Moderator: Nicole Marie
Shapley wrote:I have to wonder if the 'drive by wire' system is suffering from interference from some outside source: cell phones, electrical lines, etc. Or perhaps, more likely, a combination of sources.
This would make it difficult to reproduce in the laboratory. The would first have determine the source of the interference and then create the proper conditions in the laboratory in order to find a cure. If only the real world worked like it does on CSI, they'd have it figured out by now.
…But Toyota’s reputation was built on those “fat” products of the mid-80s to early-90s, and it won’t be returning to the old practices that created them anytime soon due to their competitive disadvantages. This seems to suggest that, once damaged, Toyota is unlikely to ever recover its former quality halo
Hmmmm, maybe a re-think about both is in order
The fact that Denso-built pedals do not appear to suffer from the same problem as CTS-supplied pedals indicates that this might be a supplier-specific problem, rather than the result of a systemic de-emphasis on quality at Toyota.
The real extent of this cost-cutting, decontenting and “design leaning” won’t be easy to quantify, but the fact that it’s been taking place since the early nineties and is only now yielding negative effects suggests that it’s been relatively well-managed.
I have to wonder if the 'drive by wire' system is suffering from interference from some outside source: cell phones, electrical lines, etc. Or perhaps, more likely, a combination of sources.
If wife's '99 Avalon has throttle plate controlled by a cable instead of electric motor i'd hold on to it for about five years. By then they'll have the kinks out.
From the time we had maybe 40K on the avalon the dealer kept bugging us to replace the timing chain. We held out until it was within 10K of the manual's recommendation, around 65 0r 70K. Now we have 167K on it and not a peep about replacing the timing chain. Curoius
Controller Area Network (CAN) electrical systems began to appear in new vehicles in 2003. Since then, more and more vehicles have been equipped with CAN systems, until 2008 when virtually all passenger cars and light trucks sold in the U.S. were CAN-equipped.
CAN was created in 1984 by the Robert Bosch Corp. in anticipation of future advances in onboard electronics. The first production application was in 1992 on several Mercedes-Benz models. Today you will find it on all new vehicles.
How CAN Data is Sent and Received
If your eyes haven't glazed over yet, here's how data is sent and received in a CAN system. Every module (node) that is attached to the data bus network is capable of sending and receiving signals. Each module (node) has its own unique address on the network. This allows the module to receive the inputs and data it needs to function, while ignoring information intended for other modules that share the network. When a module transmits information over the network, the information is coded so all the other modules recognize where it came from....
........Still with me? There's more! One of the tasks of any network system is to keep all the messages separated so they don't collide and garble one another. Usually the body control module or instrument cluster module is assigned the task of managing the network traffic. When it sees a message coming over the bus, it looks at the first bit in the data stream. If the bit is a "0", the message is given priority over the others. This is called a "dominant" message. If the first bit is a "1" it is given a lower priority (a "recessive" message). Thus, the highest priority messages always get through to their intended destinations but the low priority messages may be temporarily blocked until the traffic eases up...........
CAN-compliant vehicles are just as vulnerable to electronic faults as older vehicles. Though CAN systems use fewer wires and fewer connectors to save weight and cost, they also use more modules and more complicated modules. Communication problems can occur if module connectors become corroded or loose, if wires become grounded, shorted or break, or system voltage is below specifications. Some modules may even forget their settings or locations if the battery is disconnected or goes dead.............
One of the features of CAN and other network systems is that modules can send and receive "ok" signals to let the main control module know if they are working or not. In theory, this makes diagnostics easier. On the other hand, it also means that one misbehaving module may generate enough noise to disrupt the entire network causing a complete shutdown of the vehicle!........
What has been the operating experience with digital I&C safety systems installed in nuclear power plants?
During the past 20 years, there have been a significant number of safety-related and important-to-safety digital systems or components installed in operating nuclear power plants. The safety-related digital systems were developed in accordance with the requirements in Appendix B to 10 CFR Part 50 and generally have operated safely. However, 38 out of approximately 100 operating plants have reported potential and actual common-mode failures in many of these systems. Some common-mode failures affected a single plant, while others affected several plants using the same digital system.
analog wrote:trying to delete double post having heck of a time connection keeps resetting , timing out, blue screens of death...
is there an IT sedition filter here?
In electrical machinery maintenance there's a most fundamental principle - never work downstream of anything automatic because to do so places your life at the whim of a remorseless robot.
The circuit breakers that are used in more modern installations are a problem.
No such problem if the fuse is in my pocket.
analog wrote:And I was serious about my not flying on Airbuses.
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