Desenvolvimento de Sistema de Conectividade Wi-Fi para Veículos Elétricos e Sistema Web de Gerenciamento de Frota

TCC(graduação) - Universidade Federal de Santa Catarina. Centro Tecnológico. Engenharia de Controle e Automação.A Mobilis é uma empresa que produz veículos elétricos de vizinhança, destinados a trabalhos em ambientes fechados e sem permissão para trafegar em vias públicas. Com sua vontade de criar um diferencial para sua marca e garantir um bom acompanhamento dos seus produtos, foi desenvolvido um sistema de conectividade que envia dados do veículo a um banco de dados na internet via uma rede Wi-Fi. O sistema permite que a empresa tenha acesso aos dados dos veículos, sendo possível realizar o acompanhamento de suas performances. Para oferecer uma solução aos problemas de grandes gerentes de frota, foi desenvolvido um sistema web de gerenciamento de frota que permite a visualização dos dados enviados pelo carro. Esses dados permitem estabelecer alguns indicadores de qualidade e desempenho de cada automóvel que o cliente possui.Mobilis is a company that produces neighborhood eletric vehicles, which are destined to perform indoor labor and don’t have street clearence. Eager to create a differential for your brand and asure to be able to keep track of your products, it was developed one conectivity system that sends data from the vehicle to a data base in the web via Wi-Fi. The system allows the company access the vehicle’s data and evaluate its performance. To offer a solution for the big fleet managers’ problems, it was developed one fleet management web system that allows the visualisation of the data sent from the vehicle presented as quality and performance indicators of all vehicles that the costumer has

Vehicular Digital Communication

The vehicles such as cars, trucks and buses were once fairly simple from the electric perspective. The internal combustion engine needed originally very little other electricity than spark to operate. The ever-tightening regulations, especially from emission perspective, have leaded the development to complicated electric systems, most of which currently still operate onboard individual vehicles. Currently the modern vehicles carry dozens of electronic control units onboard them. These communicate with each other over data bus system, CAN being the most widespread of them, by exchanging digital data packets. Pressing down the accelerator pedal on a modern car triggers an electric data exchange in the system where one of the possible outcomes is the fuel being fed into the engine. This depends on how the software based steering is set up; which are the included conditions that must be fulfilled. Furthermore there is no direct, mechanical link between the pedal and the fuel fed into the engine. These kinds of electric inputs currently come from the driver in the vehicle, but could come also wirelessly from outside. The onboard digital data communication as above exists already. Something that is emerging as we speak at the end of 2017 is the inter-vehicular communication. This brings in the discussion the wireless technologies such as future 5G mobile networks and Dedicated Short Range Communication (DSRC). In the future the data will no longer be relayed only onboard an individual vehicle, but also between vehicles and infrastructure. The umbrella term for this communication is Vehicle-to-everything (V2X). These technologies enable number of applications such as autonomous driving, platooning and automatic emergency braking, only to name a few. In this study, we review the state of the art in the field of connected vehicles. We also create and test a software function for climate control system of a bus thus providing a practical example of how we can control a real life phenomenon such as air temperature with SW steering

