英文文献翻译——张宁

英文文献翻译专业班级：自动化09-01班学生姓名：张宁学号：090410115二〇一三年六月七日In February 1986, Robert Bosch in SAE (Society of Automotive Engineers) General Assembly introduced a new type of serial bus - CAN Controller Area Network, it is time for the birth of CAN. Today, almost every one in Europe, new passenger cars are equipped with CAN LAN. Similarly, CAN is also used for other types of vehicles, from trains to ships or for industrial control. CAN has become a worldwide one of the most important of the bus - or even leading the serial bus. In 1999, nearly 6 10 million CAN controller into used. In 2000, market sales of more than 100 million CAN device.Earlier in 1980, Bosch engineers began to demonstrate at the time serial bus used for passenger car system is feasible. Because there is no ready-made network solution can fully meet the requirements of automotive engineers, then, in early 1983, Uwe Kiencke start of a new serial bus. The main direction of the new bus to add new features to reduce the electrical cable so that it can be used for products, rather than to drive technology. Mercedes-Benz engineers from the early development of the state of the bus description, and Intel is also preparing for a major manufacturer of semiconductor production. One consultant was hired from Germany, Braunschweig-Wolfenbüttel University of Applied Science, Professor Dr. Wolfhard Lawrenz given the name of the new network program "Controller Area Network", referred to as CAN. From Karlsruhe University, Professor Dr. Horst Wettstein provides theoretical support.February 1986, CAN was born. In the Detroit Society of Automotive Engineers Congress, from Bosch to study the new bus system known as the "cars Serial Controller Area Network." Uwe Kiencke, Siegfried Dais and Martin Litschel introduced the program of the multi-master network. This program is based on non-destructive arbitration mechanism, to ensure high-priority packet delay-free transmission. Also, do not need to set the bus master controller. In addition, CAN Father - the few professors and Bosch's Wolfgang Borst, Wolfgang Botzenhard, Otto Karl, Helmut Schelling, Jan Unruh have achieved a number of species in the error detection mechanisms in CAN? The error detection but also fault node automatically disconnect feature to ensure continued communication between the remaining nodes. Transmission of messages not based on packet transmitter / receiver node address identification (almost true for the other bus), but by the content packet identification. Meanwhile, the identifier used to identify the message also provides the packet is thepriority in the system.When this innovative communication solution on the majority of text in place, the mid-1987, Intel plans two months ahead of delivery of its first CAN controller: 82 526, this is the first time CAN hardware implementation of the program. In just four years time, vision becomes a reality. Soon after, Philips Semiconductors introduced the 82C200. This is the first of two CAN controller acceptance filtering and message control, there are many different. On the one hand, the main push of FullCAN Intel Philips Lord than by pushing BasicCAN takes less CPU load; the other hand, FullCAN device can receive a relatively limited number of messages, BasicCAN controller requires less silicon . Today's CAN controllers, the "grandchildren" generation are in the same module acceptance filtering and message control, there are still considerable differences, to create a BasicCAN and FullCAN camps.Standardization and consistency in early 1990, Bosch CAN standard (CAN 2.0 version) was submitted to the International Organization for Standardization. In a number of administrative discussion, should some of the major demands of the French automobile manufacturers to increase the "Vehicle Area Network (V AN)" content, and was published in November 1993 CAN international standard ISO11898. In addition to CAN agreement, it also provides up to 1Mbps baud rate of the physical layer. Meanwhile, the international standard ISO11519-2 also provides fault-tolerant CAN data transmission method. In 1995, the international standard ISO11898 was extended to the form described in Appendix 29 CAN identifiers. But sadly, all published in the CAN specification contain errors or incomplete. Therefore, in order to avoid incompatible CAN applications, Bosch CAN chip, the company has been carrying out verification whether the reference model based on Bosch's CAN workpiece. In addition, in recent years under the leadership of Professor in Lawrenz, in Germany Braunschweig / Wolfenbüttel University of Applied Science CAN conformance testing, test model is based on international standards, test standards ISO16845.Currently, amendments are being standardized in the CAN specification. ISO11898-1 as "CAN data link layer", ISO11898-2 as "non-fault-tolerant CAN physical layer", ISO11898-3 known as "fault-tolerant CAN physical layer." International standard ISO11992 (truck and trailer interface) and ISO11783 (agriculture and forestry machinery) are standard in the United States based on the J1939 CAN-based application of the definition of sub-agreements, but they are not complete. Although it had been a pioneer