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[post_date] => 2013-05-25 09:36:33
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[post_content] => [vc_row][vc_column][vc_single_image image="1473" img_size="full"][vc_header_raket header_type="h4" header="Evolution, not revolution: New housing and galvanic isolation as standard"][vc_column_text]Swedish CAN hardware specialist Kvaser AB is pleased to announce an updated version of its well-known Leaf Light CAN to USB interface. Evolution of the successful predecessor sees galvanic isolation become a standard feature of the new look interface, which features a sleek, ergonomically designed housing that makes the Leaf Light v2 easier to hold and to use than ever.
The Leaf Light is perhaps the easiest way to connect a computer to a CAN bus network by means of the USB 2.0 compliant connector and 9-pin D-SUB connector. Having made its name as the work-horse of USB to CAN interfaces, it provides a reliable, low cost tool for connecting any CAN network to a PC or mobile computer in applications as wide ranging as automotive, mining, marine, military, oil and gas exploration, military, industrial and heavy machinery.
The Leaf Light is one of the best-known members of Kvaser’s product line. Supporting high speed USB, it can send up to 8000 messages per second, each time-stamped with 100 microsecond accuracy. Galvanic isolation, previously a more expensive option on Kvaser’s original Leaf Light, now comes as standard on the Leaf Light v2, enhancing protection from power surges or electrical shocks. Despite these specification improvements, CAN Leaf Light v2 will be offered at the same great price, representing exceptional value for customers.
Commenting on the announcement, Lars-Berno Fredriksson, president of Kvaser AB, said: “For some ten years now, Leaf Light has been our best-selling interface. It is supported by a plethora of third party CAN tools thanks to its popularity among end users. Retaining the reliability and performance of Leaf Light that our customers have come to expect, we have comprehensively updated and enhanced the design to make Leaf Light v2 the workhorse for another decade.”
For more information on the Kvaser Leaf Light v2 interface, please click the following link: www.kvaser.com/products/leaf-light-v2
Support and Availability
The Leaf Light v2 is available now with free software, free software updates and free support.
About Kvaser:
With over 24 years of CAN development experience and more than 30 CAN-to-PC related products to its name, Kvaser AB (www.kvaser.com) is the CAN expert, bringing its deep knowledge in the field of CAN to industries that include Automotive, Avionics, Building Automation, Domestic Appliances, Hydraulic Equipment, Industrial Automation, Maritime, Medical, Military, Railway, Telecoms and Textiles.
A powerful and easy to use API that is common to all Kvaser interfaces has made Kvaser products popular among systems, as well as tool designers. Meanwhile, end users value Kvaser’s high quality, reliability and comprehensive third party support. OEM versions of Kvaser products are also available, making a cost efficient alternative to in-house development for many companies.
Kvaser is headquartered in Mölndal, Sweden, with regional offices in Mission Viejo, CA in the United States, and in Shanghai, China. Kvaser AB also has a global network of highly knowledgeable Qualified Sales Representatives and Technical Associates. To find the nearest Kvaser supplier to you, please visit www.kvaser.com[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column width="1/2"][vc_raket_product post_id="4614"][/vc_column][vc_column width="1/2"][/vc_column][/vc_row][vc_row][vc_column][vc_separator_raket][/vc_column][/vc_row][vc_row el_class="default"][vc_column][vc_column_text]
For media enquiries, please contact:
[/vc_column_text][vc_row_inner][vc_column_inner width="1/2"][vc_raket_person custom_person="1" title="Marketing Director at Kvaser AB" name="Michael Odälv" phone="0046 (0) 31 886 344" email="[email protected]"][/vc_column_inner][vc_column_inner width="1/2"][vc_raket_person custom_person="1" title="Kvaser Media Relations" name="Vanessa Knivett" phone="0033 (0) 618 609 287" email="[email protected]"][/vc_column_inner][/vc_row_inner][/vc_column][/vc_row]
[post_title] => Kvaser updates market-leading Leaf Light CAN interface
[post_excerpt] => Kvaser announces an updated version of its well-known Leaf Light CAN to USB interface. Evolution of the successful predecessor sees galvanic isolation become a standard feature of the new look interface, which is sleeker than ever.
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[post_date] => 2013-05-03 11:39:09
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[post_content] => Kvaser has added LIN support to the Linux Canlib SDK. This means that all the LIN functions that are present in Kvaser’s Canlib SDK will also be present in Linux Canlib, such as linRequestMessage and linWriteSync.
Notably, customers wishing to interface to LIN need to use Kvaser’s LEAF Professional LIN interface - dedicated LIN hardware that is supported on Linux.
To download Linux Canlib, please visit the download page here
[post_title] => Linux Canlib now supports LIN
[post_excerpt] => Kvaser adds LIN support to the Linux Canlib SDK.
