The identity of the Tin Can Tourists of the World, the first recreation automobile organization, has been poorly defined in the historical discourse, the factors contributing to the 1919 formation of the organization in Tampa, Florida represents a landmark shift in tourism in America towards the automobile. The group’s subsequent solidification of a distinct identity gives insight beyond their organization. The thesis defines their identity as well as looks at their impact on American automobility and tourism. The thesis therefore focuses on the previously undefined concept of recreational automobility giving it definition and showing how the group helped to define it. The group’s early role in mass use and adaptation of the automobile for recreation represents the first steps in creating a market for recreational vehicles. The imposition of organization on the camping experience by the Tin Can Tourists and their influence on creating special places for the practice of their activities helped define recreational automobility. The footprint left by the Tin Can Tourists helped shape part of America’s modern tourist industry. The legacy of their ideas about recreational automobility also suggests influence they had on later groups using recreational vehicles. This thesis examines and clarifies the identity and influence of the Tin Can Tourists of the World as a window on important trends in automobility and tourism.

Låssystem kan minska risken för inbrott och stöld, och vara ett verktyg för behöriga personer att få tillgång till lokaler och rum. Därför är det viktigt att moderna låssystem är pålitliga, öppnar snabbt och är säkra. Detta examensarbete undersöker om CAN (Controller Area Network) är ett idealt kommunikationsprotokoll för ett säkerhetssystem av dörrlås, med syftet att utföra en fallstudie av CAN-protokollet. Detta sker genom att analysera ett låssystem från ASSA vars kommunikationsprotokoll mellan styroch låsenhet misstänktes använda CAN-protokollet mellan dess styrenhet och låsenhet. Slutsatsen av analysen var att låssystemet från ASSA inte kommunicerade via CAN. För att bevisa dettaåterskapades signaler med elektriska standardinterface RS-485. Det sista steget vara att utveckla ett eget låssystem med CAN som kommunikationsprotokoll, och sedan skulle de två låssystem jämföras. För att testa detta programmeras två kretskort av typen ESP32-PoE till en styrenhet och en låsenhet. Ett låssystem designades på ett kopplingsdäck innan den ersattes av två PCBs. Slutresultatet var ett motorlås och en styrenhet som konstruerades och validerades i ett kopplingsdäck. Av de två kretskorten som utvecklades fungerade kontrollenheten som förväntat, medan låsenheten hade problem med dess motor. Den kunde dock klara av dess andra uppgifter som att läsa signaler från styrenheten via en 10 meter kabel och läsa signaler från dess dörrläge givande magnetsensor. Det demonterade låssystemet sänder signaler snabbare, och öppnar låset ungefär lika snabbt, men är inte lika säker som den kommersiella låssystemet för att CAN har restriktiva säkerhetsåtgärder. / Lock systems can reduce the risk of burglary and theft, and be a tool for authorized persons to access premises and rooms. Therefore, it is important that modern lock systems are secure, reliable and open quickly. This thesis investigates whether CAN (Controller Area Network) is an ideal communication protocol for a door lock security system. This is done by analyzing a mechanical lock system from ASSA which was suspected of using CANbus as a communication protocol between the control unit and lock unit. Then the lock and control units were analyzed. The conclusion of the analysis is that the lock system did not communicate via CAN. To prove this, signals were re-created with the electrical standard interface RS-485.The final step was to construct a lock system with CAN as a communication protocol, and then the two lock systems would be compared.To test this, two ESP32-PoE development boards are programmed into a controller and a locking device. A mechanical door lock system was designed on a breadboard before being replaced by two PCBs. Of the two circuit types that were developed, the control unit worked as expected, while the motorlock unit had problems with it’s motor. However, it was able to handle its other tasks such as reading signals from the controller via a 10 meter cable and reading signals from its door locating magnetic sensor. The disassembled lock system sends signals faster, and opens the lock approximately as quickly, but is not as secure as the commercial CAN lock system has restrictive security measures.

