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What Is a Diesel Oxidation Catalyst?

Modern catalytic converters consist of a monolith honeycomb substrate coated with platinum group metal catalyst, packaged in a stainless steel container. The honeycomb structure with many small parallel channels presents a high catalytic contact area to exhaust gasses. As the hot gases contact the catalyst, several exhaust pollutants are converted into harmless substances: carbon dioxide and water.

The diesel oxidation catalyst is designed to oxidize carbon monoxide, gas phase hydrocarbons, and the SOF fraction of diesel particulate matter to CO₂ and H₂O:

 
 

Diesel exhaust contains sufficient amounts of oxygen, necessary for the above reactions. The concentration of O₂ in the exhaust gases from diesel engine varies between 3 and 17%, depending on the engine load. Typical conversion efficiencies for CO and HC in the Nett^® diesel catalyst are given in Figure 2. The catalyst activity increases with temperature. A minimum exhaust temperature of about 200°C is necessary for the catalyst to "light off". At elevated temperatures, conversions depend on the catalyst size and design and can be higher than 90%.

Figure 2. Catalytic Conversion of Carbon Monoxide and Hydrocarbons

Conversion of diesel particulate matter is an important function of the modern diesel oxidation catalyst. The catalyst exhibits a very high activity in the oxidation of the organic fraction (SOF) of diesel particulates. Conversion of SOF may reach and exceed 80%. At lower temperatures, say 300°C, the total DPM conversion is usually between 30 and 50% (Figure 3). At high temperatures, above 400°C, a counterproductive process may occur in the catalyst. It is the oxidation of sulfur dioxide to sulfur trioxide, which combines with water forming sulfuric acid:

A formation of the sulfate (SO4) particulates occurs, outweighing the benefit of the SOF reduction. Figure 3 shows an example situation, where at 450°C the engine-out and the catalyst total DPM emissions are equal. In reality the generation of sulfates strongly depends on the sulfur content of the fuel as well as on the catalyst formulation. It is possible to decrease DPM emissions with a catalyst even at high temperatures, provided suitable catalyst formulation and good quality fuels of low sulfur contents are used. On the other hand, diesel oxidation catalyst used with high sulfur fuel will increase the total DPM output at higher temperatures. This is why diesel catalysts become more widespread only after the commercial introduction of low sulfur diesel fuel.

Figure 3. Catalytic Conversion of DPM

The diesel oxidation catalyst, depending on its formulation, may also exhibit some limited activity towards the reduction of nitrogen oxides in diesel exhaust. NO_x conversions of 10-20% are usually observed. The NO_x conversion exhibits a maximum at medium temperatures of about 300°C.

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How Are Emissions Regulated?

Regulations related to emissions and air quality may be divided into two classes:

• "tailpipe" emission regulations
• ambient air quality standards.

All diesel engines for highway applications and some for off-road use are subject to the "tailpipe" emission regulations. These regulations specify the maximum amount of pollutants allowed in exhaust gasses from a diesel engine. The emissions are measured over an engine test cycle which is also specified in the regulations. The duty to comply is on the equipment (engine) manufacturer. All equipment have to be emission certified before they can be released to the market. The authorities regulating engine tailpipe emissions include the US EPA(Environmental Protection Agency) and California ARB (Air Resources Board). An example of this class of regulations is the EPA requirement that diesel particulate matter emissions from all heavy-duty diesel engines for highway use are below 0.1 g/bhp-hr.

Many applications of diesel engines in confined spaces are regulated through ambient air quality standards rather than by tailpipe regulations. The ambient air quality standards specify the maximum concentrations of air contaminants which are allowed in the workplace. These regulations are set and enforced by occupational health and safety authorities such as OSHA (Occupational Health and Safety Administration) or MSHA (Mining Safety and Health Administration). The duty to comply is on the end-user (mine operator, warehouse operator, etc.) who has to make sure that the emission control measures which have been employed are adequate to the type and number of polluting equipment. A trade-off between several emission control methods is always possible. For example, the use of exhaust aftertreatment devices allows for a lower ventilation rate in the building. The final choice of emission control strategy can be, thus, dictated by economics.

