Support automotive and non-automotive applications with flexible gateway
VisualSim CAN library is a modelling and simulation library for the topology design and power optimization of CAN-based automotive and industrial system.
The library is fully integrated with the VisualSim networking, gateway, buses, hardware and software components. These can be combined to assemble a full vehicle or industrial system.
The library enables users to add intrusions, faults, rogue packets, and proprietary additions of the semiconductor vendors.
The library also facilitates users to construct extremely large models of 500 components, 10,000 signals, 100 CAN buses, Gateways, and connected to FlexRay, Audio Video Bridging and Ethernet.
Integration affects even independent functions via resource sharing and the performance corner cases depend on many platform parameters which are irrelevant for timeless function. Testing for hazardous performance network when networks are overloaded can cause messages to arrive “too late” (message jitter) or messages can be lost (buffer overflow). This will cause end-to-end deadlines (sensor to actor) to be missed, stability (robustness) of distributed control compromised and lead to safety issues.
Some of the parameters and blocks used in this library are as follows:
There are two forms of the library- statistical for latency, throughput and error prediction analysis; and signal-level for detecting errors in implementation. All the CAN modules are provided open, which means the user can add enhancement or extensions for Autosar and other upper-level applications. Models can contain the application source code and the accurate traffic patterns for both the sensors and the user behaviour. These can be used to verify system safety and analysis for different security considerations in the network. The compliance to ISO 26262 can be tested very early in the design process. The growth of the networked system in vehicles makes the test of the entire system, not just at a single bus level. With the addition of wireless technologies and multimedia applications, the growth in traffic on the bus increases and the liability of malicious attack is more credible. The real-time response and the timing correctness of automotive system at 1 and 2.5 ms needs to be tested with the growing number of signals, wider distributions of ECU and more distributed application activity.
The CAN bus (Controller Area Networking) was defined in the late 1980 by Bosch, initially for use in automotive applications (CAN 2.0). It has been found to be very useful in a wide variety of distributed industrial systems.
Due to the bandwidth requirements of the automotive industry, the CAN data link layer protocol needed to be improved. In 2011, Bosch started the CAN FD (flexible data-rate) development in close cooperation with carmakers and other CAN experts.
The improved protocol overcomes CAN limits: you can transmit data faster than with 1 Mbit/s and the payload (data field) is now up to 64 byte long and not limited to 8 byte anymore.
In general, the idea is simple: when just one node is transmitting, the bit-rate can be increased, because no nodes need to be synchronized.