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The transmission gear ratios, combined with the ratio available from the differential (or rear end, as it s sometimes called in automotive jargon), adapt the internal combustion engine s power and torque characteristics to maximum torque needs for hill-climbing or maximum economy needs for cruising Figure 5-8 shows these at a glance for a typical internal combustion engine with four manual forward gears horsepower/ torque characteristics versus vehicle speed appear above the line and RPM versus vehicle speed appear below The constant engine power line is simply equation 5, hp 5 FV/375 (V in mph), less any drivetrain losses The tractive force line for each gear is simply the characteristic internal combustion engine torque curve (similar to the one shown in Figure 5-7) multiplied by the ratios for that gear The superimposed incline force lanes are the typical propulsion or road-load force components added by acceleration or hill-climbing forces (recall the shape of this curve in Figure 5-5) The intersection of the incline or road-load curves and the tractive-force curves are the maximum speed that can be sustained in that gear The upper half of Figure 5-8 illustrates how low first gearing for startup and high fourth gearing for high-speed driving apply to engine torque capabilities The lower part of Figure 5-8 shows road speed versus engine speed for each gear appears The point of this drawing is to illustrate how gear selection applies to engine speed capabilities Normally, the overall gear ratios are selected to fall in a geometric progression: 1st / 2nd 5 2nd / 3rd , etc Then individual gears are optimized for starting (1st), passing (2nd or 3rd), and fuel economy (4th or 5th) Table 5-9 shows how these ratios turn out in an actual production car in this case a Ford 1989 Taurus SHO Notice the first two gear pairs are in a 15 ratio, whereas the next two move to 135 Table 5-9 also calculates the actual transmission, differential, and overall gear ratios (overall equals transmission times differential) for the 1987 Ford Ranger pickup truck that will be later used in the design section Notice that the Ranger is optimized at both ends of the range but lower in the middle versus the Taurus, reflecting the difference in car versus truck design.

One of the challenges the biometric industry faces is the range and diversity of technologies and platforms available to anyone trying to leverage biometric authentication applications This diversity can lead to a situation where various systems lack interoperability because they are built to different standards or are working on incompatible platforms Impressive work has been done in standards development, particularly with respect to fingerprints 10 discusses biometric standards in detail

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Signal Processing This is where the raw biometric data (or biometric sample) is processed for matching Processing consists of segmentating the sample, then isolating and extracting relevant features from the data, and creating a biometric template a mathematical representation of the original biometric Segmentation is the process of separating (segmenting) relevant biometric data from background information (for example, cropping a voice sample to remove signals before and after an utterance) The result of feature extraction and segmentation is a quality score, reflecting the quality of the input by how successful the feature extraction was Depending on the application, the newly created template is then compared to one or more reference templates by the matching algorithm The result of the matching algorithm is a match score, indicating how similar the templates are Decision Policy This is the final step where the application considers the signal processing outputs (consisting of the quality score and the match score) and makes a yes/no final determination whether there is a match Normally, empirically determined thresholds are used for both the quality score and match score and a match is produced when both scores are above those thresholds (yes) Alternately, if the quality threshold is met but the match threshold is not, the application returns a negative match (no) If the quality threshold is not met, the application might refuse the match because of the poor quality data and instead request a new sample from the individual The decision policy described is an example of a fairly common decision policy; however, other decision policies are possible, as they are determined and set by the end-user based on end-user requirements

Each of the video resolutions allow for different kinds of frame rates as detailed in Table 610 The typical Hollywood movie is shot with a film camera, which natively produces 24 frames per second This film frame rate is translated to 23976 frames per second to accommodate NTSC television sets Content can also be acquired through other video acquisition methods, which results in different frame rates For instance, some high-definition video cameras can mimic film and record at 24 frames per second, or even 2997 frames per second in interlaced mode Table 610 Supported Resolutions and Frame Rates for Primary Video on Blu-ray Disc

There has been much discussion about the use of some form of a trusted or registered traveler program for passengers in civil aviation For example, the Aviation and Transportation Security Act of 2002 provides that the Under Secretary of Transportation for Security may establish requirements to implement trusted traveler programs This law explains that a major goal of such a program is to expedite the security screening of the trusted travelers, thereby allowing security staff to focus greater resources on those passengers who should be subject to more extensive screening In the US, the Transportation Security Administration, along with other government agencies, is considering various proposals Using the INSPASS system as a model for a national trusted traveler credential has also been advanced However, no course of action has been firmly set in the US In the Netherlands, a program has been started and it is discussed next

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