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New Kvaser white paper discusses ways to maximise CAN’s efficiency in next generation vehicles

By using a Virtual CAN Bus, we separate the control task from other tasks. The distributed embedded control system can be developed using standard CAN Controllers and transceivers in a traditional way with well proven tools.

Other tasks such as encryption, transmitter authentication, re-flashing, etc. can be developed by experts in these fields and carried out by using other protocols. With modern technology, the different tasks can run in parallel and simultaneously communicate on the same physical layer.

It is a great advantage to separate the control problems from other problems. The control problem can be solved once and for all by the control experts and other problems by experts in their respective technology fields.


Details here......


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Aurora Probability in Northern Canada

Auroral forecast from AuroraWatch.ca


North America Aurora Map from
NOAA Space Weather Prediction Center

Aurora Map - NOAA



Direct Injection — Poor Performance

By Dave Hill

A 2003 Vauxhall Signum (same as a Vectra C) arrived at the workshop with a slight misfire and a more general flatness under acceleration. A scan provided the code P0301 (Cylinder 1 Misfire Detected) and a quick inspection confirmed that the insulation had failed on the cylinder 1 coil area.

A new coil pack and set of plugs cured the single cylinder misfire, but still there was a general flatness in performance on the road. When I rescanned it, there was a new code P1191 Unknown DTC.

This is a new system to me and some head-scratching began. This is a direct injection setup where a pump in the tank supplies a high-pressure pump driven by the inlet camshaft. The low-pressure pump delivers approximately 4 bar (64 psi in my case) and the high-pressure pump boosts this pressure to a maximum 120 bar (1740.5 psi).

The fuel rail resembles a common rail diesel setup, with a pressure sensor (3-wire) and a pressure regulator (2-wire). I set about taking a capture of both these components in an effort to understand what was wrong.

Here you can see the duty cycle increase as I floor the throttle but the pressure sensor output doesn’t rise as I expected.

figure 1

Unfortunately I don’t have any kit that will physically test the pressure in the rail but I needed to prove if the sensor was capable of reacting to a pressure increase, so I used the workshop airline pressure to test it and sure enough I got a reaction, however small.

The ironic thing is that I had had three of these vehicles in recently with various faults and I have missed the opportunity to take captures of various systems to gain the knowledge needed.

A few days later…

A new pump arrived after getting lost in a trolley at Luton for two days! Anyway, it sorted the problem as expected.

Here is the same capture as before, but now the pressure sensor reacts to throttle demand.

figure 2

I did manage to strip the high-pressure pump (once it was condemned) and the failure was due to a small perforation in one of the three rubber pumping diaphragms.

figure 3

figure 4

figure 5


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