In the context of automotive industries today, the focus of ECU function development is always on finding the best possible combinations of control algorithms and parameter. The complex algorithms with broad implementation range requires optimal calibration of ECU parameters to achieve the desired behaviour during the drive cycle of the vehicle. With the growing function complexity of automotive E/E Systems, the traditional approaches of designing the automotive embedded systems are not suitable. In order to overcome the challenge of complexity, many of the leading automotive companies have formed a partnership in order to develop and establish an open industry standard for automotive E/E architecture called AUTOSAR. In this thesis, toolchain for ECU function development following AUTOSAR standard and an efficient measurement and calibration mechanism using XCP on CAN will be investigated and implemented. Two toolchains will be proposed in this thesis, describing their usage in different stages of ECU function development and in calibration. Both these toolchains will be tested to prove its working. / I området utveckling av funktionalitet på elektroniska styrsystem inom bilindustrin idag, ligger fokus på att finna den bästa kombinationen av reglermetoder och styrparametrar. Dessa avancerade system, med breda användningsområden, kräver bästa möjliga injustering av dess kalibrerbara parametrar, för att nå önskat beteende vid användning av fordonet. Det ökande omfånget av funktionskraven på styrsystemen, innebär att sedvanlig metodik för utveckling av dessa system inte är lämplig. För att kunna lösa dessa svårigheter, har de stora inom bilindustrin ingått ett samarbete, där de tillsammans skapat och utvecklar en industristandard för funktionsoch systemutveckling av styrsystem. Standarden kallas AUTOSAR. Denna rapport beskriver hur en kedja av utvecklingsverktyg som följer AUTOSAR-standarden kan användas, för att undersöka och använda en metod för systemövervakning och parameterkalibrering, genom användning av XCP över CAN.

This thesis evaluates the efficacy of Physics-Informed Neural Networks (PINNs) in simulating fluid dynamics challenges, focusing on the Burgers' equation and the lid-driven cavity problem, to develop a robust PINN framework for nuclear engineering applications such as the Sustainable Nuclear Energy Research In Sweden (SUNRISE) project. The research compares various PINN models to traditional Computational Fluid Dynamics (CFD) simulations to enhance predictive accuracy and computational efficiency for reactor design. The study analyses and optimises diverse PINN configurations, employing automatic and numerical differentiation techniques and their integrative approaches, while investigating the incorporation of advanced artificial viscosity methods to augment model robustness and address limitations of standalone PINN methods. Results show that enhanced PINN strategies achieve superior accuracy in solving the Burgers' equation and the lid-driven cavity problem at increased Reynolds numbers. For the Burgers' equation, one method with artificial viscosity achieved a Mean Squared Error (MSE) of 1.19⨉10⁻³. For the lid-driven cavity problem at Re 1000, another method without artificial viscosity yielded MSEs of 2.27⨉10⁻⁴, 9.54⨉10⁻⁵, and 1.81⨉10⁻⁵ for u, v, and p, respectively. These advancements highlight the potential of PINNs in nuclear engineering applications, particularly in tackling flow-accelerated corrosion and erosion in lead-cooled fast reactors within the SUNRISE project. / Denna avhandling utvärderar effektiviteten av Physics-Informed Neural Networks (PINNs) vid simulering av fluiddynamikutmaningar, med fokus på Burgers’ ekvation och problem med lockdriven kavitet, för att utveckla en robust PINN-ram för tillämpningar inom kärnteknik, såsom Sustainable Nuclear Energy Research i Sverige (SUNRISE) projekt. Forskningen jämför olika PINN-modeller med traditionella Computational Fluid Dynamics (CFD) simuleringar för att förbättra prediktiv noggrannhet och beräknings effektivitet för reaktordesign. Studien analyserar och optimerar olika PINN-konfigurationer, genom att använda automatiska och numeriska differentieringstekniker och deras integrerade tillvägagångssätt, samtidigt som den undersöker införandet av avancerade artificiella viskositet metoder för att öka modellens robusthet och åtgärda begränsningarna hos enskilda PINN-metoder. Resultaten visar att förbättrade PINN-strategier uppnår överlägsen noggrannhet i lösningen av Burgers’ ekvation och problem med lockdriven kavitet vid ökade Reynolds-nummer. För Burgers’ ekvation uppnådde en metod med artificiell viskositet ett medelkvadratiskt fel (MSE) på 1,19⨉10⁻³. För problem med lockdriven kavitet vid Re 1000 uppnådde en annan metod utan artificiell viskositet MSE på 2,27⨉10⁻⁴, 9,54⨉10⁻⁵ och 1,81⨉10⁻⁵ för u, v och p, respektive. Dessa framsteg framhäver potentialen hos PINNs i kärntekniska tillämpningar, särskilt i att hantera flödesaccelererad korrosion och erosion i blykylda snabba reaktorer inom SUNRISE-projektet.