Integrated timing verification for distributed embedded real-time systems

More and more parts of our lives are controlled by software systems that are usually not recognised as such. This is due to the fact that they are embedded in non-computer systems, like washing machines or cars. A modern car, for example, is controlled by up to 80 electronic control units (ECU). Most of these ECUs do not just have to fulfil functional correctness requirements but also have to execute a control action within a given time bound. An airbag, for example, does not work correctly if it is triggered a single second too late. These so-called real-time properties have to be verified for safety-critical systems as well as for non-safety-critical real-time systems. The growing distribution of functions over several ECUs increases the amount of complex dependencies in the entire automotive system. Therefore, an integrated approach for timing verification on all development levels (System, ECU, Software, etc.) and in all development phases is necessary. Today's most often used timing analysis method - the timing measurement of a system under test - is insufficient in many respects. First of all, it is very unlikely to find the actual worst-case response times this way. Furthermore, only the consequences of time consumption can thus be detected but not the potentially very complex causes for the consumption itself. The complexity of timing behaviour is one reason for the often late and thus expensive detection of timing problems in the development process. In contrast to measurement with the mentioned drawbacks, there is the static timing verification which exists since many years and is applicable with commercial tools. This thesis studies the current problems of industrial applicability of the static timing analysis (effort, imprecision, over-estimation, etc.) and solves them by process integration and the development of new analysis methods. In order to show the real benefit of the proposed methods, the approach will be demonstrated using an industrial example at every development stage.Unser tägliches Leben wird immer stärker von Software-Systemen durchdrungen, die oftmals nicht als solche wahrgenommen werden, da sie in Nicht-Computer-Systeme (Waschmaschinen, Autos, usw.) eingebettet sind. So arbeiten in einem aktuellen PKW bis zu 80 Steuergeräte. Diese müssen in vielen Fällen nicht nur funktional korrekt arbeiten, sondern eine geforderte Berechnung auch innerhalb vorgegebener Zeitschranken ausführen. Ein Airbag erfüllt seine Aufgabe beispielsweise nicht, wenn er auch nur eine Sekunde zu spät ausgelöst wird. Die so genannten Echtzeiteigenschaften müssen für sicherheitskritische Anwendungen und soweit wie möglich auch für alle anderen Echtzeitsysteme, abgesichert werden. Insbesondere sorgt die steigende Verteilung von Funktionen über mehrere Steuergeräte hinweg zunehmend für komplexe Abhängigkeiten im gesamten Fahrzeugsystem. Dies macht eine im Entwicklungsprozess und auf allen Abstraktionsebenen der Entwicklung (System, Steuergeräte, Software, usw.) durchgängige Methodik der Zeitverifikation notwendig. Das heute übliche Verfahren der Zeitmessung von Systemen während der Testdurchführung ist in vielerlei Hinsicht ungenügend. Zum einen werden die tatsächlichen Grenzwerte nur mit sehr geringer Wahrscheinlichkeit erreicht. Zum anderen werden auf diese Weise nur die Auswirkungen von Zeitverbräuchen gemessen, nicht aber deren Ursachen analysiert, die möglicherweise sehr komplex sein können. Dies führt auch dazu, dass Probleme erst spät im Entwicklungsprozess erkannt und folglich nur mit hohen Kosten behoben werden können. Neben den Zeitmessungen mit den genannten Nachteilen gibt es die statische Zeitverifikation. Diese ist bereits seit vielen Jahren bekannt und auch über entsprechende Werkzeuge einsetzbar. In der vorliegenden Dissertation werden die Probleme der industriellen Anwendbarkeit der statischen Zeitverifikation (Aufwand, Ungenauigkeit, Überschätzung, usw.) untersucht und mit einer durchgängigen Prozessintegration sowie der Entwicklung neuer Analyse-Methoden gelöst. Der hier vorgestellte Ansatz wird deshalb in jedem Schritt mit einem Beispiel aus der Industrie dargestellt und geprüft

Finite-State Analysis of the CAN Bus Protocol

We formally specify the data link layer of the Controller Area Network (CAN), a high-speed serial bus system with real-time capabilities, widely used in embedded systems. CAN’s primary application domain is automotive, and the physical and data link layers of the CAN architecture were the subject of the ISO 11898 international standard. We checked our specification against 12 important properties of CAN, eight of which are gleaned from the ISO standard; the other four are desirable properties not directly mentioned in the standard. Our results indicate that not all properties can be expected to hold of a CAN implementation and we discuss the implications of these findings. Moreover, we have conducted a number of experiments aimed at determining how the size of the protocol’s state space is affected by the introduction of various features of the data link layer, the number of nodes in the network, the number of distinct message types, and other parameters.