Browse Topic: Vehicle networking
Axiomatic AX141155, compact CAN-Bluetooth® Low Energy Converter, is IP67-rated, CE, FCC, and vibration compliant for off-highway. Operate in SAE J1939 interface or CAN (protocol independent) Bridge modes. Power from 12V, 24V or 48Vdc and temperature range from 30 to +85°C. Configure via the Axiomatic CAN2BT app on compatible Apple iOS or Android devices. axiomatic.com
Connected and autonomous vehicles (CAVs) and their productization are a major focus of the automotive and mobility industries as a whole. However, despite significant investments in this technology, CAVs are still at risk of collisions, particularly in unforeseen circumstances or “edge cases.” It is also critical to ensure that redundant environmental data are available to provide additional information for the autonomous driving software stack in case of emergencies. Additionally, vehicle-to-everything (V2X) technologies can be included in discussions on safer autonomous driving design. Recently, there has been a slight increase in interest in the use of responder-to-vehicle (R2V) technology for emergency vehicles, such as ambulances, fire trucks, and police cars. R2V technology allows for the exchange of information between different types of responder vehicles, including CAVs. It can be used in collision avoidance or emergency situations involving CAV responder vehicles. The
A new industry-first open platform for developing the software-defined vehicle (SDV) combines processing, vehicle networking and system power management with integrated software. NXP Semiconductors' new S32 CoreRide Platform was designed to run “multiple time-critical, safety-critical, security-critical applications in parallel,” Henri Ardevol, executive vice president and general manager of Automotive Embedded Systems for NXP Semiconductors, told SAE Media. NXP's new foundation platform for SDVs differs from the traditional approach of using multiple electronic control units (ECUs), each designed to handle specific vehicle system control tasks. Since each unit requires its own integration work, the integration workload exponentially increases with each additional ECU on a vehicle.
The NMFTA’s Vehicle Cybersecurity Requirements Woking Group (VCRWG), comprised of fleets, OEMs and cybersecurity experts, has worked the past few years to produce security requirements for Vehicle Network Gateways. Vehicle Network Gateways play an important role in vehicle cybersecurity – they are the component responsible for assuring vehicle network operations in the presence of untrustworthy devices on the aftermarket or diagnostics connectors. This paper offers security requirements for these gateways in design, implementation and operation. The requirements are specified at levels of abstraction applicable to all vehicle networks down to CAN networks specifically. These requirements were captured using the https://github.com/strictdoc-project/strictdoc requirements management tool and will be made available also as a ReqIF format along with the paper at https://github.com/nmfta-repo/vcr-experiment.
The automotive industry is currently undergoing a significant transformation characterized by technological and commercial trends involving autonomous driving, connectivity, electrification, and shared service. Vehicles are becoming an integral part of a much broader ecosystem. In light of various new developments, the Software-Defined Vehicle (SDV) concept is gaining substantial attention and momentum. SDV emphasizes the central role of software in realizing and enhancing vehicle functions, enriching features, improving performance, adapting to surrounding environment and external conditions, customizing user experience, addressing changing customer needs, and enabling vehicles to dynamically evolve over their entire life cycle. The advancements in vehicle Electrical/Electronic (E/E) architecture and various key technologies serve as the technical foundation for the emergence of SDV. This paper gives a definition of the SDV concept, provides views from different aspects, discusses the
Inverter is the power electronics component that drives the electrical motor of the electrical driven compressor (EDC) and communicates with the car network. The main function of the inverter is to convert the direct current (DC) voltage of the car battery into alternating current (AC) voltage, which is used to drive the three-phase electric motor. In recent days, inverters are present in all automotive products due to electrification. Inverter contains a printed circuit board (PCB) and electronic components, which are mounted inside a mechanical housing and enclosed by a protective cover. The performance of the electrical drive depends upon the functioning of the inverter. There is a strong demand from the customer to withstand the harsh environmental and testing conditions during its lifetime such as leakage, dust, vibration, thermal tests etc. The failure of the inverter leads to malfunction of the product, hence proper sealing and validation is necessary for inverters to protect
This SAE Recommended Practice defines a method for implementing a bidirectional, serial communications link over the vehicle power supply line among modules containing microcomputers. This document defines those parameters of the serial link that relate primarily to hardware and software compatibility such as interface requirements, system protocol, and message format that pertain to Power Line Communications (PLC) between Tractors and Trailers. This document defines a method of activating the trailer ABS Indicator Lamp that is located in the tractor.
With the increased demand for electricity due to the rapid expansion of EV charging infrastructure, weather events, and a shift towards smaller, more environmentally responsible forms of renewable sources of energy, Microgrids are increasing in growth and popularity. The integration of real time communication between all PGSs (Power Generating Sources) and loadbanks has allowed the re-utilization of waste electricity. Pop-up Microgrids in PSPS events have become more popular and feasible in providing small to medium size transmission and distribution. Due to the differing characteristics of the PGSs, it is a challenge to efficiently engage the combined PGSs in harmony and have them share and carry the load of the microgrid with minimal ‘infighting.’ Different Power generating sources each have their own personality and unique ‘quirks.’ With loadbanks being able to perform various functions automatically by monitoring and responding to individual PGSs needs and demands, efficiency is
Elektrobit CEO discusses the landscape of automotive software development and explains why a lot of software doesn't have to be all that transformational. The phrase “software-defined vehicle” has embedded in the vehicle-development lexicon as the catchall for a new era of digitally driven products. But there is persistent disagreement about even the phrase's definition, much less the engineering scope required to transition from the industry's hardware-intensive history to a software-driven environment.
