Search Results

Whether it be in highly visible features like fascinating new infotainment systems or hidden behind the scenes in complex new hybrid powertrain controls, in-vehicle software is rapidly changing the way the automotive industry engages its vehicle-buying customers. In every application where a compelling new electronic solution is emerging, it is enabled by the convergence of in-vehicle software developed by different collaborating partners. As more and more component suppliers, vehicle OEMs, and technology vendors enter into collaborative software development projects with each other, a new set of technical and business challenges are showing collaborative software development to be a very distinctive proposition than traditional stand-alone development.

During the development process, software developers use calibration and data acquisition techniques to “fine-tune” the ECU (Electronic Control Unit) for specific operating conditions. Standards are available for measurement and calibration of an ECU. Measurement and calibration is commonly done via serial data links. The serial link used in modern ECUs is CAN (Controller Area Network). One requirement for the use of standard protocols on a CAN network is the need for two CAN identifiers. To help raise the awareness of the need for a fixed assignment of CAN identifiers for use in development, and perhaps extending into manufacturing, this paper gives a short technical background on how standard measurement and calibration protocols use the CAN identifiers and suggests several potential SAE proposals for assigning fixed CAN identifiers for the industry.

The ISO11783 (ISOBUS) standard for communication between tractors and farming implements provides significant opportunities to improve the service process for agricultural equipment. Existing approaches to diagnostics in the transportation industry include an array of different technologies. These existing technologies can be combined in new ways in the ISOBUS environment to provide new value. Of particular interest is a data-driven diagnostic test system that ensures implements produced by different manufacturers provide a consistent and compatible interface to generic diagnostic test systems. By sharing data and software components, such a system can produce significant gains in quality, efficiency and interoperability.

This paper describes how the use of the CAN Calibration Protocol during the development of embedded software applications can result in time savings. Three concepts are presented on how these time savings can be realized. These concepts mainly focus on the “Programming” and “Verification and Testing” stages of the software development process.

Learning OSEK's three reusable software components is no simple task especially for those just beginning with distributed embedded system technology. With the details set aside, this technical paper focuses on introducing just one of the OSEK components, the Network Management (NM), and attempts to help the reader understand its basic concepts.

While the CAN Calibration Protocol or CCP is a reasonably well known standard in Europe that continues to gain acceptance, its exposure in the American automotive electronics arena has to some extent been limited to the engine calibration area. A closer examination of the protocol reveals that the CCP is not just for calibration. With many general-purpose features including flash programming capability, the CAN Calibration Protocol is useful for a wide range of module development activities. CCP users have access to online measurement data and the ability to calibrate modules. This allows software development to occur not only in a lab environment but also during an in-vehicle test. Even though U. S. companies using or evaluating the CAN Calibration Protocol include DaimlerChrysler, Ford, GM, Delphi, Motorola, TRW, Visteon, and several others, many product development engineers are unaware of this potentially reusable software.