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This protocol is easily extensible to include a broad variety of networks.<\/jats:p>","DOI":"10.4018\/978-1-4666-2976-9.ch012","type":"book-chapter","created":{"date-parts":[[2013,1,22]],"date-time":"2013-01-22T20:52:28Z","timestamp":1358887948000},"page":"324-342","source":"Crossref","is-referenced-by-count":0,"title":["Seamless Communication to Mobile Devices in Vehicular Wireless Networks"],"prefix":"10.4018","author":[{"given":"Kira","family":"Kastell","sequence":"first","affiliation":[{"name":"Frankfurt University of Applied Sciences, Germany"}]}],"member":"2432","reference":[{"key":"978-1-4666-2976-9.ch012.-1","doi-asserted-by":"crossref","unstructured":"Ahonen, S., & Laitinen, H. (2003). Database correlation method for UMTS location. 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The first section gives an overview of the different cables used in automotive communication systems. Although 6 different kind of cables and their corresponding connector systems have been qualified for use in automotive applications (3 electrical cable types and 3 optical cable types), up to now, only three types are commonly used: Unshielded Twisted Pairs (UTP), Coax cable, and 1 mm PMMA POF. GOF and multimode PCS up to now are not used for mass volume production. The second section overviews the optical connectors used in automotive communication systems. The electrical connectors used in LIN and CAN networks. The optical connectors standardized by MOST. In the early phase of MOST implementation, the number of MOST connectors has been large: long pigtails, short pigtails, micro pigtails, and these connectors are combined with electrical connections with a wide range of pin sizes. The number of connectors used in MOST \u2013 mainly under cost pressureis now drastically reducing. The third section overviews the different fiber optic transceivers used for MOST. The different packages for MOST25 and MOST150 transceivers are discussed. The most difficult step was the conversion of the fiber optic transceivers to be compatible with reflow SMD processes. This step is now taken. Also the evolution towards higher data rates is shown.<\/jats:p>","DOI":"10.4018\/978-1-4666-2976-9.ch003","type":"book-chapter","created":{"date-parts":[[2013,1,22]],"date-time":"2013-01-22T15:52:28Z","timestamp":1358869948000},"page":"70-96","source":"Crossref","is-referenced-by-count":0,"title":["Physical Layer Implementations of Communication Standards in Automotive Systems"],"prefix":"10.4018","author":[{"given":"Piet","family":"De Pauw","sequence":"first","affiliation":[{"name":"BVBA De Pauw, Belgium"}]}],"member":"2432","reference":[{"key":"978-1-4666-2976-9.ch003.-1","unstructured":"Consortium, L. I. N. (n.d.). LIN-specification package. Retrieved from http:\/\/www.lin-subbus.de\/"},{"key":"978-1-4666-2976-9.ch003.-2","unstructured":"De Pauw, P. (2008). Melexis new fiber optic ttransceivers. ITG VDE 5.4.1, Fachgruppentreffen Krems. Retrieved from http:\/\/www.pofac.de\/downloads\/itgfg\/fgt25\/FGT25_Krems_DePauw_Melexis-Transceivers.pdf"},{"key":"978-1-4666-2976-9.ch003.-3","unstructured":"Delphi. (2003). MOST Interconnectivity Conference, Frankfurt."},{"key":"978-1-4666-2976-9.ch003.-4","unstructured":"Engel, A. (2005). Tyco Electronics next generation MOST networking. MOST All Members Meeting, Frankfurt, 5th of April 2005."},{"key":"978-1-4666-2976-9.ch003.-5","unstructured":"Flexray. (2010). Flexray specifications version 3.0.1. Retrieved from http:\/\/www.flexray.com\/index.php?sid=9c03bd01bb2a03269f772bb99935a742&pid=94&lang=de"},{"key":"978-1-4666-2976-9.ch003.-6","unstructured":"Group, I. G. I. (2009). Plastic optical fiber (POF) selected reprint series, Vol. 1. 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ISBN-13: 978-3834809070"}],"container-title":["Communication in Transportation Systems"],"link":[{"URL":"https:\/\/www.igi-global.com\/viewtitle.aspx?TitleId=74483","content-type":"unspecified","content-version":"vor","intended-application":"similarity-checking"}],"deposited":{"date-parts":[[2018,11,18]],"date-time":"2018-11-18T02:54:16Z","timestamp":1542509656000},"score":15.861426,"resource":{"primary":{"URL":"http:\/\/services.igi-global.com\/resolvedoi\/resolve.aspx?doi=10.4018\/978-1-4666-2976-9.ch003"}},"subtitle":[""],"issued":{"date-parts":[[null]]},"references-count":24,"URL":"https:\/\/doi.org\/10.4018\/978-1-4666-2976-9.ch003"},{"indexed":{"date-parts":[[2026,4,3]],"date-time":"2026-04-03T23:40:33Z","timestamp":1775259633375,"version":"3.50.1"},"reference-count":0,"publisher":"Oxford University Press","isbn-type":[{"value":"9780190228613","type":"electronic"}],"content-domain":{"domain":[],"crossmark-restriction":false},"abstract":"<p>\n                  <bold>Transportation Theory:<\/bold> Narrative transportation theory focuses on the causes and consequences of an individual being immersed in a story, or transported into a narrative world. Transportation refers to the feeling of being so absorbed in a story that connection to the real world is lost for some time; it includes cognitive engagement, emotional experience, and the presence of mental imagery. This experience is a key mechanism underlying narrative influence on recipients\u2019 attitudes and beliefs, particularly in combination with enjoyment and character identification. Narrative persuasion through transportation has been demonstrated with a wide variety of topics, including health, social issues, and consumer products. Transportation can occur across media (through written, audio, or video narratives) and for both factual and fictional stories. It is typically measured with a self-report scale, which has been well-validated (Green &amp; Brock, 2000). Transportation is conceptually similar to flow (Csikszentmihalyi, 1990) and presence (Klimmt &amp; Vorderer, 2003), although both flow and presence pertain more to being immersed in an experience, rather than specifically in a narrative. While individuals are transported, their mental systems and capacities become concentrated on events occurring in the story, causing them to lose track of time, lack awareness of the surrounding environment, and experience powerful emotions as a result of their immersion in the narrative. Transported recipients may also lose some access to real-world knowledge, making them more likely to adapt their real-world beliefs and behaviors to be more consistent with the story to which they are exposed. Transportation theory suggests several mechanisms to explain this phenomenon, including reduced counterarguing, connections with characters, heightened perceptions of realism, the formation of vivid mental imagery, and emotional engagement. Personality factors can also affect the extent of transportation: narrative recipients vary in transportability, or their dispositional tendency to become transported; and they may be influenced differently by narratives due to a difference in their need for affect (individuals high in need for affect are more likely to be transported into narratives). Additional factors such as story quality and points of similarity between the reader and the story can also influence transportation.<\/p>","DOI":"10.1093\/acrefore\/9780190228613.013.261","type":"reference-entry","created":{"date-parts":[[2016,5,5]],"date-time":"2016-05-05T11:40:50Z","timestamp":1462448450000},"source":"Crossref","is-referenced-by-count":23,"title":["Transportation Theory Applied to Health and Risk Messaging"],"prefix":"10.1093","author":[{"given":"Melanie C.","family":"Green","sequence":"first","affiliation":[]},{"given":"Kaitlin","family":"Fitzgerald","sequence":"additional","affiliation":[]}],"member":"286","published-online":{"date-parts":[[2017,1,25]]},"container-title":["Oxford Research Encyclopedia of Communication"],"original-title":["Transportation Theory Applied to Health and Risk Messaging"],"language":"en","deposited":{"date-parts":[[2022,8,31]],"date-time":"2022-08-31T14:57:57Z","timestamp":1661957877000},"score":15.797955,"resource":{"primary":{"URL":"https:\/\/oxfordre.com\/communication\/view\/10.1093\/acrefore\/9780190228613.001.0001\/acrefore-9780190228613-e-261"}},"issued":{"date-parts":[[2017,1,25]]},"ISBN":["9780190228613"],"references-count":0,"URL":"https:\/\/doi.org\/10.1093\/acrefore\/9780190228613.013.261","published":{"date-parts":[[2017,1,25]]}},{"indexed":{"date-parts":[[2024,9,6]],"date-time":"2024-09-06T14:27:33Z","timestamp":1725632853109},"publisher-location":"Berlin, Heidelberg","reference-count":1,"publisher":"Springer Berlin Heidelberg","isbn-type":[{"type":"print","value":"9783642780332"},{"type":"electronic","value":"9783642780318"}],"content-domain":{"domain":[],"crossmark-restriction":false},"published-print":{"date-parts":[[1993]]},"DOI":"10.1007\/978-3-642-78031-8_18","type":"book-chapter","created":{"date-parts":[[2011,11,10]],"date-time":"2011-11-10T08:01:43Z","timestamp":1320912103000},"page":"257-265","source":"Crossref","is-referenced-by-count":0,"title":["Technology for Improved Transportation and Environment"],"prefix":"10.1007","author":[{"given":"Hans G.","family":"Forsberg","sequence":"first","affiliation":[]}],"member":"297","reference":[{"key":"18_CR1","volume-title":"Technology for Transport and Environment","author":"Swedish Academy of Engineering Sciences","year":"1991","unstructured":"Swedish Academy of Engineering Sciences. 1991. 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