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[post_content] => [vc_row][vc_column][vc_single_image image="41618"][vc_column_text]Kvaser was among several participants in the latest CAN XL plugfest, held in Detroit, Michigan on 25th April 2023. Organised by CAN in Automation (CiA), the international users and manufacturers group, the series of CAN XL plugfests tests the interoperability of CAN XL protocol controllers and CAN SIC XL transceivers. An approved standard for CAN XL is likely to be published next year.
Kvaser successfully tested in-house CAN-XL IP running on an FPGA on a small format board. Our physical layer installation made it easy to replace the existing CAN-driver with NXP’s newly-released CAN SIC XL driver. One question raised at the CAN-XL conference was whether it was possible to use galvanic isolation with CAN-XL. As our fully-galvanically isolated CAN XL test board demonstrated at speeds up to 20 MBit/s, it is.
Kent Lennartsson, research manager for Kvaser, commented: “Aside from testing the new CAN SIC XL drivers, participants trialed different cable layouts, including linear with drop lines and double star. Linear configurations work to 20 MBit/s.”
CAN XL is widely viewed as the future of CAN, following on from CAN FD and the original CAN protocol, Classical CAN. CAN XL supports any bitrate from 0.1 to 20 Mbit/s and retains key advantages of CAN such as collision-resolution by arbitration, a characteristic that makes it a simple, robust alternative for high speed real-time communication.[/vc_column_text][/vc_column][/vc_row]
[post_title] => CAN XL Plugfest success for Kvaser
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[post_content] => [vc_row][vc_column][vc_single_image image="41362"][vc_column_text]Kvaser supplied Solar Team Sneek with a Kvaser Ethercan HS at the beginning of 2022 to help debug CAN bus, using it with a 4G router to setup telemetry for their solar boat.
Solar Team Sneek is based in the town of Sneek, in the Netherlands, known as the water sport capital of the region. We spoke with Meindert de Groot, electrical engineer on the team, to find out how they got on using our Kvaser Ethercan HS and to learn more about their CAN system, their telemetry system, and what they can monitor remotely.[/vc_column_text][/vc_column][/vc_row][vc_row css=".vc_custom_1681350766403{margin-bottom: 30px !important;}"][vc_column][vc_column_text]
Kvaser: Could you tell us a little about your solar boat project.
Meindert: We are a team of enthusiastic students and graduates from a variety of technical disciplines such as mechanical engineering, electrical engineering and marine/composite engineering. Our aim is to introduce people to the possibilities of electric boats and vehicles and fight for a sustainable future.
[/vc_column_text][/vc_column][/vc_row][vc_row css=".vc_custom_1681350766403{margin-bottom: 30px !important;}"][vc_column][vc_column_text]
Kvaser: How did you use the Kvaser Ethercan HS?
Meindert: To communicate between the electronic components in the boat we use CAN bus. The CAN bus gathers data on all the components like battery information (state of charge, the amount of discharge power, etc.), and data from the MMPTs (Maximum Power Point Trackers) to see how much each solar string produces. For the strategy team, this information is crucial to make decisions on how fast we can sail. Depending on the amount of solar, we can decide to sail on hydrofoils to go fast with less energy loss.
To get the info to the Cloud we started with the Kvaser Ethercan HS to bridge CAN and Ethernet. The Ethernet packages are read by the 4G modem and sent to the Cloud, which allows the strategy team to have live access to the data. A VPN allows us to reach the Kvaser Ethercan HS from anywhere with a data connection.
[/vc_column_text][/vc_column][/vc_row][vc_row css=".vc_custom_1681350766403{margin-bottom: 30px !important;}"][vc_column][vc_column_text]
Kvaser: What have you been able to monitor remotely thanks to the Ethercan HS?
Meindert: We can remotely check all the data on the CAN bus. We look at things like battery data: min/max battery cell voltages, temperatures of the battery, currents in and out, state of charge, and the data from the solar inverters. To use the energy as efficiently as possible we need to closely monitor all components in the electrical system. We sail on hydrofoils, but can only do that if we have sufficient energy; there is a minimum speed of 16 km/h needed to get the boat to foil. This of course uses more energy than cruising so we must be sure we have the energy for it.