The exact Threshold Level Values (TLV) of particular air contaminants vary between different jurisdictions. Typical TLV values for diesel exhaust pollutants, based on the ACGIH (American Conference of Governmental Industrial Hygienists) guidelines for 1993-1994, are listed in Table 2.

Table 2. Threshold Limit Values for Diesel Exhaust Pollutants

Substance	TWA1)		STEL2)
	ppm	mg/m3	ppm	mg/m3
Carbon Monoxide	25	29	-	-
Nitric Oxide	25	31	-	-
Nitrogen Dioxide	3	5.6	5	9.4
Formaldehyde3)	0.34)	0.374)	-	-
Sulfur Dioxide	2	5.2	5	13
Sulfuric Acid	-	1	-	3
Diesel Particulates	-	0.155)	-	-
1) Time-Weighted Average for a normal 8-hour workday.  2) Short-Term Exposure Limit, defined as a 15-minute TWA.  3) Suspected human carcinogen (A2).  4) Ceiling TLV.  5) ACGIH Notice of Intended Changes for 1995-1996, suspected human carcinogen (A2).

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How Can We Control Diesel Emissions?

Diesel emissions are controlled either at their very source, through engine design and modifications, or by exhaust gas aftertreatment. The two approaches are in fact complementary and are followed simultaneously in real life.

There are two groups of diesel exhaust aftertreatment devices: diesel traps and diesel catalysts. Diesel traps, which are primarily diesel filters, control diesel particulate matter emissions by physically trapping the particulates. The major challenge in the design of diesel filter system is to regenerate the trap from collected particulate matter in a reliable and cost-effective manner. So far diesel filters are used commercially only in a few specialized diesel engine applications.

Diesel catalysts control emissions by promoting chemical changes in the exhaust gas. They are most effective towards the gaseous emissions, i.e., hydrocarbons and carbon monoxide. Modern diesel catalysts are also becomming more and more effective in controlling diesel particulate matter. Diesel catalysts have been commercially used for many over-the-road and off-highway applications.

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What Are Diesel Emissions?

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 What Are Diesel Emissions?

Diesel engines convert the chemical energy contained in the fuel into mechanical power. Diesel fuel is injected under pressure into the engine cylinder where it mixes with air and where the combustion occurs. The exhaust gases which are discharged from the engine contain several constituents that are harmful to human health and to the environment. Table 1 lists typical output ranges of the basic toxic material in diesel fumes. The lower values can be found in new, clean diesel engines, while the higher values are characteristic for older equipment.

Table 1. Emissions from Diesel Engine

CO	HC	DPM	NOx	SO2
vppm	vppm	g/m3	vppm	vppm
5-1,500	20-400	0.1-0.25	50-2,500	10-150

Carbon monoxide (CO), hydrocarbons (HC), and aldehydes are generated in the exhaust as the result of incomplete combustion of fuel. A significant portion of exhaust hydrocarbons is also derived from the engine lube oil. When engines operate in enclosed spaces, such as underground mines, buildings under construction, tunnels or warehouses, carbon monoxide can accumulate in the ambient atmosphere and cause headaches, dizziness and lethargy. Under the same conditions, hydrocarbons and aldehydes cause eye irritation and choking sensations. Hydrocarbons and aldehydes are major contributors to the characteristic diesel smell. Hydrocarbons also have a negative environmental effect, being an important component of smog.

Nitrogen oxides (NO_x) are generated from nitrogen and oxygen under the high pressure and temperature conditions in the engine cylinder. NO_x consist mostly of nitric oxide (NO) and a small fraction of nitrogen dioxide (NO₂). Nitrogen dioxide is very toxic. NO_x emissions are also a serious environmental concern because of their role in the smog formation.

