architecture & data acquisition by embedded systems in automobiles seminar report

TECHNICAL SEMINAR REPORT

ARCHITECTURE AND DATA ACQUISITION

BY EMBEDDED SYSTEMS IN

AUTOMOBILES

NAME: ANKIT KAUL

USN: 1PE10EC011

VISVESVARAYA TECHNOLOGICAL UNIVERSITY

Belgaum-590014

Seminar Report

On

“ARCHITECTURE AND DATA ACQUISITION BY

EMBEDDED SYSTEMS IN AUTOMOBILES”

Submitted in partial fulfillment of the requirements for the VIII Semester

Bachelor of Engineering

IN ELECTRONICS AND COMMUNICATION ENGINEERING

For the Academic year

2014-2015

BY

Ankit Kaul

1PE10EC011

UNDER THE GUIDANCE OF

Prof. Sireesha B.

Dept. of ECE, PESIT- BSC.

Department of Electronics and communication Engineering

PESIT-Bangalore South Campus HOSUR ROAD, BANGALORE-560100

PESIT-Bangalore South Campus

HOSUR ROAD

BANGALORE-560100

DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING

CERTIFICATE

This is to certify that the seminar entitled “ARCHITECTURE AND DATA

ACQUISITION BY EMBEDDED SYSTEMS IN AUTOMOBILES” is a bonafide work carried out by Ankit Kaul bearing register number

1PE10EC011 in partial fulfillment for the award of Degree of Bachelors

(Bachelors of Engineering) in Electronics and Communication Engineering of

Visvesvaraya Technological University, Belgaum during the year 2014-2015.

Signatures:

Seminar Guide Head of the Dept.

Prof. Sireesha B. Dr. Subhash Kulkarni

HOD, ECE PESIT-BSC Examiners: Bangalore-100

1. 2.

ACKNOWLEDGEMENTS

The satisfaction and euphoria that accompany the successful completion of any

task would be incomplete without the mention of the people who made it possible, whose constant guidance crowned the efforts with success.

I thank Dr. J Surya Prasad, Principal, PESIT-BSC for not only providing us with excellent facilities, but also for offering his unending encouragement that

has made technical seminar a success today.

I am also thankful to Dr. Subhash Kulkarni, HOD of the Department of Electronics and Communication for his valued co-operation in completion of this

report.

I express my sincere gratitude to project coordinators, Mr. Hrushikesha Shastry B S & Mrs. Veena Bhat, Assistant Professors, Department of Electronics &

Communication for having constantly monitoring the development of the seminar and setting up precise deadlines.

I would like to place on record my deep appreciation and gratitude towards my

seminar as well as seminar guide Prof. Sireesha B., Department of Electronics & Communication for always being there for me to help me by his valuable guidance and encouragement.

Ankit Kaul

1PE10EC011

CONTENTS

CHAPTER

NO.

PAGE

NO.

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2.

3.

4.

5.

6.

7.

8.

1.1 Abstract

1.2 Introduction

Architectural characteristics of digital services enabled by embedded technology

DIGITAL SERVICE ARCHITECTURE 3.1 Modular architecture

3.2 Layered architecture 3.3 Layers of Layered Architecture

3.4 Layered Modular Architecture continuum Remote Diagnostic

The Embedded Sensors 5.1 Data collection

5.2 Electronic Control Unit 5.3 CONTROLLER AREA NETWORK(CAN) 5.4 VACT

5.5 Pattern seeking algorithm ‘COSMO’

Data Handling in Formula One Racing

CONCLUSION

BIBLIOGRAPHY

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ABSTRACT In this paper, we characterize the architecture of digital services that are enabled

by embedded technology. As the name signifies, an ‘embedded system’ is built into a non-computing device, say a car, TV or toy. We can define an embedded

system as “a computing device, built in to a device that is not a computer, and meant for doing specific computing tasks”. In general engineering terms,

embedded systems are used for the control of industrial or physical processes.

The number of computer based functions embedded in vehicles has increased significantly in the past two decades. An in-vehicle embedded electronic

architecture is a complex system. There are several key demands in the development process, such as safety

requirements, real-time assessment, etc. Intensive research is being conducted to address these issues.

fig.1

There are many applied versions of embedded electronics used in different work fields in today’s world as shown by the fig.1 based on hardware, software and

other factors. This digitalization of vehicles brings significant changes in the business of

vehicle manufacturing firms. These changes are related to the architectural characteristics of digital services. Thus, it is of interest to inquire into the architectural characteristics of digital services.

i Department of Electronics and Communication Engineering, PESIT-BSC

INTRODUCTION

An embedded system is typically a micro-computer system with one or few dedicated functions, usually with real-time computation constraints. Different

from a general purpose personal computer, it is often embedded as part of a complete device.