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[post_content] => [vc_row][vc_column][vc_column_text]The latest version of Canlib, the software development kit that is used across Kvaser’s interface range, is now available. Canlib v5.0 adds support for SAE J2534, the so-called ‘Pass-Thru’ standard for vehicle programming. Whilst J2534 CAN traffic could be read in previous versions, it will now run three times faster than in earlier releases. Canlib 5.0 also includes the latest version of Kvaser’s t compiler, an important element of the programming language used to develop customised applications for Kvaser’s Eagle CAN datalogger. For the latest version of Canlib, please click here[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][/vc_column][/vc_row]
[post_title] => Canlib v5.0 has been released
[post_excerpt] => The latest version of Kvaser's Canlib the software development kit is now available, adding support for SAE J2534 for vehicle programming ...
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[post_date] => 2013-03-11 12:57:32
[post_date_gmt] => 2013-03-11 12:57:32
[post_content] => [vc_row][vc_column][vc_column_text]Collision avoidance is a critical capability in driverless vehicles, as well as vehicle trains or any kind of automated or semi-automated transport system. Hence it was that the Viktoria Institute, a Swedish research organization that acts as a bridge between universities and the business world, tasked a group of engineering students in their final year at Halmstad University to tackle the problem.
The development project specifically called for a system that would detect an obstacle at a distance of 10 metres from the car and then automatically maneuver it to the left to avoid it. The system the student’s came up with consisted of a PIC processor, GPS, a gyroscope, an ultrasonic sensor (the budget was too limited for radar), and a DC-motor, all linked by a CANbus communicating via CANOpen.
Kvaser provided a Leaf Light so that the students could debug their system. According to software developer Staffan Johansson, who was responsible for the CANopen development, the Leaf Light proved invaluable for debugging and testing the CANopen application: “We used it to check that the correct messages were sent on the bus, send messages to our nodes to see that they reacted as expected and to log messages so we could verify that the sensors were sampling at the correct frequency and that the commands for the maneuver were sent at accurate intervals.”
Extensive testing was done in the lab to make sure that all events would happen as planned and then a final test was carried out at a driving school on a test car on loan from Volvo. It worked! With just four months outside of lecture time to address the problem, the final solution had limitations that wouldn’t make it suitable for real world applications. However, the project gave the students a taste of the debug and test challenges ahead for real-world automated vehicles of future![/vc_column_text][/vc_column][/vc_row][vc_row el_class="default" eq_heights="1"][vc_column width="1/2"][vc_raket_product post_id="39546"][/vc_column][vc_column width="1/2"][vc_header_raket header_type="h4" header="Related links:"][vc_column_text]Finding faults before they happen with the Leaf Light
Solar boat challenger uses Kvaser Leaf Light interfaces for telemetry[/vc_column_text][/vc_column][/vc_row]
[post_title] => Debugging a collision avoidance application with the LEAF Light
[post_excerpt] => Students developing a collision avoidance system for a driverless car turn to Kvaser's Leaf Light to debug their system ...
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[post_date] => 2012-12-03 20:46:22
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[post_content] => [vc_row][vc_column][vc_column_text]Billed as ‘the’ testing ground for the next generation of world-class engineers, Formula Student challenges university student teams from around the world to design and build a single-seat racing car, which is then put to the test at famous circuits around the world, including Silverstone in the UK. The annual competition is not just about building a car that goes fast – there are both static and dynamic events to test the technical and business acumen of the teams.
Among the 2012 competitors was ‘High-Octane Motorsports’, a 50-strong team from the University of Erlangen-Nuremberg in Germany. In 2011 and 2012, High Octane won awards for the “Most Innovative Powertrain”, so the pressure was on to maintain and build upon the team’s impressive reputation in 2012.
Keeping the same powertrain and engine (an Aprilia vee-twin motorcycle engine) from the 2011 model, for 2012 the team enhanced the gear change mechanism and rebuilt the engine, adding amongst others, their own custom built pistons, a revised combustion chamber profile and a special prechamber ignition system. Their objective was to improve every part of the engine to enhance its durability and performance. Perhaps the most eye-catching of the season’s changes was a new aerodynamic package to help generate additional downforce, enabling a higher cornering speed.
High-Octane uses a CAN bus to connect the car’s control units and log data. The ECU transmits all the engine’s main parameters, such as throttle position, speed and all fluid pressures and temperatures. Meanwhile, other sensors on the network provide information about wheel travel and speed, ride height, tire pressure and temperature, as well as inertia and position from a GPS module.
In the past, the team used a serial-over-bluetooth connection to obtain live data while testing on-track. However, this solution was very slow and often lost its connection, as the range for Bluetooth is too short for this application. This year, the High-Octane team wanted to switch to a CAN-over-wifi solution to access more channels and a longer range, so Kvaser supplied a BlackBird SemiPro HS CAN interface.