Sulfur dioxide (SO₂) is generated from the sulfur present in diesel fuel. The concentration of SO₂ in the exhaust gas depends on the sulfur content of the fuel. Low sulfur fuels of less than 0.05% sulfur are being introduced for most diesel engine applications throughout the USA and Canada. Sulfur dioxide is a colorless toxic gas with a characteristic, irritating odor. Oxidation of sulfur dioxide produces sulfur trioxide which is the precursor of sulfuric acid which, in turn, is responsible for the sulfate particulate matter emissions. Sulfur oxides have a profound impact on environment being the major cause of acid rains.

Diesel particulate matter (DPM), as defined by the EPA regulations and sampling procedures, is a complex aggregate of solid and liquid material. Its origin is carbonaceous particles generated in the engine cylinder during combustion. The primary carbon particles form larger agglomerates and combine with several other, both organic and inorganic, components of diesel exhaust. Generally, DPM is divided into three basic fractions (Figure 1):

• Solids - dry carbon particles, commonly known as soot,
• SOF - heavy hydrocarbons adsorbed and condensed on the carbon particles, called Soluble Organic Fraction,
• SO4 - sulfate fraction, hydrated sulfuric acid.

The actual composition of DPM will depend on the particular engine and its load and speed conditions. "Wet" particulates can contain up to 60% of the hydrocarbon fraction (SOF), while "dry" particulates are comprised mostly of dry carbon. The amount of sulfates is directly related to the sulfur contents of the diesel fuel.

Figure 1. Schematic Composition of Diesel Particulate Matter

Diesel particulates are very fine. The primary (nuclei) carbon particles have a diameter of 0.01 - 0.08 micron, while the agglomerated particles diameter is in the 0.08 to 1 micron range. As such, diesel particulate matter is almost totally respirable and has a significant health impact on humans. It has been classified by several government agencies as either "human carcinogen" or "probable human carcinogen". It is also known to increase the risk of heart and respiratory diseases.

Polynuclear Aromatic Hydrocarbons (PAH) are hydrocarbons containing two or more benzene rings. Many compounds in this class are known human carcinogens. PAHs in the exhaust gas are split between gas and particulate phase. The most harmful compounds of four and five rings are present in the organic fraction of DPM (SOF).

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Hull forms are defined as follows

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Hull forms are defined as follows:

• Block Measures that define the principal dimensions. They are:

• Length overall (LOA) is the extreme length from one end to the other.
• Length at the waterline (LWL) is the length from the forwardmost point of the waterline measured in profile to the stern-most point of the waterline.
• Length between perpendiculars (LBP or LPP) is the length of the summer load waterline from the stern post to the point where it crosses the stem. (see also p/p)
• Beam or breadth (B) is the width of the hull. (ex: BWL is the maximum beam at the waterline)
• Depth or moulded depth (D) is the vertical distance measured from the top of the keel to the underside of the upper deck at side.^[2]
• Draft (d) or (T) is the vertical distance from the bottom of the keel to the waterline.
• Freeboard (FB) is Depth plus the height of the keel structure minus draft.

• Form Derivatives that are calculated from the shape and the Block Measures. They are:

• Volume (V or ∇) is the volume of water displaced by the hull.
• Displacement (Δ) is the weight of water equivalent to the immersed volume of the hull.
• Longitudinal Centre of Buoyancy (LCB) is the longitudinal distance from a point of reference (often Midships) to the centre of the displaced volume of water when the hull is not moving. Note that the Longitudinal Centre of Gravity or centre of the weight of the vessel must align with the LCB when the hull is in equilibrium.
• Vertical Centre of Buoyancy (VCB) is the vertical distance from a point of reference (often the Baseline) to the centre of the displaced volume of water when the hull is not moving.
• Longitudinal Centre of Floatation (LCF) is the longitudinal distance from a point of reference (often Midships) to the centre of the area of waterplane when the hull is not moving. This can be visualized as being the area defined by the water's surface and the hull.

Parallel midbody In many modern ships, the form of the hulls transverse section in the midships region extends without change for some distance fore and aft. This is called parallel midbody and may be described as extensive or short, or expressed as a fraction of the ships length.

Forebody The portion of the hull forward of the midship section.

After body The portion of the hull abaft the midship section.