in the development of CAN，CAN startingpoint for research is applied to bus systems, but the first market application of CAN but from other areas. Particularly in Northern Europe, CAN has long been a very popular application.In the Netherlands, the elevator manufacturer Kone using CAN bus. Kvaser Swiss Engineering Office has proposed to apply to a number of textile-CAN (Lindauer Dornier and Sulzer), by providing them with machine protocol. This area, in the leadership of Lars-Berno Fredriksson, the company established a "CAN Textile Machinery user group." By 1989, they had developed communication theory, and in early 1990 to help build "CAN Kingdom" development environment. Although the CAN Kingdom is not an OSI reference model based on the application layer, but it is considered a high-level protocol based on CAN prototype. In the Netherlands, Philips Medical Systems decided to use X-ray machine CAN constitute the internal network, a CAN of industrial users. Released mainly by Tom Suters "Philips message specification - PMS" CAN network presented the first application layer. Weingarten of Applied Science from the German university professor, Dr. Konrad Etschberger also holds the same view. He managed Steinbeis Transfer Center for Process Automation (Stzp) company (now renamed IXXAT Automation Corporation), and developed a similar program. In any case, the first high-level agreement is taking shape.Most of the pioneer CAN use monolithic approach, communication, network management, application code combinations in the same software. Even if some users have more standard modules available, but the face of all solutions, they must also flawed. CAN must be sustained and stable development of high-level agreements - even today, some users still underestimate the problem. Earlier in 1990, began planning the establishment of a user organization to standardize the different solutions. Few months in early 1992, when the magazine's director of VMEbus (Press: Franzis) Holger Zeltwanger to users and manufacturers together to discuss the establishment of a neutral for the development of CAN technology platform, but also to analyze the market for the serial bus .May 1992, CiA "CAN in Automation" Users Group was established. Only a few weeks, CiA is a technology magazine published the first, which is on the physical layer. CiA recommends using only follow the ISO11898 of the CAN transceiver. Until now, at the time of the CAN network in use is very common but not compatible with RS-485 transceiver has basically disappeared, even though it is provided by themanufacturer. CiA is one of the first tasks of the provisions of CAN application layer. According to Philips Medical Systems (PMS) and Stzp provide content to rely on the assistance of the rest of CiA members, CAL - "CAN application layer" also known as the "Green Paper" was born. CAN application in the development of norms, CiA a major task for experts and other CAN CAN exchange of information between learners. Thus, since 1994, CiA CAN annual convening an international conference (iCC). Another theory is to draw on the LA V, an association of agricultural means of transport. Begin later in 1980, a vehicle based on CAN bus system of agriculture (LBS) to be worked out. But in the end work completed, the International Standardization Committee decided to solutions offered to support the US - J1939. It is also a CAN-based application of sub-agreement, by the SAE's Truck and Bus Association to develop. J1939 is a non-modular program, easy to learn, but very poor flexibility. From theory to practice, of course, produce an integrated CAN module 15 semiconductor device manufacturers mainly focus on the automotive industry.From mid-1990, Infineon and Motorola, the company's passenger car manufacturers in Europe have a large number of CAN controller. As the next wave, from the late 1990s, the Far East, semiconductor manufacturers have begun to offer CAN controllers. In 1994, NEC launched the legend in the CAN chip 72005, but this step too soon - the time, this device can not be put into use. Since 1992, Mercedes-Benz (Mercedes) started to use their advanced CAN bus technology. The first step by the use of electronic controllers to manage engine CAN; second step operation using the controller receives the signal people. This use of two physically separate CAN bus system, they connect through the gateway. Other bus companies have also come to learn in Stuttgart, in their passenger cars also use two sets of CAN bus system.Now, after V olvo, Saab, V olkswagen, BMW later, Renault and Fiat have also begun to use their vehicles CAN bus. Earlier in 1990, Ohio, mechanical engineering company engineers and Allen-Bradley Company, Honeywell micro switch started a joint venture project, the content is based on the CAN communication and control. However, soon after, a key member of the team left the joint venture terminated. But the Allen-Bradley Company and Honeywell to continue to engage in the work of their respective companies. This led to two high-level agreement: "Devicenet" and "Smart Distributed System (SDS)", and this two agreements in the lower layer is very similar to the communication layer. Earlier in 