Every year, automobile manufacturers worldwide pack new embedded system into their vehicles. Tiny processors under the hood and in the deep recesses of the

car gather and exchange information to control, optimize, and monitor many of the functions that just a few years ago were purely mechanical.

The technological advancements of embedded system and electronics within the

vehicle are being driven by the challenge to make the vehicle safer, more energy efficient and networked. The Volkswagen 1600 used a microprocessor in its fuel

injection system, in 1968, launching the first embedded system in the automotive industry.

Advanced usage of embedded system and electronics within the vehicle can aid in controlling the amount of pollution being generated and increasing the ability

to provide systems’ monitoring and diagnostic capabilities without sacrificing safety/security features that consumers demand. The electronic content within the

vehicle continues to grow and more systems become intelligent through the addition of microcontroller based electronics. A typical vehicle today contains an

average of 25-35 microcontrollers with some luxury vehicles containing up to 70 microcontrollers per vehicle.

In spite of growing instance of such digitalization, little is known about the

architectural characteristics of embedded technology enabled digital services. Based on a research on vehicular remote diagnostics services, we will study the

architecture of such digital services in the following text.

ii

Department of Electronics and Communication Engineering, PESIT-BSC

Architectural characteristics of digital services enabled by

embedded technology

“Every embedded system has an architecture, whether it is or is not documented, because every embedded system is composed of interacting elements (whether hardware or software). An architecture by definition is a set of representations

of those elements and their relationships.”

The architecture of an embedded system is an abstraction of the embedded device, meaning that it is a generalization of the system that typically doesn’t show

detailed implementation information such as software source code or hardware circuit design.

Why Is the Architecture of an Embedded System Important?

Architectural systems engineering approach to embedded systems because it is one of the most powerful tools that can be used to tackle challenges such as:

• defining and capturing the design of a system • cost limitations

• determining a system’s integrity, such as reliability and safety • working within the confines of available elemental functionality (i.e., processing power, memory, battery life, etc.)

• Marketing possibilities In short, an embedded systems architecture can be used to resolve these

challenges.

The evolution of architectural view of embedded technology in automobiles consists of:

1. Modular Architecture 2. Layered Architecture

3. Layered modular Architecture continuum

1


DIGITAL SERVICE ARCHITECTURE

Modular Architecture: Previous research has explained the architectural characteristics of physical products as well as service processes with the help of modular architecture.

A modular architecture exhibits one-to-one mapping between functional elements and physical modules.

It refers to the design of any system composed of separate components that can be connected together. The beauty of modular architecture is that you can replace

or add any one component (module) without affecting the rest of the system.

fig.2

Variations of a top-down design process have become popular in the past decade, an ideal form of which is illustrated in fig.2. The designer refines the system

through several abstraction levels. Requirements:

Functional and non-functional. Multifunction or Multi mode system.

Size, cost, Weight etc. Selecting the H/W components.

Application specific H/W. External interfaces.

Input, Output devices. Design:

The design architecture depends on Whether the system is real time. Whether OS needs to be embedded.

Size, Cost, Power consumption etc.

2 Department of Electronics and Communication Engineering, PESIT-BSC

http://www.webopedia.com/TERM/S/system.html

http://www.webopedia.com/TERM/A/architecture.html

http://www.webopedia.com/TERM/M/module.html

Development: The hardware platform.

The operating system. The programming language.

Testing: Compile and assemble the source code into object file.

Use a simulator to simulate the working of the system. Download the program using a programmer device.

Use an EMULATOR or on chip debugging tools to verify the software. Deployment & Maintenance:

The key challenge is to optimize design metrics, which is particularly difficult since those metrics compete with one another.

One particularly difficult design metric to optimize is time-to-market, because embedded systems are growing in complexity at a tremendous

rate, and the rate at which productivity improves every year is not keeping up with that growth.

Layered architecture:

What an Embedded Systems Model indicates is that all embedded systems share one similarity at the highest level; that is, they all have at least one layer (hardware) or all layers (hardware, system software and application software) into

which all components fall. The hardware layer contains all the major physical components located on an embedded board, whereas the system and application

software layers contain all of the software located on and being processed by the embedded system.