Thanks to the CAN bus, we can monitor the energy received from the sun on each solar array separately. Each solar panel has its own MPPT which sends its own data on the CAN bus, so each panel can be monitored separately.
The power drawn from the motor is also very important as we can deduct from the speed and power drawn how efficiently the boat flies. As we do tests regularly, we have data we can compare. Propulsion issues can also be detected immediately by comparing datasets.
[/vc_column_text][/vc_column][/vc_row][vc_row css=".vc_custom_1681350766403{margin-bottom: 30px !important;}"][vc_column][vc_column_text]
Kvaser: Did you need any technical support from us? And did you use Kvaser software?
Meindert: We had absolutely no problem using the Kvaser Ethercan HS. We downloaded the drivers easily from the Kvaser website and used the Kvaser CanKing to initially check if the data came through. When connected we could easily set up the configuration for the Ethercan and immediately send the data over Ethernet to our laptop that was running our own software to log the data in a Prometheus database and readout the data via Grafana.
[/vc_column_text][/vc_column][/vc_row][vc_row css=".vc_custom_1681350766403{margin-bottom: 30px !important;}"][vc_column width="2/3"][vc_column_text]
Kvaser: How did the race go?
Meindert: We learned a lot from the race during the summer of 2022! The weather was amazing, and all our electronic components were working perfectly. After about 10 km, however, disaster struck - an unidentified item from beneath the water impacted the back hydrofoil, which houses our drive unit. The blow split the hydrofoil in half and it disconnected from the prop shaft. We immediately took the boat out of the water and started repairs but on the second day, we again crashed into an object underwater, which sadly meant the end of the race week for us.
There wasn't much we could have done to avoid these mishaps, but we did learn a lot from them. For example, we never thought we'd be at the start line again the next day, but through teamwork and perseverance we succeeded!
[/vc_column_text][/vc_column][vc_column width="1/3"][vc_single_image image="41360"][/vc_column][/vc_row][vc_row css=".vc_custom_1681350766403{margin-bottom: 30px !important;}"][vc_column][vc_column_text]
Kvaser: So what's next for Solar Team Sneek?
Meindert: Now we are busy designing a new - and better - guided drive.
[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]Thank you Meindert and Solar Team Sneek. We wish you all the best for the 2023 season and keep our fingers crossed you avoid those pesky underwater obstacles from now on![/vc_column_text][/vc_column][/vc_row]
[post_title] => Solar Team Sneek use Kvaser Ethercan HS to help fly their sustainable boat through the water
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[post_content] => [vc_row][vc_column][vc_single_image image="37696"][vc_column_text]The ‘Precision’ version of Kvaser’s U100 robust, single-channel CAN/CAN FD to USB interfaces has been expanded to include more connector options. The U100P, available initially with a DB-9 connector, now includes OBD-II, M12 5 pin and J1939 Type-II connector options.
The Kvaser U100P delivers advanced features for engineers working in system development and difficult troubleshooting situations. Building on the enhanced electrical and physical robustness of the standard Kvaser U100, plus its support for CAN FD, the U100P offers more precise, synced time measurements, the ability to listen to the bus in silent mode and make use of object buffers.
Click the link below to find out pricing in your currency, user guides and other supporting documentation. Don’t forget that the best place to buy Kvaser hardware is from your preferred qualified sales representative.
Kvaser U100P-X1 (01269-1) - J1939 Type-II
Kvaser U100P-X2 (01270-7) - M12 5 pin
Kvaser U100P-X3 (01271-4) - OBD-II connector[/vc_column_text][/vc_column][/vc_row]
[post_title] => Releasing the U100P X1, X2 & X3
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[post_content] => [vc_row][vc_column][vc_single_image image="41203"][vc_column_text]Kvaser’s software does not get as much attention as our hardware, but it deserves to. The nature of software development is such that when it’s done properly, users don’t see it. Achieving this degree of invisibility requires investment: it may surprise you to know that our software development team is four times larger than our hardware design team.
In practice, our hardware and software development teams work side by side, sharing the same design ethos and mission: to achieve quality, reliability, and peace-of-mind for customers. This means that drivers and firmware are included in the price of your hardware, with all future updates provided at no extra cost.