The team used the Blackbird CAN interface for on-track testing and occasionally during race events where the car remained within line of sight. Notably, the team is planning to build a bigger antenna for 2013 to improve signal transmission. According to Moritz Schumacher, High-Octane’s ECU expert: “The Kvaser Blackbird was a plug and play solution that improved our telemetry system a lot. We were impressed with how well the installation and setup functioned and how well the signal worked on our test-track.”
A Kvaser Leaf SemiPro HS was also used on the team’s engine test-bench to transmit real-time data for combustion analysis. Kvaser’s solution was selected for its high data throughput and easy to use drivers for the LabVIEW environment. Schumacher noted: “We worked with Kvaser virtual CAN Devices in Labview in the past and were very pleased with the driver support. This is also a reason why we prefer Kvaser!”
2012 was the first time that High-Octane participated in five events in one season. In May, they shipped the 2011 car to Michigan International Speedway in the USA for the biggest Formula Student event of the year, gaining 9th place overall out of 105 teams. In July, the team took the new car to Silverstone. It won 11th place overall out of 103 participating teams, thanks largely to its fuel efficiency. Events in Spielberg, Austria; Hockenheim, Germany and Györ, Hungary, followed. The latter saw them win first place in engineering design and come 3rd in endurance. As a result, the team is now in 17th place in the world ranking, out of over 500 Formula Student teams worldwide.
Work has started on a new car for the 2013 season, the FAUmax zeta. For the first time the team are building an electric racecar in parallel with their 6th combustion-engined car. Recounts Schumacher: “With the electrical car we are entering a whole new engineering field, but the combustion engined car will also get an update. First there is a monocoque chassis, instead of a steel tube space-frame. Secondly, we are removing the undertray to save weight. Instead, the wings will be a bit bigger to maintain the same downforce. And this season (2013) we are planning to go to Austria, Germany, Hungary and maybe Spain.”
We wish the team luck with its Formula Student challenges ahead![/vc_column_text][/vc_column][/vc_row][vc_row el_class="default" eq_heights="1"][vc_column width="1/2"][vc_raket_product post_id="4595"][/vc_column][vc_column width="1/2"][vc_raket_product post_id="4569"][/vc_column][/vc_row][vc_row][vc_column][vc_header_raket header_type="h4" header="Related articles:"][vc_column_text]Ford Dunton uses Kvaser hardware in engine development
Endurance motorsport team use Kvaser datalogger to collect race data[/vc_column_text][/vc_column][/vc_row]
[post_title] => Tackling telemetry with the Blackbird interface
[post_excerpt] => ‘High-Octane Motorsports’, a 50-strong Formula Student team from the University of Erlangen-Nuremberg in Germany used Kvaser's Blackbird SemiPro CAN-over-WLAN interface for on-track and in-race testing.
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[post_date] => 2012-07-02 16:17:52
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[post_content] => [vc_row][vc_column][vc_column_text]Entering a standard indoor go-kart racetrack, your senses are usually accosted by the high-pitched scream of the engines and the petrol fumes as the karts race past, which is partly what gives go-karting its exhilarating atmosphere. However, these are aspects that are not so good for the wider environment or for the health of those working at the track all day, or of its visitors indeed. Hence why Go Kart Centralen, a go-kart racing complex in the heart of Gothenburg city centre in Sweden, has converted its entire fleet of 22 go-karts from standard 4-stroke petrol driven engines to electric. The result is a very different racing experience for all concerned.
According to two times national go-kart championship winner and track owner Martin Svendsen: “Our karts are much quieter. There’s some low level of engine sound, but the most noise comes from the tyres now.” There’s a big difference in air quality when the karts are running now too.
The karts have been transformed from 9bhp 4-stroke engines with 19 Nm torque to 14bhp electric motors, with an impressive 40 Nm torque. Svendsen made the move to electric largely to improve the working environment at the track, but it has also proved advantageous from a cost, maintenance and importantly, driveability, point of view.
Comments Svendsen: “Most people prefer the electric driving experience as they have more control. When driving the petrol-engined karts, people tend to use full throttle the majority of the time and the brake sparingly! With the electric go-karts, you have to be more careful on the accelerator. The kart is more responsive and handles better as it accelerates straight away.”
Svendsen toured Europe’s go-kart tracks, trying every electric model available. He recounts: “As a former go-kart racer, I wanted that same exhilarating feeling from the karts. Many of the electric karts I tried felt like they were for children. I wanted something that would go as fast or faster than the petrol motors.”
Svendsen worked with Swedish go-kart manufacturer Caroli Motors to make his dreams reality. He experimented with different steering components and different batteries. The result is the ‘Stinger Electric’, an electric version of Caroli’s latest kart.
