An electronic control unit (ECU) includes a processor, a Controller Area Network (CAN) controller, clock gating logic, and security gating logic. The CAN controller having a status and configured to receive data and control signals from the processor, and a clock signal, package the data to create a CAN protocol frame held in at least one transmit buffer, and shift the CAN protocol frame to a CAN transceiver that is configured to transmit the CAN protocol frame to a CAN bus. The clock gating logic may be configured to selectively disable a clock signal to the CAN controller based on a control signal from the processor. The security gating logic configured to, in response to the status of the CAN controller being active, inhibit disabling the clock signal.

A data transfer apparatus includes an acquisition side communication port that receives data including an identifier indicating a classification from an outside, a distribution side communication port that transmits the data to the outside, a storage unit that stores transfer information in which the identifier and a condition related to a time of the data are associated, and a transfer processing unit that decides whether or not to transmit received data which is the data to the distribution side communication port based on the identifier included in the received data and information of the time of the received data, and the transfer information when the received data is received by the acquisition side communication port. The information of the time of the received data is a time at which the received data is received by the acquisition side communication port or a time included in the received data.

Systems and methods are disclosed for implementing enhanced security measures for working against unwanted intrusion from outside attackers into a vehicle's controller area network (CAN) bus. The enhanced security measures utilize existing data frames that are transmitted within the CAN bus to encrypt message identifications (IDs) for certain messages that are related to important features of a vehicle.

Disclosed is a device which incorporates a process by which an absorptive material is used to absorb fluid, the weight of said fluid causes the device to move without any outside energy source. The fluid, by way of evaporation or by being absorbed into another absorptive material, substantially disappears, causing the device to return back to its starting position on its own, and repeat the process. The fluid, which is stocked in a holding area, remains stagnant, until the device in its starting position is made in contact with the fluid by use of a counterweight, and thereby absorbs the fluid, however, when the device is saturated, the greater volume of absorbent on one side causes the device to move to its activated position. In its activated position, the device is not exposed to the fluid and therefore remains until the fluid is evaporated or absorbed into another absorbent.

An electronic control unit for a motor vehicle. A communication unit is arranged in a module housing that is configured to interchange communication data with at least one device-external vehicle component by means of at least one predetermined communication protocol. The communication unit provides a device-internal bus system, in which a controller device of the bus system provides for forwarding of the communication data within the control unit by means of a bus protocol that has an address space that is independent of the at least one communication protocol. The bus system has at least one bus connection for a respective additional computing module unit, different from the communication unit, of the control unit. The at least one bus connection is configured to connect the respective computing module unit to the central module housing from the outside.

A user station for a serial bus system and a method for communication in a serial bus system. The user station includes a communication control unit, and a transceiver unit for transmitting a transmit signal for a message which is exchanged between user stations of the bus system. The bit time of a signal transmitted in the first communication phase on the bus differs from a bit time of a signal transmitted in the second communication phase. The communication control unit generates the transmit signal according to a frame, in which in addition to a field which indicates the priority of the message, a field for a data type is provided, and the communication control unit being designed to write a value in the field for the data type which indicates which type of information is located in a data field of the frame.

Full-duplex communications are provided by modifying the Media Access Control sub-layer of communication node protocols. The modification allows communication nodes to communicate with one another in full-duplex, where each node transmits and receives data simultaneously with other nodes in a single frequency. A timing of the simultaneous data transmissions, acknowledgments, and short-interframe-space waiting periods can be determined based on network-allocation-vector data transmitted in association with request-to-send or clear-to-send signals.

An electronic control unit for a restraint control module comprises a PSI5 communications interface configured to communicate with a remote sensor using a current-modulated signal with PSI5 compliance upon a two-wire interconnection. The PSI5 communications interface includes a signal driver configured to apply a signal voltage to a first signal terminal for driving current to the remote sensor via the two-wire interconnection. The PSI5 communications interface also includes a second signal terminal providing a return path for the current; and a resistor within the return path of the PSI5 communications interface. Several different alternative impedance balancing and damping circuits are provided to provide the resistor. The alternative impedance balancing and damping circuits include passive and active resistors. The impedance balancing and damping circuit may also provide current protection against damage due to fault currents. A method for operating a PSI5 communications interface of a restraint control module is also provided.

A vehicle warning system is for use with a vehicle having an air horn (30) and a vehicle speed sensor (19) which provides a vehicle speed signal to a vehicle data bus (20). The vehicle warning system has at least one brake pressure sensor (22) to provide a brake pressure signal, an air valve (26), and a controller (24). The controller determines that the brake pressure signal indicates an excessive brake pressure and that the vehicle speed signal indicates an excessive vehicle speed, and opens the air valve to activate the air horn. The controller may read the vehicle speed from the vehicle data bus at periodic intervals or when it determines that there is an excessive brake pressure. The brake pressure is considered to be excessive if it exceeds a brake pressure threshold. The vehicle speed is considered to be excessive if it exceeds a vehicle speed threshold.

A system for virtualizing a plurality of controller area network bus units includes a plurality of physical controller area network buses communicatively connected to an aircraft, each configured to detect a measured state datum of a plurality of measured state data of the aircraft, a plurality of controller area network gateways communicatively connected to the plurality of physical controller area network buses, wherein the plurality of controller area network gateways are configured to transmit the plurality of measured state data, at least a network switch communicatively connected to the plurality of controller area network gateways configured to receive the transmitted measured state data, and transmit the measured state data via a single transmission signal, and at least a virtual controller area network bus unit configured to receive the single transmission signal originating from the at least a network switch and bridge a plurality of virtual controller area network bus units.