1994, Allen-Bradley DeviceNet specificationswill be handed over to an organization dedicated to promote DeviceNet "Open DeviceNet Vendor Association (ODV A)". And Honeywell were given up efforts in the SDS, making SDS more like Honeywell's internal solutions. DeviceNet tailored specifically for factory automation, therefore, making it similar to the Profibus-DP and Interbus agreement contender. If considered only from the plug and play functionality, DeviceNet has become the specific application in the field of leadership.In Europe, some companies try to use the CAL. Although the CAL in theory is correct, and can be put into application in industry, but each user must design a new sub-agreement, because CAL is a true application layer. CAL CAN can be seen as an application program necessary theoretical step, but it will not be promoting this area. Since 1993, the Esprit project ASPIC range, led by the European Association for Bosch developed a prototype, this developed into a CANopen. It is a CAL-based sub-protocol for internal network control product components. In theory, the Applied Science from the University of Reutlingen, Germany, Professor Dr. Gerhard Gruhler, and from Newcastle (UK) University Mohammed Farsi active participation of all is one one of the most successful activists. After completion of the project, CANopen specification CiA handed over to the organization, its maintenance and development. In 1995, CiA CANopen published a complete version of the communication sub-agreement; in just 5 years, it has become embedded in Europe's most important network standards. CANopen defines not only the application layer and communication sub-agreements for programmable systems, different device, interface, application sub-protocol defines the status page, which is the industry (such as: printers, maritime applications, medical systems) decided to use CANopen of an important reason. DeviceNet and CANopen, are located in two different markets the standard application layer protocol (EN 50325). DeviceNet for factory automation and control; CANopen is suitable for all mechanical embedded network. This has created two different application, therefore, necessary to define the application layer specification history (can be a lot of embedded systems specific exclusion).Although the CAN protocol CAN outlook has 15 years of history, but it is still in improving. Since 2000, a company formed by several mission organizations ISO defines a time-triggered CAN protocol packet transmission. Dr. Bernd Mueller, Thomas Fuehrer, Bosch company and the semiconductor industry experts, academic experts, this agreement is defined as "time-triggered communications, CAN (TTCAN)", plan for the future standard for the ISO11898-4. The CAN has beenexpansion of silicon to achieve, not only closed loop to support the time-triggered message transmission, but also realize CAN of x-by-wire applications. Because the CAN protocol has not changed, so, in the same physical layer, transmission time can be achieved not only triggered messages can also be achieved to trigger the message transmission event. CAN TTCAN will extend the lifetime of 5-10 years. Now, CAN in the global market is still at the starting point, when taken seriously, the one can expect a CAN bus system in the next 10-15 years, the development trend. It should be emphasized that the reality: Over the past few years, the United States and the Far East manufacturers will be in their serial production of automotive components using CAN. In addition, a large number of potential new applications (eg: entertainment) is present - not only for passenger cars, can also be used for family consumption. Meanwhile, the combined application of high-level protocol on the CAN special security system is solid growth in demand. BIA Professional Committee of Germany and the German safety standards authority TÜV has a number of CAN-based security system has been certified. CANopen-Safety is first obtained permission of the CAN BIA solutions, DeviceNet-Safety will immediately follow. Global Rating Association one of the leaders, Germanischer Lloyd is preparing to propose to CANopen firmware used in maritime transport. In other matters, the specification defined by the network automatically switches to convert the redundant CANopen bus system.CAN list of historical events：1983：Start of the Bosch internal project to develop an in-vehicle network1986：Official introduction of CAN protocol1987：First CAN controller chips from Intel and Philips Semiconductors1991：Bosch’s CAN specification 2.0 published1991：CAN Kingdom CAN-based higher-layer protocol introduced by Kvaser 1992：CAN in Automation international users and manufacturers group established1992：CAN Application Layer (CAL) protocol published by CiA1992：First cars from Mercedes-Benz used CAN network1993：ISO 11898 standard published1994：1st international CAN Conference (iCC) organized by CiA1994：Devicenet protocol introduction by Allen-Bradley1995：ISO 11898 amendment (extended frame format) published1995：CANopen protocol published by CiA2000：Development of the time-triggered communication protocol for CAN1986年2月，Robert Bosch 公司在SAE（汽车工程协会）大会上介绍了一种新型的串行总线——CAN控制器局域网,那是CAN诞生的时刻。