At the architectural level, the hardware and software components in an embedded

system are instead represented as some composition of interacting elements.

Architecture-level information is physically represented in the form of structures. A structure is one possible representation of the architecture, containing its own

set of represented elements, properties, and inter-relationship information.


LAYERS OF LAYERED ARCHITECTURE

Fig.3

1. Device layer which deals with hardware and operating systems, the device

layer generally consists of embedded devices. Every embedded device is normally designed to perform a specific task. For example, a sensor embedded in a vehicle to check the intake air temperature only performs that specific task.

2. Network layer which manages logical transmission and physical transportation (cables).At the network layer of remote diagnostics, there exist two

parts: i) Wired signal transmission within an internal network in a vehicle or other

industrial machine wired signal transmission makes the network to some extent follow a single design hierarchy, i.e., the internal network in a machine is

designed to function only within the machine.

ii) Wireless signal transmission to a remote service station. Sensors are critical to the

operation of wireless signal transmission. This takes place between vehicles and fixed base stations, which are already deployed in a variety of forms. Examples

of these applications include: Asset tracking

On the move Internet access, particularly for public transport Emergency or fleet vehicle information download/dispatch

Mobile working, especially for the construction industry or other outdoor work.


OBTAINED INFORMATION

APPLICATION PROGRAM

NETWORK

LAYER

EMBEDDED DEVICES

3. Service or Application program layer which provides application functionality that directly serves users during storage, manipulation, creation and

consumption of contents., and content layer which contains data such as texts, images, sounds, video etc.fig.4 shows some of the applications moved in today’s

automobile.

The application program can be used for the diagnostics operations within vehicles and also for analyzing the signals remotely at a back office. The

application program can be used to analyze different sensor signals, identify various patterns and thus can work as an analytical tool for various fault

predictions and diagnosis. Thus, it is open for conducting different kinds of analyses and remains fluid in meaning. The application program is not product

specific, but rather product agnostic.

fig.4 4. Information Layer obtained through the application program is also product

agnostic. The information can be sent back to the machine so that the machine operator (e.g., a driver) can understand it in the form of some graphical

information about the health status of a machine part. Much of the information is displayed graphically in real time as time- or distance-

based graphs. It is based on the collection of localization data, speed, direction of travel and

time information, from mobile phones in vehicles that are being driven. For example every vehicle with an active mobile phone acts as a sensor for the

road network. Based on these data, congestion can be identified and traffic reports can be rapidly generated.

5


http://en.wikipedia.org/wiki/Mobile_phone

http://en.wikipedia.org/wiki/Traffic_report

http://en.wikipedia.org/wiki/Traffic_report

Layered modular architecture continuum

This new architecture is layered modular architecture which is a hybrid between

a modular architecture and a layered architecture. The architecture continuum shows three unique characteristics of digital technology: (1) re-programmability, (2) homogenization of data, and (3) self-

referential nature of digital technology

(A) Re -programmability allows a digital device to perform a wide array of functions such as, calculating distances, word processing, video editing and web

browsing.

(B) Homogenization of data refers to the fact that any digital content such as audio, video, text and image can be stored, transmitted, processed and displayed

using the same digital devices and networks. For example, an iPhone is not only a phone, but also a camera, a music player, a video player and so on

(C) Self-reference means that digital innovation requires the use of digital

technology, e.g., computers. The architecture continuum shows that presence of these three characteristics is

low in the case of the modular architecture and high in the case of the layered modular architecture.

Substantial differences exist between modular and layered modular architecture.

Modular architecture has fixed product boundary and meaning. It has product specific components which implies that the use of a product with modular

architecture is fixed and single purpose.

On the other hand, layered modular architecture has fluid product boundary and meaning and also has product agnostic components. This means that as a result

of digital innovation of a previously non-digital product or service, the resultant digital product/service can be used in different ways.

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One such innovation is the introduction of remote diagnostics services (RDS) for the vehicles. Modern vehicles have embedded sensors and Electronic Control

Units (ECU) in various parts. Thus we see the remote diagnostics as follows.

REMOTE DIAGNOSTICS

Remote diagnostics of vehicles implies several functional requirements:

(i) Multi-Sensor integrated monitoring and control Systems; (ii) Communication and integration of geographically dispersed machines

through a multimedia information environment; (iii) Data abstraction – only the relevant data is to be transmitted through the

network; (iv) Knowledge acquisition and learning;

(v) Tele-Maintenance and collaborative diagnostics to facilitate the technical personnel to perform diagnostics on machines that are geographically distributed.