The lithium ion batteries used in the karts take ten minutes to charge for ten minutes of racing. Battery endurance is affected by temperature, particularly low temperature, and even though it’s an indoor track, it’s not always warm. To assess the impact on battery duration and monitor performance, Martin Sventén from Kvaser’s technical associate Accurate Technologies Inc. in Sweden (ATI) has rigged up a CAN-based monitoring system using several analog and thermal data acquisition modules. A Kvaser Memorator Pro provides a simple-to-use and powerful way of recording the data, which is then analysed using ATI’s portfolio of data analysis tools, which are tailored for electric vehicles (EV) and are already being used by some of the best-known names in the EV field.
The information gleaned allows them to measure power output and generally monitor the health of the batteries – data that’s been used by Caroli and Svendsen to optimise the go-kart design to suit their needs. Thanks to the measuring system, it was discovered that the battery was regenerating as much as 4-5bhp during deceleration!
ATI’s Sventén, who is also a Swedish GT driver, adds: “I tried the karts and was really thrilled. They are much more powerful and faster than any other rental karts I have experienced before. To be able to listen to the tyres slipping instead of just the engine noise was a great experience and adds another level to the driving experience.”
From a business point of view, the electric karts are proving cheaper to charge than to fuel up. Explains Svendsen: “The only added cost incurred is that we need twice as many karts as there are 10 karts out on track whilst the others are charging.” However, with less vibration from the electric engine, the karts need a lot less maintenance and last much longer. With careful battery management, thanks in part to ATI’s monitoring tools, there’s been a net cost benefit from the conversion to electric.
To try Go Kart Centralen’s electric karts for yourself, find out more at www.gokartcentralen.se
For more information on Accurate Technologies data acquisition tools, please visit www.accuratetechnologies.com[/vc_column_text][/vc_column][/vc_row][vc_row el_class="default" eq_heights="1"][vc_column width="1/2"][vc_raket_product post_id="4582"][/vc_column][vc_column width="1/2"][vc_raket_software post_id="4651"][/vc_column][/vc_row][vc_row][vc_column][vc_header_raket header_type="h4" header="Related articles:"][vc_column_text]Endurance motorsport team use Kvaser datalogger to collect race data
MotoGP calls for the Memorator Light[/vc_column_text][/vc_column][/vc_row]
[post_title] => Memorator Pro records battery data from electric go-karts
[post_excerpt] => A Swedish indoor go-kart racetrack has converted all its petrol driven engines to electric. A CAN-based monitoring system has been developed to assess battery duration and monitor performance, using Kvaser's Memorator Pro to record the data.
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[post_content] => [vc_row][vc_column][vc_column_text]Skimming along the canal in complete silence under partially cloudy skies, the Delta Lloyd Solar Boat looks like the ideal way to explore the waterways and riverbanks. But this is no pleasure craft. The Delta Lloyd Solar Boat Team competes in the Frisian Solar Challenge, effectively ‘The World Cup’ for solar powered boats, which takes the purely-solar powered contenders along a 220-kilometre-long route through the Dutch province of Friesland, a path made famous by the ‘Frisian Eleven Cities’ ice-skating race.
You might think that the Solar Boat Race would be held in sun-drenched climes, but the Frisian Solar Challenge sets out to prove that you do not need to live in the tropics to be able to generate and apply solar power. Reputed to be the largest race for solar vessels in the world, the biennial event is open to universities teams and specialist companies alike, which come to compete from all over the world.
The Delta Lloyd Solar Boat Team is a student run project from the Technical University of Delft in the Netherlands. Successive generations of Delft’s students have competed in the event, which had its inaugural race in 2006. Teams change every two years and Delft and the Delta Lloyd Solar Boat Team have already notched up two victories in the Open class race – in 2006 and 2008.
Each team builds a new craft and for 2010, the task was to optimise the winning hull design from the 2008 boat, introduce hydrofoils to maximise efficiency and contribute a new propeller design. The 2010 team used a new power train, motor and controller, so there were some changes to the CAN bus system to be made. They also wanted to improve their competition strategy by understanding how the components within the boat were performing at different stages of the race. For example, to know how much energy is coming from the solar panel arrays, how much energy is left in the battery and how much energy is being used to propel the boat. Their goal was to make all this information available for both the skipper and the onshore team.
Explained Bart Meenks, a member of the 2010 engineering team: “To interface with the CAN bus during testing and whilst sailing with the on board computer, a good quality CAN bus interface hardware was required, so we contacted Kvaser.” Kvaser responded by donating a Leaf Light, which could be used to test new components, as well as a PCI104 CAN bus interface for the on-board computer. “As our motor was a prototype”, noted Meenks, “the CAN bus commands were a bit unclear. However, using the Leaf Light and the very handy LabVIEW drivers and VI’s that Kvaser supplies via its website, we were able to figure out all the commands, problems and variables and managed to get the motor to spin the same day it arrived! In addition, the CANking software proved very useful in finding a problem with our CAN bus cabling and monitoring of the bus during testing.”