Peace-of-mind for customers is achieved by making our products, including software, fully backwards-compatible. This helps future-proof your development efforts. For example, an application written in CANlib, our free SDK, is compatible with present and future hardware from Kvaser and can be used on another platform without modifications.[/vc_column_text][vc_column_text]Whether you need drivers to simply get your Kvaser device working, or you are a developer that uses our hardware and software within a CAN or LINbus-based system, you can count on Kvaser’s software tools, a selection of which are highlighted below:[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]Kvaser Drivers for Windows
Windows drivers for all our CAN hardware. The package contains a virtual driver for a virtual CAN bus, for testing and evaluation when you don’t have access to a physical CAN bus.
< download Kvaser Drivers for Windows >
CANlib Software Development Kit (SDK)
CANlib SDK works with all Kvaser hardware platforms. It includes virtual hardware that can do just about everything our real hardware can. Download the kit and begin developing for any Kvaser hardware right away.
< download CANlib >
Linux CANlib SDK
Linux CANlib SDK contains our drivers and SDK for developing in a Linux environment, and can do everything our Windows development kit can do. Linux CANlib API makes porting Windows applications to Linux as seamless as possible.
< download Linux CANlib >
Kvaser REST API
Kvaser REST API allows any device that supports HTTP to communicate with compatible Kvaser CAN interfaces (Kvaser Ethercan and Kvaser Blackbird v2). Use the Kvaser REST API to set the bit rate, read and write CAN frames and read error frames, filter and flush the receive buffer. Find the API and example code in CANlib SDK
< download the REST API Manual >[/vc_column_text][/vc_column][/vc_row]
[post_title] => Kvaser software: quality and reliability at no cost!
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TeKshift GmbH, a specialist automotive engineering consultancy, has joined Kvaser’s technical associate network. Based in the Meuse–Rhine region, with two offices close to Liège and Aachen, TeKshift designs and develops embedded software and electronics for automotive and marine applications, leveraging control system design experience gained from projects that span large automotive OEMs, Formula 1, Formula E and the Dakar Rally.
[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column width="3/4"][vc_column_text]
Complementing its consultancy services, TeKshift sells pre-developed software solutions based on Model-Based Design from Mathworks, working with tried and tested hardware. This includes electronic controllers from New Eagle (a long-term Kvaser partner) and Marelli. Based on these, TeKshift has developed a Vehicle Control Unit and a Hydrogen supply Management Unit. In addition, TeKshift has developed its own Battery Management System. Kvaser Leaf and Kvaser U100 USB to CAN interfaces are recommended to customers to flash and calibrate their control systems.
[/vc_column_text][/vc_column][vc_column width="1/4"][vc_single_image image="41174"][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]
TeKshift has a fascinating pedigree that puts it in an optimal place to serve the flourishing electric and hydrogen retrofit market in Europe. Started in 2012, the consultancy cut its teeth on traditional ICE projects, but has since focused on the ongoing energy transition towards electric and hydrogen.
[/vc_column_text][vc_column_text]
Laurent Tricoche, managing director of TeKshift, explains: “Far from being a niche industry, full electric and electric/hydrogen hybrid retrofits are being considered in greater volumes. Customers are attracted to our proposition because we have 80% or more of the software pre-developed and offer turnkey customisation. With deep knowledge gained working across many vehicle applications, we provide customers with speed, agility, and confidence.”
Find out more about Tekshift here.
[/vc_column_text][/vc_column][/vc_row]
[post_title] => Consultancy specialising in electric and hydrogen retrofits joins Kvaser network
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Accurate Technologies Inc., Kvaser Qualified Sales Representative and Technical Associate, will exhibit at Embedded World Expo on March 14th to the 16th. Meet the team at booth 4-156 in hall 4 and see live demonstrations of ATI's measurement, calibration and diagnostics solutions, plus view a wide array of complementary Kvaser products.
Kvaser products will also be displayed by CAN in Automation (Hall 1, booth 203). Several members of Kvaser staff will attend the show on Tuesday and Wednesday, so if you are there and would like to meet up, please let us know.
