China
Africa
Explore chapters and articles related to this topic
Putting it all together
Published in Hanky Sjafrie, Introduction to Self-Driving Vehicle Technology, 2019
The next level is system testingsystem testing, which involves testing the functionality of the whole SDV software system in conjunction with all the other systems in the vehicle, such as the vehicle gateway, and the vehicle platform. The aim of system testing is to verify the correct behavior of the entire vehicle before testing it on the road. This level assumes no knowledge of implementation detail. The system is regarded as a black box that communicates with other systems on the vehicle bus using real bus messages or signals (CAN, Ethernet, etc.). System testing may include the following: Test cases with simulated driving situations, such as obstacle avoidance tests with simulated sensor values representing pedestrians or other vehiclesTest cases with simulated faulty components or communication, i.e., test cases with blocked or temporarily unavailable sensors, tampered bus messages, or signal timeoutsStress tests, such as test cases that generate maximum processor/memory bus load or run for extended periods
ESD Protection in Automotive Integrated Circuit Applications
Published in Juin J. Liou, Krzysztof Iniewski, Electrostatic Discharge Protection, 2017
Javier A. Salcedo, Jean-Jacques Hajjar
CAN bus is a vehicle bus standard designed to allow microcontrollers and devices to communicate with each other within a vehicle without a host computer. It is a message-based protocol, designed specifically for automotive applications but now also used in other areas such as aerospace, maritime, industrial automation, and medical equipment. CAN has become a multi-master serial bus standard for connecting ECUs, also known as nodes. Two or more nodes are required on the CAN to communicate [21]. The complexity of the node can range from a simple I/O device up to an embedded computer with a CAN interface and sophisticated software. Figures 6.8 and 6.9 show example schematics for the CANH and CANL, respectively. The protection clamp for these pins follow a similar concept to the one discussed in the previous section in connection with the LIN interface.
Application to an automotive control system
Published in Longo Stefano, Tingli Su, Herrmann Guido, Barber Phil, Optimal and Robust Scheduling for Networked Control Systems, 2018
Longo Stefano, Tingli Su, Herrmann Guido, Barber Phil
The reason for studying this type of NCSs is that they closely describe large spatially distributed systems. An example of such systems are vehicles where microcontrollers and devices communicate to each other via a bus. The vehicle bus standard is the Controller Area Network (CAN) that is slowly being replaced by a new, faster and more flexible protocol called FlexRay1. CAN is traditionally an event-triggered protocol but it can be defined as a time-triggered one (for example the TTCAN, ISO 11898-4). On the other hand, FlexRay allows a combination of time-triggered and event-triggered communication exploiting the advantages of both protocols.
Communication method for manufacturing services in a cyber–physical manufacturing cloud
Published in International Journal of Computer Integrated Manufacturing, 2018
S. M. Nahian Al Sunny, Xiaoqing F. Liu, Md Rakib Shahriar
Interoperability and automation of machine tools have always been a big concern for manufacturers. In the early twentieth centuries, the mechanical technology and analog devices were the primary components of the process control systems and manufacturing systems. In 1970s, Programmable Logic Controller (PLC) with limited control functions was introduced which replaced the conventional relay based control systems (Erickson 1996). With the development of digital computers, the scenario changed radically. Numerically Controlled (NC) machines came into play and labyrinths of mechanical linkages were substituted by point-to-point wiring. But this created a new difficulty. Optimised communication networking among different machines in the factory floor became a necessity. In 1985, Fieldbus systems emerged to reduce the complexity of conventional point-to-point wiring systems by connecting digital and analog devices to central controllers (Thomesse 2005; Zurawski 2014). Because of being an open protocol, many Fieldbus systems were developed in parallel and today there exist a number of variations. Over the past two decades, Fieldbus systems have gone through a lot of modifications and become standardised, although not unified. PROFIBUS is considered to be the most successful fieldbus technology and is widely used in industrial automation systems including factory and process automation. As of 9 September 2016, PROFIBUS & PROFINET International (PI) group indicates on its website that PROFINET offers digital communication for data processing and transmission with speeds up to 12 Mbps and supports up to 126 addresses. Control Area Network (CAN) bus is a high-integrity serial bus system which was fundamentally designed to be an automotive vehicle bus (Tindell, Hansson, and Wellings 1994). CANopen and DeviceNet are higher level protocols standardised on top of CAN bus to allow interoperability with devices on the same industrial network (McFarlane 1997). Modbus is a simple, robust and openly published, royalty free serial bus protocol that connects up to 247 nodes (Modbus Organization 2006). Modbus is easy to implement and operate on RS-232 or RS-485 physical links with speeds up to 115K baud. CC-Link was originally developed by Mitsubishi and is a popular open-architecture, industrial network protocol in Japan and Asia (Wikipedia 2014).