Entrance The immersed portion of the hull forward of the section of greatest immersed area (not necessarily amidships) or forward of the parallel midbody.

Run The immersed portion of the hull aft of the section of greatest immersed area or aft of the parallel midbody.

Deadrise The departure of the bottom from a transverse horizontal line measured from the baseline at the molded breadth line. Deadrise is also called rise of floor or rise of bottom. Deadrise is an indicator of the ships form; fullbodied ships, such as cargo ships and tankers, have little or no deadrise, while fine-lined ships have much greater deadrise along with a large bilge radius. Where there is rise of floor, the line of the bottom commonly intersects the baseline some distance from the centerline, producing a small horizontal portion of the bottom on each side of the keel. The horizontal region of the bottom is called flat of keel, or flat of bottom. While any section of the ship can have deadrise, tabulated deadrise is normally taken at the midships section.

Knuckle An abrupt change in the direction of plating or other structure.

Chine The line or knuckle formed by the intersection of two relatively flat hull surfaces, continuous over a significant length of the hull. In hard chines, the intersection forms a sharp angle; in soft chines, the connection is rounded.

Bilge radius The outline of the midships section of very full ships is very nearly a rectangle with its lower corners rounded. The lower corners are called the bilges and the shape is often circular. The radius of the circular arc is called the bilge radius or turn of the bilge. The turn of the bilge may be described as hard or easy depending on the radius of curvature. If the shape of the bilge follows some curve other than a circle, the radius of curvature of the bilge will increase as it approaches the straight plating of the side and bottom. Small, high-speed or planing hulls often do not have a rounded bilge. In these craft, the side and bottom are joined in a chine.

Tumblehome The inward fall of side plating from the vertical as it extends upward towards the deck edge. Tumblehome is measured horizontally from the molded breadth line at the deck edge. Tumblehome was a usual feature in sailing ships and many ships built before 1940. Because it is more expensive to construct a hull with tumblehome, this feature is not usually incorporated in modern merchant ship design, unless required by operating conditions or service (tugs and icebreaking vessels, for example). Destroyers and other high-speed combatants are often built with some tumblehome in their mid and after sections to save topside weight.

Flare The outward curvature of the hull surface above the waterline, i.e., the opposite of tumblehome. Flared sections cause a commensurately larger increase in local buoyancy than unflared sections when immersed. Flaring bows are often fitted to help keep the forward decks dry and to prevent "nose-diving" in head seas.

Camber The convex upwards curve of a deck. Also called round up, round down, or round of beam. In section, the camber shape may be parabolic or consist of several straight line segments. Camber is usually given as the height of the deck on the centerline amidships above a horizontal line connecting port and starboard deck edges. Standard camber is about one-fiftieth of the beam. Camber diminishes towards the ends of the ship as the beam decreases. The principal use of camber is to ensure good drainage in calm seas or in port, although camber does slightly increase righting arms at large angles of inclination (after the deck edge is immersed). Not all ships have cambered decks; ships with cambered weather decks and flat internal decks are not uncommon.

Sheer The rise of a deck above the horizontal measured as the height of the deck above a line parallel to the baseline tangent to the deck at its lowest point. In older ships, the deck side line often followed a parabolic profile and sheer was given as its value at the forward and after perpendiculars. Standard sheer was given by: where sheer is measured in inches and L is the length between perpendiculars in feet. Actual sheer often varied considerably from
sheer forward = 0.2L + 20
sheer aft = 0.1L + 10
these standard values; the deck side profile was not always parabolic, the lowest point of the upper deck was usually at about 0.6L, and the values of sheer forward and aft were varied to suit the particular design. Many modern ships are built without sheer; in some, the decks are flat for some distance fore and aft of midships and then rise in a straight line towards the ends. Sheer increases the height of the weather decks above water, particularly at the bow, and helps keep the vessel from shipping water as she moves through rough seas as well as improving sea keeping by adding bouyancy Ford and Aft.