[/vc_column_text][/vc_column][/vc_row]
[post_title] => See Kvaser at Embedded World
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[post_content] => [vc_row][vc_column][vc_video link="https://www.youtube.com/watch?v=NoosKahC1QM"][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]Leif Tufvesson, hot rod and custom car designer extraordinaire, is renowned for his no-compromise approach to quality, style and performance. His company, Caresto, builds prototypes, concepts and special projects for an international clientele who value craftsmanship and unique designs. With demand for electric conversions growing, Caresto has chosen Kvaser’s U100 CAN to USB interface to access CAN, all whilst protecting the cars, their equipment and personnel.
Watch the video here and learn more about the Kvaser 100 range at: www.kvaser.com/u100[/vc_column_text][/vc_column][/vc_row]
[post_title] => Video: Custom hot rod designer uses Kvaser U100 for electric projects
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[post_content] => [vc_row][vc_column][vc_single_image image="41965"][/vc_column][/vc_row][vc_row][vc_column width="5/6"][vc_column_text]This blog by Bryan Hennessy will provide updates on the wider topics under discussion within the J1939 committees. Bryan is an experienced engineer in the fields of CAN diagnostics, marine electronics and semiconductors. He is an active member of the SAE Truck and Bus Control and Communications Network Committee and J1939 Task Force and chairs the ‘J1939-21 – Data Link Layer Task Force’.[/vc_column_text][/vc_column][vc_column width="1/6"][vc_single_image image="41776"][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]
Considering the possibilities of SAE J1939 over CAN XL
[/vc_column_text][vc_column_text]In the SAE J1939 world, CAN XL has been talked about for a few years now, in the context of Next Generation technology that may or may not be incorporated to carry the J1939 protocol. The committee is a long way from making a decision related to CAN XL, and even further from implementing it, but early discussions have started!
An interesting point that was mentioned in a recent meeting is that we may have already done more work on this than we realize. Some of the structure that went into SAE J1939-22, for J1939 data over CAN FD, could be reused for J1939 over CAN XL.
In SAE J1939-22 we developed and standardized a method of packing eight-byte data frames designed for Classical CAN into larger CAN FD frames that can hold up to sixty-four bytes. We defined and used the Contained Parameter Group (C-PG) to make this happen, and this seems to be working very well. It is mainly the C-PG that could be reused with CAN XL in much the same way it is used in CAN FD. In one respect, the task will be even easier for CAN XL as we don’t have to worry about padding bytes to bring the payload up to the next standard CAN FD frame size. This is because CAN XL supports any frame size up to 2048 bytes.
There is one concern that relates to the nature of C-PGs in general. Any J1939-22 frame that is addressed to a specific device can only contain C-PGs going to that device. If we packed messages destined for multiple devices into one CAN FD frame, each receiving device would have to take that frame apart and look for its own messages packed inside. If we retain this structure for CAN XL, a longer wait will be required to fill up a frame with messages destined for one device, causing significantly increased latency for the C-PGs.
There are many considerations and ways to make this work, so it is possible that looking a few years down the road we could have J1939 data going over CAN XL, or we could decide that the benefit does not justify the difficulties, and simply stay with what we have in SAE J1939-22. Either way, we have a few interesting years ahead of us.[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]
[/vc_column_text][/vc_column][/vc_row]
[post_title] => Pt2: Q1/2023 J1939 and vehicle controls blog
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[post_content] => [vc_row][vc_column][vc_single_image image="41965"][/vc_column][/vc_row][vc_row][vc_column width="5/6"][vc_column_text]This blog by Bryan Hennessy will provide updates on the wider topics under discussion within the J1939 committees. Bryan is an experienced engineer in the fields of CAN diagnostics, marine electronics and semiconductors. He is an active member of the SAE Truck and Bus Control and Communications Network Committee and J1939 Task Force and chairs the ‘J1939-21 – Data Link Layer Task Force’.[/vc_column_text][/vc_column][vc_column width="1/6"][vc_single_image image="41776"][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]As one of the most popular CAN-based higher layer protocols in use by our customers, Kvaser’s SAE J1939 standards committee participation ensures that we will be able to meet our customers CAN interface needs today and in the future. We look forward to a safer, more efficient, and sustainable future for heavy-duty vehicles and want to help in any way we can.[/vc_column_text][vc_column_text]Recent meetings by the SAE Truck Bus Control and Communications Network Committee (TBCCNC) cover two topics that will transform truck driving over the next few years and are thus central to the standards committees work right now:
- Truck Trailer Interface Task Force
- Putting J1939 data into CAN XL
[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]
J1939 Truck Trailer Interface Task Force[/vc_column_text][vc_column_text]A host of new technologies that include automated driving, parking systems and advanced electronic braking will dramatically change truck driving in the near to mid-term future. Enabling this change is an array of cameras and sensors, load management systems, stabilized suspension, automatic coupling, and more, all enabled by a huge increase in digital communication between the truck and trailer.