For the on board computer, Kvaser’s compact and stackable PC104 form factor proved ideal for the team’s needs. Says Meenks: “Although this was our first practical experience working with CAN bus, the Kvaser hardware, software and useful information on their website made the task much easier.”
With the introduction of hydrofoils, the 2010 team managed to achieve a top speed of 36 km/h whilst using the same power as the 2008 boat, whose top speed was 24 km/h. “Unfortunately, the hydrofoil concept worked three days too late and so we only came in third,” said Meenks. However, they did manage to set a new race top speed and won the last leg of the race.
At present, the 2012 team is being put together, though support will also come from the 2010 team whose have by Meenks admission, “all got the solar boat bug!” Meanwhile, work hasn’t stopped as the 2010 contenders are working on a wireless telemetry system to relay data to the onshore team, as well as an automatic stabilising system which will be controlled by CAN bus. “We hope that by improving the boat’s stability, we can reach the 40km/h,” Meenks concludes.
For more information about the Delta Lloyd Solar Boat Team, go to www.deltalloydsolarboat.nl or send an email to [email protected].[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_separator_raket][vc_header_raket header_type="h3" advanced_params="1" header_size="h3" header_align="center" preheader="Recommended Products"][/vc_column][/vc_row][vc_row][vc_column width="1/2"][vc_raket_product post_id="39546"][/vc_column][vc_column width="1/2"][vc_raket_product post_id="39571"][/vc_column][/vc_row][vc_row][vc_column][vc_header_raket header_type="h3" advanced_params="1" header_size="h3" header_align="center" preheader="Related Articles"][vc_column_text]Kvaser's CAN interfaces at the heart of solar field communication
Debugging a collision avoidance application with the Leaf Light[/vc_column_text][/vc_column][/vc_row]
[post_title] => Solar boat challenger uses Kvaser interfaces for telemetry
[post_excerpt] => A team competing in the Frisian Solar Challenge needed a good quality CAN bus interface during component testing, as well as a PCI104 CAN bus interface for the on-board computer. Find out why the turned to Kvaser ...
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[post_content] => [vc_row][vc_column][vc_column_text]CAN interfaces provide the bridge between CAN networks and SATE’s advanced predictive diagnostic solutions.
Fault finding in modern cars is a highly precise science, if the work of Systems & Advanced Technologies Engineering S.r.l. (SATE) is anything to go by. SATE, an Italian company, specialises in the simulation and fault diagnosis of machinery and plant, with automotive systems being a key market. One of SATE’s key customers is a well-known Italian luxury car manufacturer, which has used SATE’s software and consultancy services to diagnose incipient breakdowns in car prototypes during endurance testing.
SATE creates a simulated model of a system, using data from the CAN bus network to create algorithms that monitor the components and predict faults, as well as the impact of wear and tear. The simulations use either ‘transparent box’ models that base their analysis on the physical laws governing a system’s interactions, or ‘black box’ models. The latter are algorithm-based, created using neural networks that are ‘trained’ on a set of real world input and output signals.
Whichever type of simulation model is involved, highly-accurate signal logging from the vehicle’s CANbus network is needed in order to develop and then implement the model e.g. during the training phase in the case of black-box models or parameter tuning for transparent box models. During algorithm training or tuning, signals are logged on the system under normal conditions. Any mismatch between the model’s output and the real-world corresponding quantity implies a fault or an evolving anomaly, such as engine lubrication issues, problems within the cooling system, alternator, clutch or gearbox.
An important benefit of using an algorithmic approach for faultfinding is that there is no need for additional sensors on the CANbus, which can be a source of potential failures, aside from those already present. So in the case of a vehicle, its already-interconnected ECUs will be able to provide enough information about the components and subsystems to give a picture of the reliability and lifetime of the whole car.
'Hidden' information from the sensor network
A vehicle has three main sources of sensor-based information: vehicle kinematics (speed, acceleration), engine operation (rpm, water temperature), and driver control actions (steering wheel angle, brake, accelerator pedal position). From these parameters (i.e. without adding more sensors), information such as tyre pressure and temperature can be estimated using SATE’s models. Among the conditions this method is capable of detecting are sensorless tyre deflation, driver behaviour and anomalous driving pattern detection, gearshift classification and synchroniser diagnostics. SATE’s algorithms have also been used to accurately predict small leakages or control anomalies in the engine coolant system, where early detection can prevent potentially severe damage to the motor. Another example is the detection of insufficient oil pressure, whilst it was still within the regular range. In the latter case, SATE provided the customer with a warning of this as early as 5000 to 11000km before engine break down, and well before a test driver could detect it.
