In Automotive Industries, to be confident regarding the success of a planned operation, performing accurate methods in order to detect abnormal operating conditions, known as faults, is crucial. An effective method for diagnosis and fault recognition ensures the safety of the operation, reduces manufacturing cost and any other potential impacts. In addition, mobile solutions have been widely adopted among automotive manufactures during recent years and they have taken full advantage of mobile strategies. Accordingly, it is necessary for there to be a future-proof plan to control the diagnostic operations in advance. In this thesis, the immediate objective has been to offer a future-proof and user-friendly solution to assist engineers and service technicians in the monitoring, detecting, and diagnosing of faults on Toyota/BT/CESAB branded trucks. A mobile cross-platform framework is used to develop the diagnostic mobile solution which is not only able to be deployed on Android and iOS mobile platforms, but also provides wireless communication between truck machines and mobile devices through Bluetooth and Wi-Fi ad hoc technologies. The diagnostic mobile tool is capable of processing real-time controller area network messages and visualizing the condition of different sensors in a more user-friendly way through rich hybrid and client-side web user interfaces. The experience of evaluating a cross-platform diagnostic tool on different mobile operating systems proved that cross-platform mobile development methodology can be a reliable technique for developing projects that essentially require real-time data processing. In addition, it indicates that Apple iOS offers a better runtime performance than Google Android for the current tool.

Företaget engcon Nordic AB producerar redskap till   entreprenadbranschen, där tiltrotator är hjärtat i deras verksamhet. För att   förbättra användningen och förenkla installationen har en litteraturstudie   gjorts som tittar på två delar, funktionen kring CAN-buss som grund för ett   kommunikationssystem, och olika högre lager protokoll som byggs ovanpå CAN.   Varför CAN-buss skapades och hur systemet fungerar är viktiga att förstå för   att kunna titta på dem ovanliggande lager, kallade HLP (Higher Layer   Protocol). HLP ger ett slags maskin-människa gränssnitt att arbeta emot.   Typer av HLP kan vara J1939, ISOBUS eller annan. CAN-buss är den de facto   standarden vad gäller fordonsnätverk där ECU:er, kallad noder, kommunicerar   på en gemensam kommunikationsstam, kallad buss. För att göra detta har en   snillrik teknik tagits fram för att prioritera meddelanden mellan noder, som   ger datamässigt förlustfri medling. CAN-buss har även ett avancerat   feldetekteringssystem på kommunikationen som ger den dess robusthet i   krävande miljöer. Vad gäller olika HLP finns en mängd av dessa inom olika   branscher. Alla har de gemensamt att de bygger upp ett mer eller mindre   användarvänligt gränssnitt som går att implementera ovanpå CAN. Inom till   exempel jordbruket använder man i hög utsträckning ISOBUS som är en egen   branschstandard som delvis ser förbi konkurrensen inom sektor för att bygga   ett enkelt, användarvänligt system som gynnar slutkunden på bästa sätt. Inom   automation används istället CANopen, som är ett öppet system som tillåter hög   interoperabilitet mellan olika enheter med så kallad profilering. Ett sista   system som används inom en rad olika branscher heter CanKingdom och är det   mest anpassningsbara systemet inom denna studie. För att få reda på mer   branschspecifik information kring lösningar och problem gjordes även en   intervjustudie inom projektet. Här intervjuades personer aktiva inom olika   företag som jobbar med CAN baserade system på något sätt. Intervjuerna   gjordes för att titta på relevanta problem inom deras specifika område. Som   resultat specificeras fyra alternativ som projektägaren bör titta vidare på   för att hitta ett system som passar dem. Det bygger på alternativ som   antingen kräver access till befintlig J1939 buss, eller att bygga en mer   eller mindre adapterad modell byggd på ISOBUS, CANopen eller CanKingdom. / The   company engcon Nordic AB produces equipment for the construction industry,   where the product called tiltrotator is the heart of their business. To   improve the use and simplify the installation, a literature study has been   made that looks at two parts, first the function around CAN bus as the basis   for a communication system and secondly various higher layer protocols (HLP)   built on top of CAN. Why CAN bus was created and how the system works is   important to understand in order to look at these overlying layers, called   HLP (Higher Layer Protocol), which provides a kind of machine-human interface   to work with. Different types of HLP can be J1939, ISOBUS or other. CAN bus   is the de facto standard for vehicle networks where ECUs (Electronic Control   Unit), called nodes, communicating on a common communication network, called   bus. To do this, an ingenious technique has been developed to prioritize   messages between nodes, which provides data loss-free arbitration. In CAN an   advanced technique for error detection on the communication has been applied,   and gives CAN the robustness to be applied in tough environment. As for various   HLPs, a large number of these are available in different industries. Every   one of these HLP has a common that they try to build a more or less user-friendly   interface that can be implemented on top of CAN. For example, in the   agricultural industry, the use of ISOBUS is common, which is an industrial   standard that goes beyond competition to build a simple, user-friendly system   that benefits the customer to the best possible extent. In automation,   instead, CANopen is used, which is an open system that allows high   interoperability between different units with so-called profiling. One last   system used in a number of industries is called CanKingdom and is the most   adaptable system in this project. In order to find out more industry-specific   information about solutions and problems, an interview study was also   conducted within the project. Here, various people were interviewed, active   in different companies that are involved in CAN-based systems. This was done to   look at relevant problems in their specific area. As a   result, four options are specified which the project owner should look at in   order to find a system that suits them. It is based on alternatives that   either require access to the existing J1939 bus, or to build a more or less   adapted model built on ISOBUS, CANopen or CanKingdom. / <p>Betyg: 2019-08-15</p>

Thesis (M.S.)--Baylor University, 2005. / Includes bibliographical references (p. 120-121).