Thus, remote diagnostics reduces the risk of machinery breakdowns. As sensors are embedded in the equipment, it becomes possible to go beyond object

identification and measure their status or condition. When different parameters are measured, remote diagnostics systems have the capability to notify a problem

before it occurs.

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THE EMBEDDED SENSORS In Remote Diagnostics Services (RDS), the initial information is obtained from the sensors embedded in the vehicle parts.

Every modern vehicle consists of numerous sensors embedded in different parts. Every embedded sensor performs a specific task. For example, a wheel speed

sensor is used to read the speed of a bus’s wheel rotation.

Sensors are constantly collecting data from different parts of a vehicle. There are five types of data measurement connections or sensors:

1. Internal Sensors – Internal sensors are located inside an EDR when data is not available to be read directly from other sources on the vehicle. These sensors

typically include: longitudinal, lateral, and vertical accelerometers; pitch and roll angular sensors; and a GPS receiver.

2. Analog Input Sensors – Analog input sensors refers to the electrical output of

analog (i.e., continuous, 1 to 5 Volts Direct Current (VDC)) sensors that can be located in various locations on the vehicle. An example of an analog sensor is the throttle position sensor.

Most analog sensors used for engine control have data placed on the in-vehicle data network.

3. Discrete Digital Inputs – Discrete digital inputs refer to connections

throughout the vehicle to on/off devices. Brake lights, turn signals, horn, running lights, and headlights are examples of this type of signal. Determining the state

of discrete digital inputs is cost effective and will not affect the operation of the device.

4. Vehicle Network – Another cost effective method of obtaining vehicle data is via the vehicle network. Two in-vehicle data networks commonly found in large

trucks: 1) a low-speed network and 2) a high-speed network. When both networks are present, the low-speed network conveys general vehicle operating data, and the high-speed network carries engine control data. Obtaining vehicle data via the

vehicle networks is cost efficient.

5. Data Download – Data download is the process of transferring data stored in an EDR to another device, which serves as the only two-way connection

interface. Using a data download connection, an EDR receives commands from a device (e.g., a laptop), and transmits data to it.


DATA COLLECTION

fig.5 Table 1. Categories for Data Display

Embedded Devices : Data that describes features of embedded

sensors, ECUs in various bus parts and other embedded device as shown in fig.

Signal Transmission : Data that describes

different features of Controller Area Network

(CAN) and wireless Transmission

Application Functionalities : Data that describes about

the pattern seeking algorithm shown by bus2.

Rendered Information : Data that discusses the

information obtained after analysis by the algorithm shown by bus3.

Every sensor is connected to a vehicle part through standardized interfaces. If

there is any problem with any sensor, it can be replaced. The sensors are connected to the Electronic control units (ECU). ECU collects signals from the

sensors and controls the operations of various important parts of a vehicle.

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ELECTRONIC CONTROL UNIT

Top-line cars today may contain up to 100 ECUs (Electronic Control Unit). Each

controls one or more of the electrical systems or subsystems in a motor vehicle.

Electronic control units (ECUs) are the specialized programmable hardware

platforms which automotive software runs on. ECUs have a real-time operating

system and domain specific basic software, e.g. for engine control.

Taken together, these systems are sometimes referred to as the car's computer.

fig.6

ECU system contains: − Microprocessor/ Microcontroller

Executes the instructions as coded and generates output signals by processing the information using specified control algorithms.

− Input/Output interface • Sensors – Through sensors computers receive vital information, about a no. of

conditions. Sensors convert temperature, pressure, speed, position into either digital or analog electrical signals. Registers the operating conditions and the

desired values. • Actuators - Convert the electrical output from ECU to mechanical parameters. Performance metrics for actuators include speed, acceleration, and force

(alternatively, angular speed, angular acceleration, and torque), as well as energy efficiency and considerations such as mass, volume, operating conditions, and

durability, among others.

Plant is considered as the system as in a vehicle.

For transmission of signals or say data in a vehicle for the best possible hand to

the driver or the person in-charge, CAN protocol is used as discussed below.

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CONTROLLER AREA NETWORK (CAN)

CAN is a hardware and software communication protocol originally developed by Robert Bosch in 1986 for in-vehicle networks in cars.

A CAN is a networking system inside a vehicle. Due to the complex nature and cost for point-to-point connections between the ECUs, the CAN has been used

for the vehicular networking purposes. This makes the communication between the ECUs much easier and faster.