The automotive industry heavily relies on the controller area network (CAN) due to its low cost and robustness. However, as vehicle connectivity grows, CAN buses become more vulnerable to cyberattacks such as spoofing, sniffing, replay, and denial of service (DoS), compromising both safety and (cyber-)security. Most existing attempts to secure CAN buses necessitate modifications to the hardware or protocol, which increase costs and complicate implementation, or they employ security schemes that negatively impact timing behavior and safety for both passengers and other road participants. To address this problem, we first propose a safety/security co-design approach based on combining a technique we call periodic authenticated encryption. On the other hand, DoS attacks on CAN buses can typically only be mitigated rather than completely rejected, due to CAN's inherent characteristics. We hence propose a priority-raise approach to this aim. Further, securing CAN buses requires sending additional frames, which frames undergo individual arbitration processes, further increasing delay. To alleviate this situation, we propose an ID mirroring technique. Finally, to accommodate to varying timing requirements in safety-critical applications, we propose a dynamic encryption switching approach. To evaluate the efficacy of these techniques, we conducted experiments on real hardware and carried out extensive simulations using MATLAB/Simulink and OMNeT++. Additionally, we presented various case studies involving electronic stability control (ESC), emergency braking, adaptive cruise control (ACC), and cooperative driving. Our findings demonstrate that the proposed techniques effectively reduce transmission delays while mitigating or preventing all major cyberattacks on the CAN bus. Furthermore, these techniques enable us to meet typical automotive deadlines on CAN buses, fulfilling both safety and security requirements within automotive systems.:Introduction Fundamentals Related work Case studies Rejecting sniffing, spoofing and replay attacks on CAN buses Mitigating DoS attacks on CAN buses Improving timing on secured CAN buses Evaluation Concluding remarks Bibliography Appendix

ITC/USA 2005 Conference Proceedings / The Forty-First Annual International Telemetering Conference and Technical Exhibition / October 24-27, 2005 / Riviera Hotel & Convention Center, Las Vegas, Nevada / This paper discusses using the CAN (Control Area Network) Bus protocol for control and status of flight test data acquisition systems. The application of the CAN (Control Area Network) on an F/A-18 aircraft will be discussed in detail.

The purpose of this bachelor thesis is to analyze some aspects of the historical surroundings in which Gayatri Chakravorty Spivak wrote her famous essay ”Can the Subaltern Speak?”. From a historical perspective, inspired by Quentin Skinner, I examine how Spivak in a context of French theory in U.S. academy criticized Michel Foucault and defended Jacques Derrida. In the first part of my analysis I relate Spivak’s essay to the ”Foucault and Derrida debate” of the sixties and seventies. I argue that many aspects of Derrida’s early critique of Foucault, and many of the themes of that debate in general, was rhetorically repeated by Spivak in ”Can the Subaltern Speak?”. In the second part of my analysis, I discuss how Foucault and Derrida in the context of U.S. academy were, rather than empirical persons, turned into common nouns well incorporated into the academic language. In this context, where Spivak appeared, I analyze how the ”notions” Foucault and Derrida was disputed. I argue that Spivak, during several years before she wrote ”Can the Subaltern Speak?”, had been trying to refute anglophone marxist and postcolonial intellectuals who criticized Derrida. These critics, including Terry Eagleton, Perry Anderson and Edward Said, had been blaming Derrida for being unhistorical, politically evasive and merely textualistic. My argument is that Spivak sought to defend Derrida towards these critics in ”Can the Subaltern Speak?”. In this context, her aim was to emphasize the efficiency of Derrida’s deconstruction as a political tool for marxist, feminist and Third world intellectuals.