Rake A departure from the vertical or horizontal of any conspicuous line in profile, defined by a rake angle or by the distance between the profile line and a reference line at a convenient point. Rake of stem, for example, can be expressed as the angle between the stem bar and a vertical line for ships with straight stems. For curved stems, a number of ordinates measured from the forward perpendicular are required to define the stem shape. Ships designed so that the keel is not parallel to the baseline and DWL when floating at their designed drafts are said to have raked keels, or to have drag by the keel.

Cut-up When a keel departs from a straight line at a sharp bend, or knuckle, the sloping portion is called a cut-up. This is seen on some high speed craft and on Ice breakers allowing them to ride up on to the ice

Deadwood Portions of the immersed hull with significant longitudinal and vertical dimensions, but without appreciable transverse dimensions. Deadwood is included in a hull design principally to increase lateral resistance or enhance directional stability without significantly increasing drag when moving ahead. Sailing craft require deadwood to be able to work to windward efficiently.
Skegs or fins are fitted on barges to give directional stability. Deadwood aft is detrimental to speed and quick maneuverability and is minimized by use of cut-up sterns and by arched keels or sluice keels (with athwartships apertures) in tugs and workboats.

Appendages Portions of the vessel that extend beyond the main hull outline or molded surface. Positive appendages, such as rudders, shafts, bosses, bilge keels, sonar domes, etc., increase the underwater volume, while negative appendages, such as bow thruster tunnels and other recesses, decrease the underwater volume. Shell plating, lying outside the molded surface, is normally the largest single appendage, and often accounts for one-half to two-thirds of the total appendage volume. Appendages generally account for 0.2 to 2 percent of total immersed hull volume, depending on ship size, service, and configuration.

Hull Surfaces Hull surfaces are either warped, consisting of smoothly faired, complex three-dimensional curves, developed, consisting of portions of cylinders or cones, or flat. Hydroconic hulls are built up of connected flat plates rather than plates rolled to complex curves. Hydroconic construction lowers production costs and may simplify fitting patches to a casualty.
The part of the hull which effects the speed and fuel consumed is the area under the water. Thus Length Overall (L_OA) is not relevant. Instead the length between perpendiculars (L_PP and Length at waterline (L_WL) are used. For L_PP the aftermost perpendicular is usually taken as passing through the rudder stock. An accepted method of calculation is

L_PP = 0.97 x L_WL
The draught is taken as the design draught. This draught depends on the trading of the vessel and may be between the summer loadline draught and ballast draught.

• Coefficients^[3] help compare hull forms as well:

1) Block Coefficient (C_b) is the volume (V) divided by the LWL x BWL x T. If you draw a box around the submerged part of the ship, it is the ratio of the box volume occupied by the ship. It gives a sense of how much of the block defined by the L_WL, beam (B) & draft (T) is filled by the hull. Full forms such as oil tankers will have a high C_b where fine shapes such as sailboats will have a low C_b.

2) Midship Coefficient (C_m or C_x) is the cross-sectional area (A_x) of the slice at Midships (or at the largest section for C_x) divided by beam x draft. It displays the ratio of the largest underwater section of the hull to a rectangle of the same overall width and depth as the underwater section of the hull. This defines the fullness of the underbody. A low Cm indicates a cut-away mid-section and a high Cm indicates a boxy section shape. Sailboats have a cut-away mid-section with low C_x whereas cargo vessels have a boxy section with high C_x to help increase the C_b.

3) Prismatic Coefficient (C_p) is the volume (V) divided by L_pp x A_x. It displays the ratio of the immersed volume of the hull to a volume of a prism with equal length to the ship and cross-sectional area equal to the largest underwater section of the hull (midship section). This is used to evaluate the distribution of the volume of the underbody. A low or fine Cp indicates a full mid-section and fine ends, a high or full Cp indicates a boat with fuller ends. Planing hulls and other highspeed hulls tend towards a higher C_p. Efficient displacement hulls travelling at a low Froude number will tend to have a low C_p.

4) Waterplane Coefficient (C_w) is the waterplane area divided by L_pp x B. The waterplane coefficient expresses the fullness of the waterplane, or the ratio of the waterplane area to a rectangle of the same length and width. A low C_w figure indicates fine ends and a high C_w figure indicates fuller ends. High C_w improves stability as well as handling behavior in rough conditions.