CAN is designed specifically for inter vehicular data transmission. Thus, it is very

much product (vehicle) specific. It is designed to perform data transmission activities inside a vehicle, e.g., a bus. In our case, the processed signals by the

VACT are wirelessly transmitted to a back office with the help of GPRS technology.

The applications of CAN in automobiles include engine control communications, body control, and on-board diagnostics. CAN buses can also be found in other

embedded control applications such as factory automation, building automation, and aerospace systems.

A CAN bus enables microcontrollers in a car to talk to each other without the

need for a network host. A typical automobile today has dozens of microcontrollers that communicate with each other via various CAN buses.

Here we also observe the existence of the characteristics of both modular and

layered modular architecture at the same layer, i.e., the signal transmission or the network layer. CAN is very product specific and lowly re-programmable. On the

other hand, GPRS is re-programmable to a great extent and not product specific.

The technology developers write server programs so that the VACT can

communicate with the servers at the back office.


VEHICULAR ADVANCED COMMUNICATION TOOL

(VACT)

VACT is a digital device that is embedded in each bus nowadays and connected to the ECUs to perform some tasks. According to an engineer: “The VACT collects signals from the ECUs, processes the signals and transmits the signals

to a service station with the help of wireless transmission.”

In other words, VACT is basically processing all the sensor data and this processing yields diagnostics information that can be helpful to predict any

anomaly that occurs in a vehicle part to reduce the risk of a breakdown. Every VACT is specific to a bus.

So, a VACT cannot collect data for several buses. Just like a sensor typically is concerned with a bus part, a VACT is concerned with all the sensor data within

one bus. VACT can perform several tasks: collecting data, processing and transmitting the

data. So, from that point of view VACT is not a fixed purpose device. New software can easily be uploaded to a VACT to perform new functions.

A technology developer explained: “Yes, the VACT is re-programmable. We can upload new software to it. We can even do it wirelessly to VACT and run the new software instead of what it is running now. This new software can then include

new functions.” VACT can be explained with its own four layers like any other digital technology.

VACT has a ‘device layer’ that consists of different hardware units. Its ‘network layer’ deals with the transmission of signals from the sensors to the remote

station. It is operated by an ‘application program’ called COSMO and it delivers contents in the form of processed signals. Although it can perform various

processing, its functionalities cannot go beyond processing the signals received from the sensors.

Every VACT system is affected by the limitations of the sensors. If any sensor does not function properly, the application functionalit ies within the VACT will

eventually struggle to provide accurate information.

As we use COSMO for the application layer of VACT, it can be explained as below.

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Pattern seeking algorithm ‘COSMO’ and

the information obtained after the analysis by

COSMO (Consensus Self-organized Modeling) methodology is based on creating a

compact representation of the data observed for a subsystem or component in a vehicle. This representation can be sent to a server in a back-office and compared to similar representations from other vehicles. The back-office server can collect

representations from a single vehicle over time or from a fleet of vehicles to define a norm of the vehicle condition.

The vehicle condition can then be monitored, looking for deviations from the norm.

Our approach, COnsensus Self-organized MOdels (COSMO) is based on creating model combinations of all signals in a data set, then selecting the models with

best fit to be monitored for deviations. For practical reasons, we use linear models and some limitations needs to be made to bound the search space, e.g. limit the

number of signals that are allowed in a model and the use of time-lags.

Although it is used at the back office computers, a part of the COSMO algorithm must be used with each VACT inside the buses. Without that part of COSMO, VACT cannot perform on-board diagnostics. Thus, the algorithm in VACT

operates within a bus. Information obtained from COSMO analysis can also be re-programmed. It can be sent back to buses so that bus drivers are informed of

any anomaly. It can also be designed to develop an app for smartphones.

ALGORITHM:

This equipment is able to discover, analyze, capture and encode the relationships between available signals looking for “interesting” patterns and

associations. Every now and then the buses report to a central server, these are collected

and compared between vehicles, against known fault signatures and to service histories.

Deviations are detected and flagged for repair / service.


This analysis allows diagnosis to be done on-board in a continuous manner and maintenance needs to be predicted more accurately.

The best and most appropriate examples for this kind of maintenance and

communication protocols in today’s world are “F1 cars” & “public transport vehicles.”

