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A low cost CAN bus load transducer, requiring only a few low cost components, has been developed. Traditionally, to ascertain CAN bus loading, an algorithm based upon a number of assumptions executed on a microcontroller is required. This has many disadvantages that include being potentially costly, inaccurate and can take up a significant amount of processing, especially under higher bus load situations causing a higher number of interrupts. However, the CAN bus load transducer developed, is connected to the CAN bus and outputs a varying signal proportional to bus loading. A microcontroller can then simply be used to read the bus load signal and covert it into percentage bus loading as often as is required. The method is inexpensive, accurate and provides a continuous signal for CAN bus loading measurement that does not become expensive in terms of processing under higher bus load conditions. In this paper, the application of the CAN bus load transducer technology is explored.

The Controller Area Network (CAN) has seen enormous success in automotive body and powertrain control systems. However, there is a change in emphasis arising in the industry in which CAN is seen as too powerful and expensive for simple digital body control applications, but not robust or fast enough for more safety critical applications such as the envisaged Drive-by-Wire systems of future passenger cars. The emerging protocols Local Interconnect Network (LIN), the Time Triggered Protocols (TTP/A, TTP/C), Time Triggered CAN (TTC) and Byteflight are examined in terms of their application and likelihood for future success. The paper is concluded with comments concerning a newly announced protocol known as FlexRay.

The popularity of CAN (Controller Area Network) in the production vehicles is well established. As a result, CAN has been developed for use in many non-automotive applications. This gave rise to the development of an open higher layer CAN protocol known as DeviceNet. With the popularity of DeviceNet for Automation Systems, this technology has drastically decreased in cost. Although DeviceNet is quite complex to develop, it easier to implement than SAE J1939 due to the large number of commercial off-the-shelf product that is available. Also, there are many configuration and diagnostic tools available by the same means. There are more than 300 vendors of DeviceNet product. Researchers at the University of Warwick have built a vehicle demonstrator using CAN/DeviceNet modules. This paper will illustrate the ease of vehicle system integration utilising this popular technology.

This paper discusses the use of SLIO CAN technology for low speed (<125 Kbit/s) body control system. The architecture of SLIO as well as its benefits and shortcomings are explained and illustrated. A body control system utilising the SLIO CAN technology has been build to investigate the feasibility of its implementation. The flexibility in adding enhancement and fault tolerance feature to the system is also addressed. The prior knowledge of CAN Specification 2.0 is assumed[1].

A Rover car equipped with a Controller Area Network (CAN) system was tested for radio frequency susceptibilities in the Electromagnetic Compatibility (EMC) chamber at Rover Gaydon Test Centre. The system consisted of four electronic control units linked together using a serial network (CAN) to share signal information. The car was configured in turn with two different types of twisted pair wire and a flat pair for the CAN data bus. Each type of wire was tested in the chamber at a range of frequencies and with various antenna positions. The CAN data was collected and stored on a commercially available personal computer (PC) based network analyzer for later analysis to determine bus latency under EMC error conditions.