Architecture & data acquisition by embedded systems in automobiles seminar report

1. TECHNICAL SEMINAR REPORT
ARCHITECTURE AND DATA ACQUISITION
BY EMBEDDED SYSTEMS IN
AUTOMOBILES
NAME: ANKIT KAUL
USN: 1PE10EC011
VISVESVARAYA TECHNOLOGICAL UNIVERSITY
Belgaum-590014

2. 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
ELECTRONICSAND 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

3. PESIT-Bangalore South Campus
HOSUR ROAD
BANGALORE-560100
DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING
CERTIFICATE
This is to certify that the seminarentitled “ARCHITECTURE AND DATA
ACQUISITIONBY EMBEDDEDSYSTEMSIN 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.

4. ACKNOWLEDGEMENTS
The satisfaction and euphoria that accompany the successfulcompletion of any
task would beincomplete without the mention ofthe peoplewho 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-operationin 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 forhaving constantly monitoring the development ofthe 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

5. CONTENTS
CHAPTER
NO.
PAGE
NO.
1.
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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6. 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.
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Department of Electronics and Communication Engineering, PESIT-BSC

7. 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 underthe hood and in the deep recesses ofthe
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 microprocessorin 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. Theelectronic 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 someluxury 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.
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Department of Electronics and Communication Engineering, PESIT-BSC

8. Architectural characteristics of digital services enabled by
embedded technology
“Every embedded system hasan architecture, whetherit 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 ofan embedded systemis an abstraction ofthe 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
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9. 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 ofmodular 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-downdesign process havebecomepopular 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.
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10. 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, systemsoftware 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 processedbythe
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.
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11. 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. Forexample, a sensorembedded 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.
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OBTAINED
INFORMATION
APPLICATION
PROGRAM
NETWORK
LAYER
EMBEDDED DEVICES

12. 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.
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13. 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 productboundary 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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14. 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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15. 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 onthe 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 sensoris 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 bothnetworks
are present, the low-speed network conveys general vehicle operating data, and
the high-speed network carries engine controldata. 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.
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16. 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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17. 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 processingthe
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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18. CONTROLLER AREA NETWORK (CAN)
CAN is a hardware and software communication protocoloriginally 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 forinter 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 controlcommunications,
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 productspecific.
The technology developers write server programs so that the VACT can
communicate with the servers at the back office.
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19. 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, processingand 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. Wecan
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 canbeexplained with its own fourlayers 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 functionalities 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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20. 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
bestfit to bemonitored fordeviations. Forpractical 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 backoffice 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.
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21. 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 mostheavily 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
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22. 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 suchas 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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23. Conclusion
In this paper, we have investigated the architectural characteristics of the digital
services enabled byembedded 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 ofthe 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 closeto the modular architecture. Onthe 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 discussionby 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.
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24. 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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