SATE uses Kvaser’s Leaf Light CAN to USB interface to connect to the vehicle CANbus, design on-board diagnostic systems and deploy prototype demonstration applications, such as the smart fuel consumption monitoring application it has developed for an HP iPaq for use on trucks. The Leaf Light provides time-accurate and loss free transmission and reception of standard and extended CAN messages, as well as easy connection between any CANbus network and commercial devices equipped with USB ports, such as PDAs, Ultramobile PCs or desktop PCs.
Incipient fault vs threshold-based signal monitoring
At present, the most-commonly employed strategy for fault location by modern vehicle manufacturers is threshold-based signal monitoring, whereby faults are detected when signals exceed a set of thresholds. However, this approach fails to detect incipient faults, which are usually tolerable in the early stages of their development, but which will cause a deterioration of the system performance over time. SATE’s model-based strategy effectively sets dynamic residual thresholds, resulting in faults being detected earlier and averting the false alarms that are often associated with a ‘threshold-based’ method, where excessively narrow or low thresholds have been set.
With so many low cost mobile computing options now available, from Ultramobile PCs to iPhones, SATE’s advanced predictive diagnostic solutions – connected via Kvaser’s CAN to USB or CAN to wireless interfaces – have the potential to be applied to a much wider range of end applications than previously. Where once this kind of dynamic systems modelling was restricted to research and system prototyping applications, it can now be applied to road-going cars, trucks, machinery and plant, to provide early-warning information for fleet managers and maintenance teams. This type of information is also proving beneficial to OEMs that are responsible for providing long-term warranties or full life support of their equipment. And with CAN network technology found in so many applications beyond the automotive sector, it is no surprise to hear that SATE is applying its simulation expertise to fields as diverse as marine and underwater systems, energy generation, and oil and gas.
Image: SATE Fuel Consumption Monitoring and Remote Analysis, for CANROP platforms and vehicle fleets management systems.[/vc_column_text][/vc_column][/vc_row][vc_row el_class="default" eq_heights="1"][vc_column width="1/2"][vc_raket_product post_id="4614"][/vc_column][vc_column width="1/2"][vc_raket_associate][/vc_column][/vc_row][vc_row][vc_column][vc_header_raket header_type="h4" header="Related articles:"][vc_column_text]Debugging a collision avoidance system with the Leaf Light
Leaf CAN interfaces are a small but critical component for DAF
Memorator plays a part in ‘green’ automotive research[/vc_column_text][/vc_column][/vc_row]
[post_title] => Finding faults before they happen with the Leaf Light
[post_excerpt] => SATE, an Italian company that specializes in the simulation and fault diagnosis of automotive applications, machinery and plant, uses Kvaser’s Leaf Light CAN to USB interface to connect to a vehicle's CANbus, design on-board diagnostic systems and deploy prototype demonstration applications.
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[post_content] => [vc_row][vc_column width="1/2"][vc_single_image image="1621"][/vc_column][vc_column width="1/2"][vc_column_text]Beijing Institute of Technology used Kvaser CAN interfaces for production testing of its environmentally-friendly EV bus designs.[/vc_column_text][vc_column_text]With the 2008 Summer Olympics and the Shanghai World Expo, China has recently played host to two of the best-attended events on Earth. The 2008 Olympic Games, which hosted millions of visitors and over 11,000 athletes, was hailed as a ‘logistical’ success, so it is no surprise to learn that planning extra support for public transport in Beijing started many years before the event.[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]
Bearing in mind China’s stated goal of a ‘green’ Games that also supported scientific endeavour, China’s Ministry of Science and Technology commissioned Beijing Institute of Technology to develop 50 electric powered buses specifically for the Olympics. To support the project, Beijing City established an electric vehicle demonstration area within the city, in an area called Miyun, and as early as March 2003, a fuel cell bus demonstrator was running in Beijing.
Beijing Institute of Technology, which had already begun working on electric vehicle (EV) developments in 2001, worked in partnership with some 20 organisations to develop all the associated technologies for the Olympic buses, except the batteries themselves. The bus was then manufactured by local organisation, Beijing Jinghua Coach Co. Ltd.
As with any newly introduced technology - and especially for such a high profile project - an important aspect of the development process was the design of a post-production test system that would perform checks on the final product’s electrical system. Professor Nan Jin Rui, who led the team that developed the test system, decided to develop both software and hardware from the ground-up, having not found any well-adapted commercially available alternatives at that time.
Like most modern cars and buses, a controller area network (CAN) network has been employed as the vehicle’s underlying electronic information highway. So from a data-gathering point of view, it is simply a question of connecting the test system to the vehicle’s CAN bus network in order to gather the relevant test data. With a considerable amount of data requiring collection though, Professor Nan chose to use Kvaser’s four channel CAN/PCI interface boards in each test system to handle the task. Kvaser PCIcan 4xHS card, supplied by Kvaser Qualified Reseller BIT Tech, was chosen for its high quality and ease of use. The development team also used Kvaser’s CanKing, a general-purpose CAN bus monitor/analyzer which supports Kvaser’s CanKingdom, a CAN higher layer protocol.