The 7-pin SAE J560 connector, used by US and Canadian trucks to send power and lighting control to the trailer, will be replaced by new standards and a new connector. The process of standardizing the new connection system involves different interest groups including SAE, Agricultural Industry Electronics Foundation (AEF), Technology and Maintenance Council (TMC), and Forschungsvereinigung Automobiltechnik (FAT). Within SAE alone, multiple committees are working on different parts of this system.
The new standards to connect tractors and trailers in North America should include multiple Ethernet networks, as well as CAN and CAN FD. However, the standards are not yet complete, and this could change. Among the many considerations are DC voltage drops, multi-trailer trains, dollies, two-direction power transfer, connector service life, and more that go beyond the control and protocol standards themselves. All of this adds up to plenty of work for the standards committees, so the industry will need to wait a while longer; we’re not there yet.[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]
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[post_title] => Pt1: Q1/2023 J1939 and vehicle controls blog
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[post_content] => [vc_row][vc_column][vc_single_image image="40941"][vc_column_text]Noise and vibration measurement specialist,
Prosig UK, a wholly-owned subsidiary of Condition Monitoring Technology Group (CMTG), has joined Kvaser’s technical associate network. The company’s data capture hardware and analysis software are used to refine and improve the performance of systems in the automotive, aerospace, advanced engineering, manufacturing, and power generation industries.
Chris Mason, general manager of Prosig, explains where Kvaser’s products fit into their offering: “Some years ago we began making our own CAN data loggers, after customer requests to qualify vibration measurements with data from the vehicle. As CAN measurement became more complex, we focused on our core business and sought an expert partner whose products we trusted and who kept pace with CAN technology and related standards.”
Like Kvaser, Prosig sells ‘open’ solutions, with plenty of import and export formats that ensure maximum flexibility for customers. There are also similarities in Prosig and Kvaser’s hardware design approach, with Prosig’s DATS noise and vibration measurement systems known for their compact size, rugged build and accuracy. The
Kvaser Memorator is offered as an option to Prosig’s standard DATS package, with data automatically synchronised and integrated with Prosig hardware and available for viewing in real-time via their DATS-Acquisition software.
Automotive and aerospace remain the largest markets for Prosig’s services, but Mason sees growing interest in sectors like defence, where human response to vibration is increasingly considered in the design phase.[/vc_column_text][/vc_column][/vc_row]
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Kvaser was among several participants in the latest CAN XL plugfest, held in Detroit, Michigan on 25th April 2023. Organised by CAN in Automation (CiA), the international users and manufacturers group, the series of CAN XL plugfests tests the interoperability of CAN XL protocol controllers and CAN SIC XL transceivers. An approved standard for CAN XL is likely to be published next year.
Kvaser successfully tested in-house CAN-XL IP running on an FPGA on a small format board. Our physical layer installation made it easy to replace the existing CAN-driver with NXP’s newly-released CAN SIC XL driver. One question raised at the CAN-XL conference was whether it was possible to use galvanic isolation with CAN-XL. As our fully-galvanically isolated CAN XL test board demonstrated at speeds up to 20 MBit/s, it is.
Kent Lennartsson, research manager for Kvaser, commented: “Aside from testing the new CAN SIC XL drivers, participants trialed different cable layouts, including linear with drop lines and double star. Linear configurations work to 20 MBit/s.”
CAN XL is widely viewed as the future of CAN, following on from CAN FD and the original CAN protocol, Classical CAN. CAN XL supports any bitrate from 0.1 to 20 Mbit/s and retains key advantages of CAN such as collision-resolution by arbitration, a characteristic that makes it a simple, robust alternative for high speed real-time communication.[/vc_column_text][/vc_column][/vc_row]
[post_title] => CAN XL Plugfest success for Kvaser
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