A drive system of the electrical lighter vehicle with the brushless DC machine is developed in the thesis. The system consists of a control unit based on a digital signal processor (DSP) and a drive module which combines a drive circuit, a brushless DC machine, and associated wheels. The motive power is delivered directly to the wheels without a power transmission system. The driving comments and the monitored signals between the modules and the control unit are communicated by the Controller Area Network (CAN) Bus. Each module can be controlled independently. By modifying the software of the system, the proposed drive system can be implemented in various electrical vehicles without changing circuit design. The developed system can be operated at forward, backward, and rotating motions. By limiting the armature current, the vehicle can be operated under the power saving mode. During the regenerative braking, the battery set is charged by the regenerative current. The experimental results show that the highest efficiency of the machine is 80 % with the motoring operation.

Tez (Yüksek Lisans) - Süleyman Demirel Üniversitesi, Fen Bilimleri Enstitüsü, Elektronik Bilgisayar Eğitimi Anabilim Dalı, 2006. / Kaynakça var.

Gato del Sol III, was powered by a solar array of 480 Silicon mono-crystalline photovoltaic cells. Maximum Power Point trackers efficiently made use of these cells and tracked the optimal load. The cells were mounted on a fiber glass and foam core composite shell. The shell rides on a lightweight aluminum space frame chassis, which is powered by a 95% efficient brushless DC motor. Gato del Sol IV was the University of Kentucky Solar Car Team’s (UKSCT) entry into the American Solar Car Challenge (ASC) 2010 event. The car makes use of 310 high density lithium-polymer batteries to account for a 5 kWh pack, enough to travel over 75 miles at 40 mph without power generated by the array. An in-house battery protection system and charge balancing system ensure safe and efficient use of the batteries. Various electrical sub-systems on the car communicate among each other via Controller Area Network (CAN). This real time data is then transmitted to an external computer via RF communication for data collection.

Through the work of researchers and the development of commercially availableproducts, automated guidance has become a viable option for agricultural producers.Some of the limitations of commercially available technologies are that they onlyautomate one function of the agricultural vehicle and that the systems are proprietary toa single machine model.The objective of this project was to evaluate a controller area network (CAN bus)as the basis of an automated guidance system. The prototype system utilized severalmicrocontroller-driven nodes to act as control points along a system wide CAN bus.Messages were transferred to the steering, transmission, and hitch control nodes from atask computer. The task computer utilized global positioning system data to determinethe appropriate control commands.Infield testing demonstrated that each of the control nodes could be controlledsimultaneously over the CAN bus. Results showed that the task computer adequatelyapplied a feedback control model to the system and achieved guidance accuracy levelswell within the range sought. Testing also demonstrated the system's ability tocomplete normal field operations such as headland turning and implement control.

Over the last decade, research into unmanned and autonomous vehicles has greatly increased. With applications ranging from science and exploration to humanitarian and military efforts, the rising need for autonomous vehicles demands constant innovation and growth. The Intelligent Dependable Embedded Architectures (IDEA) lab at the University of Kentucky is continually launching research oriented programs [1]. A few key projects focus on the development of Unmanned Aerial Vehicles (UAV). Through this research, at the University of Kentucky, the need to develop a reliable, lightweight, node based hardware for use in light UAVs and other unmanned and autonomous vehicles became apparent. This paper addresses the design and implementation of a network processing node for light UAVs. This system utilizes a Controller Area Network (CAN) noise tolerant communications bus, a low power ZigBee Wireless Network for expanded inner plane communications and Silicon Laboratories C8051F041 microcontrollers to provide the necessary inputs/output and data processing. The final result will be a flight ready light UAV featuring distributed processing nodes to handle the servo communications and controls.

Dependable and Fault-tolerant computing is actively being pursued as a research area since the 1980s in various fields involving development of safety-critical applications. The ability of the system to provide reliable functional service as per its design is a key paradigm in dependable computing. For providing reliable service in fault-tolerant systems, dynamic reconfiguration has to be supported to enable recovery from errors (induced by faults) or graceful degradation in case of service failures. Reconfigurable Distributed applications provided a platform to develop fault-tolerant systems and these reconfigurable architectures requires an embedded network that is inherently fault-tolerant and capable of handling movement of tasks between nodes/processors within the system during dynamic reconfiguration. The embedded network should provide mechanisms for deterministic message transfer under faulty environments and support fault detection/isolation mechanisms within the network framework. This thesis describes the design, implementation and validation of an embedded networking layer using Controller Area Network (CAN) to support reconfigurable embedded systems.

The Virtual Network (VN) protocol is a communications protocol software compatible with the Space Plug-and-play Architecture (SPA). This Master Thesis defines a protocol that extends the Virtual Network protocol to cover communication over the Controller Area Network (CAN). The Virtual Network for the Controller Area Network (VN-CAN) is defined, modelled and verified using UPPAAL as well as implemented and tested while running on actual hardware. The VN-CAN protocol enables components on the CAN network to communicate with other components both inside and outside of the CAN network, which together with the modularity of both the protocol and the implementation enables application level software to be agnostic of their physical position in the network. The implementation enables components to automatically discover routes to other components on the VN network without the need for any prior knowledge about the network topology. A method for direct addressing, i.e. that two components on the CAN network can communicate directly without sending messages via a central router, has been added to the VN-CAN protocol in order to reduce traffic on the CAN network. UPPAAL modelling and verification of the VN-CAN protocol has been done to give a high level of confidence in the correctness of the protocol. Testing on actual hardware has shown that the protocol achieves the goals of address resolution, self addressing and transfer of VN messages over CAN.