

William Bradford, speaking in 1630 of the founding of the Plymouth Bay Colony, said that all great and honorable actions are accompanied with great difficulties, and both must be enterprised and overcome with answerable courage.

If this capsule history of our progress teaches us anything, it is that man, in his quest for knowledge and progress, is determined and cannot be deterred. The exploration of space will go ahead, whether we join in it or not, and it is one of the great adventures of all time, and no nation which expects to be the leader of other nations can expect to stay behind in this race for space.

Those who came before us made certain that this country rode the first waves of the industrial revolution, the first waves of modern invention, and the first wave of nuclear power, and this generation does not intend to founder in the backwash of the coming age of space. We mean to be a part of it--we mean to lead it. For the eyes of the world now look into space, to the moon and to the planets beyond, and we have vowed that we shall not see it governed by a hostile flag of conquest, but by a banner of freedom and peace. We have vowed that we shall not see space filled with weapons of mass destruction, but with instruments of knowledge and understanding.

Yet the vows of this Nation can only be fulfilled if we in this Nation are first, and, therefore, we intend to be first. In short, our leadership in science and industry, our hopes for peace and security, our obligations to ourselves as well as others, all require us to make this effort, to solve these mysteries, to solve them for the good of all men, and to become the world's leading space-faring nation.

We set sail on this new sea because there is new knowledge to be gained, and new rights to be won, and they must be won and used for the progress of all people. For space science, like nuclear science and all technology, has no conscience of its own. Whether it will become a force for good or ill depends on man, and only if the United States occupies a position of pre-eminence can we help decide whether this new ocean will be a sea of peace or a new terrifying theater of war. I do not say that we should or will go

This week folks, marks the 30th anniversary of the launch of the Leyland Tiger. The launch took place during the middle of March 1981 and what a launch it was. Rather than launch the Tiger in Leyland, Lancashire, which is not the most glamorous location at the best of times. Leyland Bus top brass decided to hold the most fabulous launch ever for a vehicle outside of the UK. Rob Orchard, who master minded the launch, claims, it was cheaper not to have launched the Tiger in the UK, but he did not pick the bill up. The big launch took place over five days at Gibraltar and Tangier. Two groups of the trade press and operators were treated to the most expensive launch ever, the cost was over one million pounds, of tax payers money. In my eyes, it was a waste of money, my reason is: the three main customers for the Tiger, NBC, SBG and Ulsterbus, who between them purchased 350 Tigers each year, never needed to be told to purchase the Tiger, because they would be buying it! A large number of the operators flown over to Gibraltar, were buying DAF and Volvo coaches and would never buy a Tiger. By the end of 1981, only 100 Tigers were on the road, why launch a coach in March, when operators place orders for new coaches during the Autumn. Bedford launched their new YNT chassis at the 1980 Motor Show, with the first entering service with operators during the first four months of 1981, so Bedford got it right. After the big launch, Leyland ran ''the Tiger Strikes Back'' campaign and more money wasted. Leyland should have invested more money into the the deveopment of the Tiger and a better back up, more so in Europe. The glorly years for the Tiger was 1983,84 and 85 when it was the top selling coach chassis in the UK, selling 500 each of these years, apart from 1983, when sales topped 700 that year, most for the NBC. By 1986, the Volvo B10M knocked the Tiger of its number one spot. In 1990 only 98 Tigers were sold, the reson for this, the two main customers the NBC and SBG had being privatised.When production of the Tiger ceased in 1991 a grand total of 4,450 had been built. My photograph shows an Ellen Smith of Rochdale Duple Dominant IV Tiger, which was one of the first on the road in 1981.

Tiger facts:-

1977-Working party set up to meet operators to ask what features they wanted in the replacement for the Leopard and Reliance

1978- The new chassis is coded B43

1979- First prototype B43 chassis built

1980- Wallace Arnold Duple Dominant II Leyland Leopard XWX 194S fitted with a Leyland TL11 engine and fully automatic Hydracylic gearbox

1980- B43 chassis shown at the Motor Show, Eastern Scottish place an order for eight chassis bodied by Duple

1981- Tiger launched

1981-April Bostocks put the first Tiger on the road BCA 126W

1981-May first Plaxton bodied Tigers enter service

1982- The first Tiger 245s hits the road

1982- January, the first 11-metre Tigers enter service

1982- July Tiger 245 available with the Hydracylic semi/fully automatic transmission

1983- The 1000th Tiger handed over to Premier Travel- A638 DEG, the most expensive British built coach, with a price tag over ?100,000

1983- Gardner Tiger launched

1984-Tiger 260 launched

1985-Tiger 245 Express introduced

1985-Tiger 260 Turbo introduced

1987- Cummins Tiger 290 launched

1989- First Volvo powered Tiger built

1991- Production of the Tiger ends

1993-July, the last Tiger to be registered enters service with Ulsterbus

Tiger faults:-

The TL11 engine was under developed, main faults- oil leaks, piston liners weak, also under powered with only 218bhp on tap, towards the end of 1981 the Tiger 245 was announced. The TL11 engine originally had a one speed governor, this resulted in a surge of power when pulling away, great for the semi-automatic transmission, but not good with the ZF maunal transmission. When the Tiger 260 was announced in 1984, it used an all speed governor, which was later fitted to all the versions of the TL11 engines. The TL11 engine sat high in the chasis, which made removing the fuel injectors a problem, from 1986, the TL11 engine sat lower down. Other problems that the Tiger suffered from: Eaton rear axle suffered from cown wheel weakness, early Tigers used ram power assited steering shared with the Leopard, great when you have a large steering wheel like the Leopard, not good with the small Tiger steering wheel. The semi/fully automatic Hydracylic transmission was troublesum and took many years before all the bugs had been shaken out it. Without doubt, the Tiger had the best air suspension fitted to any mid-engined single deck chassis. The suspension was based on the Danish DAB system, DAB at the time were part of British Leyland.

Here's your exclusive pit pass to go behind the scenes into the exciting sport of SBK World Superbike
racing. Meet the riders, their teams and girl friends in a world where you're only as good as your next race win. See how their passions ignite drama on and off the track, how it can lead to love, and join them in their quest to win the prestigious SBK?World Superbike Championship

Raphael (Andrew Lee Potts) and Ruben (Paul Nichols) are life long friends and team mates in the fast paced arena of World Superbike Racing. During a race, Ruben crashes directly in front of Raphael who runs over his friend, paralyzing him for life. Could Raphel have avoided his best friend or was winning the most important thing? Raphael is suspended from racing by the FIM pending an investigation. During this time he has to come to grips with his actions, his secret love for Ruben's beautiful girlfriend (Sienna Miller - "Layer Cake" "Factory Girl" "Casanova") and whether he will ever return to racing. Having a fling with the team's?sexy PR?manager (Claudia Pandolfi), saving his
father from illegal gambling on his racing and from thug debt collectors doesn't make his life and decisions any easier.

Filmed on location during actual World Superbike races in Italy, Spain, Luxembourg and Great Britain.
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