Data Handling in

Formula One Racing

INTRODUCTION: F1 cars are marvels of high technology. F1 cars (and their drivers) are some of

the most heavily instrumented objects in the world. Indeed, you can view the cars as rolling sensor networks, constantly gathering and transmitting information

about the car and driver to the rest of the racing team. This information lets the team constantly update its strategy for the current race and improve the car’s

design for future races.

The sensors are numbered in the hundreds and the typical quantities measured are voltages, currents, pressures for components (like the hydraulic systems and

engine oil), temperatures of the engine and gearbox oil, water, hydraulic fluids, ambient air, exhaust, brakes, etc. Cars sometimes use a GPS. Meteorological

information is also recorded off the car and later integrated with the on-board information. A typical race will generate in excess of 1 Gigabyte of data.

fig.7 14


DATA GATHERING: The central on-board component is the ECU, or electronic control unit, this is

used to control the engine (including the ignition, injection, throttle, and so on), gearbox, and other systems such as the clutch. Integrated into the ECU is the data

logger. This has the task of collecting and storing information generated by the ECU and re-transmitting it to the off-board system when the car is running. The

logger does not manage sensors directly, rather it receives the preprocessed information from the ECU over a variety of communication lines—typically

CAN. There are several on-board data buses based on CAN technology. Information

comes off the car via radio transmission when it is running on the track. This is a proprietary system, running at a rate of 100 Kilobytes/second. We can also get

the information over the wire when the car is in the garage, using Gigabit Ethernet.

ANALYSIS: It is used to analyze performance (driver, engine, and car), to simulate and predict

operations with different mechanical/aerodynamic setups, to anticipate or investigate problems, and to create statistics.

USE OF INFORMATION OBTAINED AFTER ANALYSIS:

So that the Team manager can adjust his race strategy on the fly. Typically he’ll look at fuel consumption to find the best “window” for a pit stop (taking into

account the traffic conditions and the positions of the other teams), at corner handling and braking parameters to assess the performance of the tires, at speed

profiles and accelerations to understand in which parts of the circuit the car is most competitive (that is, in the corners or on the straights).

If any systems show signs of deterioration or malfunction, he’ll be able to give advance warning to the driver if there are ways of avoiding failure by driving in

different ways.

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Conclusion

In this paper, we have investigated the architectural characteristics of the digital

services enabled by embedded technology. We have studied the vehicular remote diagnostics services and identified some characteristics. Three characteristics have been identified:

The architecture of the digital services spans along

the layered modular architecture continuum

Our findings show that although digitalization moves a product with modular

architecture towards layered modular architecture, our findings show that both architectural characteristics co-exist at the device and network layers after

digitalization. Embedded nature of the sensors follows the modular architecture. However, there

are embedded devices such as VACT that does not totally follow the characteristics of the modular architecture. It has features of layered modular

architecture. Thus the devices span along the Continuum. At the transmission layer, High dependence on wired network within a physical product puts the

characteristics of the network layer close to the modular architecture. On the other hand, there is network capability such as GPRS that does not follow the modular characteristics as it can have medium to high re-programmability.

The application program of the digital services is simultaneously de-

coupled and partly coupled with the embedded devices

Our findings show that The COSMO algorithm is used at the back office after receiving all the data from the VACTs. The analysis can be done without having

any link with any VACT. That makes COSMO de-coupled from the VACTs in the buses. But a part of the COSMO algorithm is continuously used with each VACT which is embedded in every bus. This makes COSMO partly coupled with

the VACT. There are layers within layer of the digital services

Our findings add to the discussion by showing layers within layer. The embedded

device (VACT) in RDS has its own four layers: the device layer, network layer, application layer and the content layers. This implies that it has its own operations

within its own four layers, like every VACT’s own application program layer performs specific on-board diagnostics operations and then transmits the

diagnosed signals to the back-office for further analysis for pattern seeking.


BIBLIOGRAPHY

Architectural Characteristics of Digital Services Enabled by Embedded

Technology: A Study on Remote Diagnostics Services-2014 47th Hawaii

International Conference on System Science- Soumitra Chowdhury,

Magnus Bergquist, Maria Åkesson -Halmstad University &

University of Gothenburg.

Embedded Computing and Formula One Racing by Jim Waldo

Self-organized remote monitoring using multiple vehicles, Dr. Stefan Byttner,

Associate Professor, Halmstad University, Sweden

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architecture & data acquisition by embedded systems in automobiles seminar report

Engineering

embedded systems

seminar report onarchitecture

data acquisition

pesit bsc

seminar guide head

data collection5

modular architecture3

guidance of