Note:

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Displacement,Deadweight & LIGHTWEIGHT

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Displacement,Deadweight & LIGHTWEIGHT

 Displacement

This is the equivalent mass of sea water (sg = 1.025) displaced by the hull. It is therefore equal to the Total weight of the vessel

Deadweight

Deadweight is the difference in tonnes (1000Kg) between the displacement of a ship in water of specific gravity 1.025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship.
It includes bunkers and other supplies necessary for the vessel to proceed on passage as well as cargo.
The Deadweight may be quoted at the design draught although this would be specially denoted

Lightweight

Lightweight is the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores, and passengers and crew and their effects.

Thus
DISPLACEMENT = DEADWEIGHT + LIGHTWEIGHT

Gross Register Tonnage, Net Register Tons

This is a volume measurement where one Register Ton is equivalent to 2.83 m³ and express the total moulded internal size of the vessel and are used for the calculation of harbour and canal dues. It can be found on the International Tonnage Certificate each vessel must hold. 

Refer

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Ship Nomenclature

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Ship Nomenclature

 

Load Line Length(m)- taken as 96 per cent of the total length on a waterline at 85 per cent of the least moulded depth measured from the top of the keel, or as the length from the fore side of the stern to the axis of the rudder stock on that waterline, if that is greater. In ships designed with a rake of keel, the waterline on which this length is measured is to be parallel to the designed waterline. The length is to be measured in metres.
LR Scantling Length-Rule length, is the distance, in metres, on the summer load waterline from the forward side of the stern to the after side of the rudder post or the centre of the rudder stock if there is no rudder post. L is to be not less than 96 per cent, and need not be greater than 97 per cent, of the extreme length on the summer load waterline.
The ships Draught D is the vertical distance from the waterline to that point of the hull which is deepest in the water The foremost draught D_F and aft most draught D_A are normally the same when the ship is in the loaded condition.

The Scantling Draught is the ships design draught and is equal to the Summer Load Line draught.
Breadth on waterline BWL-the largest breadth on the waterline B_WL.

 

_Refer 

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Notice for Students who have opted for MEO Class IV, Part ‘B’ Written Examination

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Notice for Students who have opted for MEO Class IV, Part ‘B’
 Written Examination

In continuation to the NOTICE issued in the month of April 2012 regarding  conduct of on-line examination for MEO Class IV from June 2012, all candidates desirous for appearing for MEO Class IV, Part ‘B’ written examinations are hereby informed that:

A)   Online examinations for MEO Class IV, Part B written examinations have been tentatively scheduled to commence from 6^th June 2012 at Mumbai, Kolkata, Chennai, Kochi, Vishakhapatnam and New Delhi Centres.

B)    Candidates opting for New Delhicentres for written examination need to appear for “oral” examination at Mumbai.

C)    Videos demonstrating a) filling of online examination application form, b) taking of online examination; are displayed on DGS Website www.dgshipping.com along with answers to some frequently asked questions regarding online examination.

D)   Candidates can apply online for MEO CL IV June 2012 examination from 7^thMay 2012 till 20^th May 2012 from anywhere without visiting any MMD examination centre. Link for online examination application will be displayed on DGS website on 7^th May 2012

E)    Candidates will be sent an e mail asking them to come to concerned MMD examination centres for verification of their original documents on appointed dates on first come first served basis.

F)     On satisfactory verification of documents and payment of fees candidates can book date and time slot of examination.

G)   Admit card can be printed on line indicating date, time slot and venue of examination.

H)   On the appointed date the candidate reports to designated examination centre one hour in advance of dedicated time slot for taking examination with their passport and CDC.

I)       These examinations are based on multiple choice questions, fill up the blanks, match the columns, etc.

J)      The examinations will be held in “six working days” starting first Wednesday of every month except Tuesdays, Saturdays and Sundays.