In an embedded world gone SOSA sensational, one might believe that centralized ATR-style OpenVPX systems are the best way to architect your next rugged system. While these chassis are routinely and successfully deployed on airborne, shipboard, and vetronics platforms, they are big, heavy, costly, and a real challenge to cool and connect. An alternate but equivalent rugged, deployable approach uses one or more small form factor chassis modules, distributed into any available space in the vehicle, interconnected via Apple® and Intel's® 40Gbps Thunderbolt™ 4, a commercial open standard that uses USB Type-C connectors with a single, thin bi-directional copper or fiber cable. With 4, 8, even 16 3U or 6U LRU (line replacement unit) boards inside an ATR chassis, 600 watts is on the low end of systems that can push well over 2,000 watts in a 200 square inch footprint or less. Assuming one can find the space for such a chassis in the vehicle or platform, there's also the issue of cooling it
ABSTRACT Automotive electrical/electronic (E/E) architectures are continuously evolving to meet the technological challenges of the highly connected, software-defined vehicle. Advances are being made in µController/µProcessor compute hardware, software, and cyber security methodologies, to provide enhanced security, safety, flexibility and functionality. These advancements will mature through millions of miles of road/lab testing and reach TRLs suitable for use by the Army to implement safe and secure cyber-resilient platforms for manned and unmanned ground vehicle systems. This paper will describe three specific advances that will benefit Army vehicle programs of the future: Software that leverages the Modular Open Systems Approach (MOSA) as a secure and flexible Service Oriented Architecture (SOA) framework; Hardware-based Communication Engines for high bandwidth/low latency network communications; and a Hardware Security Module (HSM) that enhances the cyber-resilience of the next
SAE J2461 specifies the recommended practices of a Vehicle Electronics Programming Stations (VEPS) architecture.in a Win32® environment. This system specification, SAE J2461, was a revision of the requirements for Vehicle Electronics Programming Stations (VEPS) set forth in SAE J2214, Vehicle Electronics Programming Stations (VEPS) System Specification for Programming Components at OEM Assembly Plants (Cancelled Jun 2004). The J2214 standard has been cancelled indicating that it is no longer needed or relevant.
This standard covers ultra-thin wall low voltage primary cable intended for use at a nominal system voltage of 60 VDC (60 VAC rms) or less in surface vehicle electrical systems. The tests are intended to qualify cables for normal applications with limited exposure to fluids and physical abuse. This standard covers SAE conductor sizes which usually differ from ISO conductor sizes.
People are exposed to disproportionately high concentrations of air pollutants daily on and near the road during their ride, walk, and residency. Currently air quality monitoring is performed mostly at background locations far away from the road and distinctive point, line, and area emission sources, failing to report concentrations on the road. This study presents an innovative air quality monitoring method using a network of vehicles equipped with air quality sensors (AQSs). Vehicles are connected to internet through either cell link or apps used by drivers. A cloud server collects the data and updates air quality concentration maps every 10 minutes. The study presents very high temporal and spatial resolution maps at a fraction of the cost of previous studies. These high spatiotemporal resolution air quality maps can be used to reduce public exposure in many ways including but not limited to cabin air flap door control, eco-driving route for navigation, and daily exposure monitoring
The new generation vehicles these days are managed by networked controllers. A large portion of the networks is planned with more security which has recently roused researchers to exhibit various attacks against the system. This paper talks about the liabilities of the Controller Area Network (CAN) inside In-vehicle communication protocol and a few potentials that could take due advantage of it. Moreover, this paper presents a few security measures proposed in the present examination status to defeat the attacks. In any case, the fundamental objective of this paper is to feature a comprehensive methodology known as Intrusion Detection System (IDS), which has been a significant device in getting network data in systems over many years. To the best of our insight, there is no recorded writing on a through outline of IDS execution explicitly in the CAN transport network system. Therefore, we proposed a top-down examination of IDS through a write-up based on the following perspectives
Intrusion Detection Systems (IDS), technically speaking, is to monitor the network, system, and operation status according to certain security policies, and try to find various attack attempts, attacks or attack results to ensure the confidentiality, integrity and availability of network system resources. Automotive intrusion detection systems can identify and alert by analyzing in-vehicle traffic and log when software applications or devices with malicious activity exist, or the in-vehicle network is tampered and injected. But unfortunately, automotive cybersecurity researchers hardly produce a comprehensive detection method due to the confidential nature of Controller Area Network (CAN) DBC format files, which is a standard long maintained by car manufacturers. In this paper, an enhanced intrusion detection method is proposed based on the double-decision-tree to classify different attack models for in-vehicle CAN network without the need to obtain complete DBC files. Unlike the
Due to increase in complexity of vehicle functionality and involvement of electronic components, the use of complex electronic control units is prevalent in today’s vehicles. This has led to increased amount of Electronic Control Unit (ECU) data, and in turn increased Diagnostic data. This Diagnostic data is described in the Automotive Open System Architecture Diagnostic Exchange Template (AUTOSAR DEXT), which is a standard diagnostic data format specified in AUTOSAR 4.2.1 for Unified Diagnostic Services and fault memory. It enables consistent exchange of Diagnostic information across Original Equipment manufacturer OEMs and between OEM and Suppliers, thereby aiding uniformity in configuration of basic software modules described in Automotive Open System Architecture (AUTOSAR) Layered Architecture across enterprise boundaries. DEXT provides the possibility to describe the data to be transported, using respective protocol, along with origin of data in ECU’s application software. When
Items per page:
50
1 – 50 of 684