In addition to all the usual mechanical checks that are performed on a conventional combustion engine powered bus, the electrical diagnostic tests need to assure the proper functioning of the battery, the AC/DC drive, the EV paddle that drives the generator, the motor drive and the motor controller – each test ensuring that the bus leaves the factory in optimum working order. Each function is tested one at a time, with lots of test parameters dedicated to battery management e.g. testing battery current conditions, battery charge mode and the low battery reminder.
The buses use Lithium-ion batteries and consume about 0.62 kWh/km, with a range of around 200km. A recharging station enables the batteries to be replaced with fully charged ones, although another type of EV bus design produced by the Institute employs a battery that is recharged in-situ (i.e. within the bus). The advantage of the latter is that it can achieve a higher range (approximately 300km) on one charge, but it has the disadvantage of considerable extra weight and a longer charge time, which is why replaceable batteries were chosen for the Olympic buses.
The buses, which were delivered well in advance of the Games commencement, were used to serve four major routes in the Olympic village in order to realise the goal of ‘zero emissions’ within the central area of the Olympic village. The main aim of the project, however, was to popularise the concept of electric buses within China’s public transportation network. And it is a goal that the project seems to have met, as a similar fleet of electric buses have been in use at the Shanghai Expo, plus Beijing Public Transport Company, and other major transport providers across China, have acquired hundreds more EV buses.
As for Professor Nan’s post-production test system, that too has had a life beyond the Olympics. Foton City Bus bought a set of test equipment and more recently, the software has been sold to BIT Tech (www.bit-emc.com.cn), which intends to commercialise it. Meanwhile, it seems that China, well-known for its super efficient mass transit systems, is fast gaining a reputation for its ‘green’ transit technologies too.
For more information on Kvaser’s CAN interface hardware and software, please visit www.kvaser.cn[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_header_raket header_type="h2" header="Related Content"][vc_row_inner][vc_column_inner width="1/2"][vc_column_text]Memorator Pro records battery data from electric go-karts
Kvaser hardware takes the complexity out of data gathering for CERN[/vc_column_text][/vc_column_inner][vc_column_inner width="1/2"][vc_raket_product post_id="4576"][/vc_column_inner][/vc_row_inner][/vc_column][/vc_row]
[post_title] => Kvaser CAN interfaces used for testing EV bus designs
[post_excerpt] => Beijing Institute of Technology makes use of Kvaser CAN interfaces for production testing of its environmentally-friendly EV bus designs ...
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[post_content] => [vc_row][vc_column][vc_column_text]Oryx, a Kvaser customer, specializes in building simulators for applications as wide ranging as excavation, drilling and mining, forestry harvesting and container handling.
Oryx’s simulators are unique in their uncanny ability to replicate a machine’s real environment to the smallest detail. This means not only reproducing the operator’s cabin in its entirety, but also being able to imitate the weight and pressure experienced by the machine in a particular situation.
Each cabin sits on either an electric or hydraulic motion platform that responds to the operator’s commands in real-time. In addition, up to five flat screens are mounted like windows in a real cabin to provide further realism. However, it is Oryx’s advanced algorithms, generating billions of calculations in a fraction of a second, which are the key to making the system move and behave just like the real machine.
With so many inputs and output signals to manage, the most complex part of the simulator development is the communication between software and hardware. Oryx chose the CAN protocol to manage this, not only because of its popularity in the machine industry, but also because of its cost-effectiveness and stability.
Each machine has one or more Kvaser’s PCI Canx cards within the simulation computer, handling CAN communication between the simulation software and the machine’s interfaces. Johan Granström, Sales & Marketing Manager for Oryx Simulations AB notes: “We selected Kvaser as our supplier partly because of our geographic proximity, but also because of their flexibility and the help they offered during the development process. Kvaser’s products offer great Linux compatibility, which is crucial because all our simulators are based on Linux. We are also using Kvaser drivers and SDK kit.”
Oryx’s capacity to transform advanced simulation into intuitive and easy-to-use training tools is reaping benefits for customers and end users alike. For trainee operators, simulation results in a steeper learning curve, allowing them to concentrate on improving their skill without worrying about the consequences of a mistake. Another value is safety. Notes Granström: “Damages and injuries are common during basic training, so simulation removes the risk to personnel and equipment.” For training organizations, simulation allows the instructor to closely scrutinize students’ progress, whilst also enabling them to be exposed to dangerous and/or infrequent situations, such as a landslide. Meanwhile, fleet owners benefit from decreased wear and tear on vehicles, reduced fuels costs, plus the ability to monitor operator skill and productivity more rigorously than otherwise.[/vc_column_text][/vc_column][/vc_row][vc_row el_class="default" eq_heights="1"][vc_column width="1/2"][vc_raket_product post_id="4581"][/vc_column][vc_column width="1/2"][vc_header_raket header_type="h4" header="Related articles:"][vc_column_text]Kvaser hardware takes the complexity out of CERN's data gathering
Kvaser’s interface cards pilot robots in the nuclear industry[/vc_column_text][/vc_column][/vc_row]
[post_title] => Kvaser’s PCI Canx modules prove their power in heavy machinery simulation
[post_excerpt] => Oryx, a Kvaser customer that builds simulators for applications as wide ranging as excavation, mining, forestry harvesting and container handling, uses one or more Kvaser’s PCI Canx cards within the simulation computer of each machine ...