K)   These examinations will be conducted in the test centres of APTECH through the epariksha system of the Directorate. The address of the APTECH where the candidates will have to take the examination will be communicated to the candidate’s e-mail address on their successful assessment and finding them eligible for the examination.

L)    The timing for the regular slots on each day of the examination to be conducted at the centres of APTECH will be from 0930-1130, 1230-1430 and 1530-1730 hrs. There will also be a slot from 1800-2000 hrs available on the same day of examination to accommodate only those candidates who fail to take examination due to malfunctioning of the system.

M)  Candidates who are repeaters for the MEO Class IV, Part ‘B’ Examination also need to take on-line examination through epariksha system of the Directorate. They need to register into the system and fill in the ‘Historic Data’ which includes details of previous attempts and results. However, the repeaters do not have to pay any assessment fees if it has been paid before. Further, the repeaters original document verification will not be verified again, unless required for specific reasons

N)   The selection of date for examination and centres is on first come first serve basis. If the capacity of a particular date is exhausted, then the candidate will have to select another available date. 

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e2v Shipped 1M Jade Sensors, Omnivision Sold 3B Sensors (Cumulatively)

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In September e2v celebrated the shipping of its 1 millionth Jade CMOS sensor, a 0.5MP global shutter device. The company sees this milestone as a demonstration of its ability to manage a high volume business supply chain. Jade sensor is mainly used by Cognex for 2D barcode scanning. (thanks to GP for the correction.)

The EV76C454 is a 850 x 640 pixel CMOS sensor. Its innovative pixel design offers excellent performance in low-light conditions and it has an electronic global (true snapshot) shutter which offers a high readout speed of 60 fps in full resolution and 80 fps in VGA mode. Very low power consumption enables this device to be used in battery powered applications.

Meanwhile, Omnivision published FY2012 shareholders presentation for the year ending on Apr. 30, 2012. In a year it sold 615M units and cumulatively 3B units:

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IISW 2013 Call for Papers

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The 2013 International Image Sensor Workshop to be held at Snowbird Resort, Utah, USA, June 12-16, 2013, announces Call for Papers.

Papers on the following topics are solicited:

Image Sensor Design and Performance

• CMOS Image sensors, CCD and CID image sensors. New architectures.
• Image sensors with rolling shutter and global shutter.
• Image sensors architecture, Low noise readout circuitry, ADC designs
• High frame rate Image sensors, High dynamic range sensors, Low voltage and low power
• High image quality. Low noise. High sensitivity. High color reproduction.
• Non-standard color patterns with special digital processing
• System-on-a-chip, Image sensors with digital preprocessing

Pixels and Image Sensor Device Physics

• New devices and structures. Advanced materials.
• Small pixels development, testing, and characterization
• New device physics and phenomena
• Techniques for increasing QE, well capacity, reducing crosstalk, and improving angular performance
• Front side illuminated and back side illuminated pixels and pixel arrays
• Nanotechnologies for Imaging
• Pixel simulation: Optical and Electrical simulation, 2D and 3D, CAD for design and simulation.

Application Specific Imagers

• Image sensors and pixels for depth sensing: TOF, RGBZ, Structured light, etc.
• Image sensors with enhanced spectral sensitivity (NIR, UV)
• Pixels and Image sensors for stereo Imaging
• Sensors for DVC, DSC, Mobile, DSLR and mirror-less cameras
• Array Imagers and sensors for Computational Imaging
• Sensors for medical applications, microbiology, genome sequencing,
• High energy photon and particle sensors (X-ray, Radiation).

Fabrication and testing

• New fabrication techniques. Backside thinning. Scaling.
• Wafer stacking, multilayer sensors, “3D” integration
• Advanced optical path, Color filters. Microlens. Light guide
• Packaging and Testing. Wafer level cameras
• Reliability. Yield. Cost.
• Defects. Leakage current. Radiation damage.

Abstracts should be submitted electronically to the Technical Program Chair, Gennadiy Agranov (see email in the pdf doc) by January 23, 2013. An abstract should consist of a single page of text with up to two pages of illustration, and include authors’ name(s) and affiliation, mailing address, telephone and e-mail address.

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