國立政治大學英國語文學系在職碩士班 碩士論文提要 論文名稱：高中生英文作文中情態助動詞使用之分析 指導教授：尤雪瑛博士 研究生：張翠杏撰 論文提要內容： 本研究旨在分析高中生在英文作文中使用情態助動詞之情形，並就學生使用情態助動詞之困難加以研究，以期能了解學生困難之所在並加以解決。 本研究採用質與量的分析方法。質的分析包括： (一) 情態助動詞之意義與功能； (二) 學生誤用情態助動詞之情形； (三) 影響學生誤用情態助動詞之原因。量的分析則重在研究： (一) 學生使用各個情態助動詞之頻率； (二) 學生最容易誤用之情態助動詞之頻率。 本研究結果如下：學生最常使用的情態助動詞為can和will，這兩者也最容易被誤用，學生除了會把各個情態助動詞互相替換使用之外，也會在不需要情態助動詞的情形下使用情態助動詞。造成學生誤用情態助動詞原因包括： (一) 學生誤解不同情態助動詞的用法，而把一種用法運用在其他情態助動詞上； (二) 學生把情態助動詞的用法簡化； (三) 學生受到固定用語的影響； (四) 學生受到母語的影響直接把中文翻譯成英文。 本研究最後提出在英語教學上的建議：在課堂上教授情態助動詞時，除了將各個情態助動詞不同的用法呈現，還必須比較各個情態助動詞之間相近的用法，再把這些情態助動詞放在不同的情境中呈現它們在現實生活中真正的用法與意義，期使學生能學到情態助動詞正確的用法。 / ABSTRACT The purpose of this study is to analyze the use of modal verbs in students’ compositions and to understand students’ difficulty in learning and using modal verbs. Modal verbs’ surface forms and grammatical characteristics are very easy for students to remember. However, their complicated meanings and usages are somewhat difficult. This study adopts qualitative and quantitative analyses. The qualitative analysis includes: (1) the meanings and functions of modal verbs, (2) students’ misuse of modal verbs, and (3) the reasons that affect students’ misuse of modal verbs. The quantitative analysis includes: (1) the frequency of the use of every modal verb in students’ compositions, and (2) the frequency of the misuse of modal verbs. The results of this study are summarized as follows: the most often used modal verbs are can and will. Students tend to use wrong modal verbs or add modal verbs to sentences that don’t need one. The reasons affecting students’ misuse of modal verbs are: (1) students’ misunderstanding of the use of modal verbs, (2) students’ oversimplification of the meanings and functions of modal verbs, (3) the effect of frozen idiomatic expressions, and (4) the effect of students’ native languages. Finally, the study provides pedagogical suggestions and implications in teaching modal verbs. First, subtle usages and meanings of modal verbs should be presented. Second, they should be taught in different contexts. Third, apply pragmatics to the teaching of modal verbs. The goal is to help students learn authentic usages of modal verbs.

<p>This master thesis is a portion of the DySCAS project and work is performed at Enea AB. DySCAS (Dynamically Self-Configuring Automotive Systems) is a research project funded by the European</p><p>This thesis concentrates on future vehicle electronic systems. During a life cycle of the car vehicle manufacturers desire to upgrade or add new functions into the vehicle electronic systems, this is not possible with the static-runtime environment that employed into today’s car.</p><p>To tackle this difficult problem many technologies were gathered and a dynamically self-configuring automotive system was introduced by combining technologies like self-managing, service-based and middleware.</p><p>The obtained results fulfilled most of DySCAS requirements. However, the system has a few limitations and these are caused by the immature of distributed reconfigurable embedded systems in the market.</p>

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>