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[post_content] => [vc_row][vc_column][vc_single_image image="1473" img_size="full"][vc_header_raket header_type="h4" header="Evolution, not revolution: New housing and galvanic isolation as standard"][vc_column_text]Swedish CAN hardware specialist Kvaser AB is pleased to announce an updated version of its well-known Leaf Light CAN to USB interface. Evolution of the successful predecessor sees galvanic isolation become a standard feature of the new look interface, which features a sleek, ergonomically designed housing that makes the Leaf Light v2 easier to hold and to use than ever.
The Leaf Light is perhaps the easiest way to connect a computer to a CAN bus network by means of the USB 2.0 compliant connector and 9-pin D-SUB connector. Having made its name as the work-horse of USB to CAN interfaces, it provides a reliable, low cost tool for connecting any CAN network to a PC or mobile computer in applications as wide ranging as automotive, mining, marine, military, oil and gas exploration, military, industrial and heavy machinery.
The Leaf Light is one of the best-known members of Kvaser’s product line. Supporting high speed USB, it can send up to 8000 messages per second, each time-stamped with 100 microsecond accuracy. Galvanic isolation, previously a more expensive option on Kvaser’s original Leaf Light, now comes as standard on the Leaf Light v2, enhancing protection from power surges or electrical shocks. Despite these specification improvements, CAN Leaf Light v2 will be offered at the same great price, representing exceptional value for customers.
Commenting on the announcement, Lars-Berno Fredriksson, president of Kvaser AB, said: “For some ten years now, Leaf Light has been our best-selling interface. It is supported by a plethora of third party CAN tools thanks to its popularity among end users. Retaining the reliability and performance of Leaf Light that our customers have come to expect, we have comprehensively updated and enhanced the design to make Leaf Light v2 the workhorse for another decade.”
For more information on the Kvaser Leaf Light v2 interface, please click the following link: www.kvaser.com/products/leaf-light-v2
Support and Availability
The Leaf Light v2 is available now with free software, free software updates and free support.
About Kvaser:
With over 24 years of CAN development experience and more than 30 CAN-to-PC related products to its name, Kvaser AB (www.kvaser.com) is the CAN expert, bringing its deep knowledge in the field of CAN to industries that include Automotive, Avionics, Building Automation, Domestic Appliances, Hydraulic Equipment, Industrial Automation, Maritime, Medical, Military, Railway, Telecoms and Textiles.
A powerful and easy to use API that is common to all Kvaser interfaces has made Kvaser products popular among systems, as well as tool designers. Meanwhile, end users value Kvaser’s high quality, reliability and comprehensive third party support. OEM versions of Kvaser products are also available, making a cost efficient alternative to in-house development for many companies.
Kvaser is headquartered in Mölndal, Sweden, with regional offices in Mission Viejo, CA in the United States, and in Shanghai, China. Kvaser AB also has a global network of highly knowledgeable Qualified Sales Representatives and Technical Associates. To find the nearest Kvaser supplier to you, please visit www.kvaser.com[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column width="1/2"][vc_raket_product post_id="4614"][/vc_column][vc_column width="1/2"][/vc_column][/vc_row][vc_row][vc_column][vc_separator_raket][/vc_column][/vc_row][vc_row el_class="default"][vc_column][vc_column_text]
For media enquiries, please contact:
[/vc_column_text][vc_row_inner][vc_column_inner width="1/2"][vc_raket_person custom_person="1" title="Marketing Director at Kvaser AB" name="Michael Odälv" phone="0046 (0) 31 886 344" email="[email protected]"][/vc_column_inner][vc_column_inner width="1/2"][vc_raket_person custom_person="1" title="Kvaser Media Relations" name="Vanessa Knivett" phone="0033 (0) 618 609 287" email="[email protected]"][/vc_column_inner][/vc_row_inner][/vc_column][/vc_row]
[post_title] => Kvaser updates market-leading Leaf Light CAN interface
[post_excerpt] => Kvaser announces an updated version of its well-known Leaf Light CAN to USB interface. Evolution of the successful predecessor sees galvanic isolation become a standard feature of the new look interface, which is sleeker than ever.
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