CAR AUTOMATION USING CAN

PROJECT BY
1. Sandeep T.M
2. Sachin.P
3. Vinod !"a#.J
$. Va#!n !"a#.S
A%&'#ac'
Based on requirements of modern vehicle, in-vehicle Controller Area
Network (CAN) architecture has been implemented. n order to reduce point
to point wirin! harness in vehicle automation, CAN is su!!ested as a means
for data communication within the vehicle environment. "he benefits of
CAN bus based network over traditional point to point schemes will offer
increased fle#ibilit$ and e#pandabilit$ for future technolo!$ insertions.
"he A%&' based desi!n and implementation of CAN Bus protot$pe for
vehicle automation. t focus on hardware and software desi!n of intelli!ent
node. "he software desi!n for CAN bus network are mainl$ the desi!n of
CAN bus data communication between nodes, and data processin! for
analo! si!nals. "he desi!n of software communication module includes
s$stem initiali(ation and CAN controller initiali(ation unit, messa!e sendin!
unit, messa!e receivin! unit and the interrupt service unit.
I. INTRO(UCTION
n toda$)s world, automation is needed in man$ s$stems which provide
better performance. *ar!e numbers of s$stems are full$ automated. +ehicle
s$stem is composed of automotive electrical architectures consist of a lar!e
number of electronic control units (,C-) carr$in! out a variet$ of control
functions. n vehicle s$stem we !enerall$ want !reater safet$, more comfort,
convenience, pollution control and less fuel consumption. A modern vehicle
ma$ have man$ electronic control units (,C-) for various subs$stems.
.ifferent such subs$stems are airba!s, antilock brakin!, en!ine control,
audio s$stems, windows, doors, mirror ad/ustment etc. 0ome of these
subs$stems form independent or dependent subs$stems. Communications
amon! dependent sub s$stems is essential.
"raditional electronic control s$stem can improve a vehicle d$namics,
econom$ and comfort. But some problems also have come up, such as the
bod$ wirin! comple#it$, space constraints and some reliabilit$ issues.
n order to solve these problems, the vehicle network technolo!$ has been
created. n-vehicle networkin! protocols must satisf$ requirements which
include, si!nificant reduction of wirin! harness, reducin! bod$
wei!ht and costs, improvin! the efficienc$ of fault dia!nosis, low
latenc$ times and confi!uration fle#ibilit$ and enhancin! the level
of intelli!ent control 123. 0ub-s$stems (,C-) require the e#chan!e
of particular performance and position information within defined
communication latenc$. "herefore the requirement for each ,C-
is to communicate via some kind of network technolo!$ such as
CAN (Controller Area Network) bus. At present, some vehicle
buses have been alread$ put into use, such as CAN bus, *N
(*ocal nterconnect Network) bus, 4le# ra$ bus etc. n the
proposed work CAN bus protocol is used for vehicle automation.
. 5+,% +,6 54 CAN 7%5"5C5*
Controller area network (CAN) provide hi!h reliabilit$ and !ood
real-time performance with ver$ low cost. .ue to this, CAN is
widel$ used in a wide ran!e of applications, such as in-vehicle
communication, automated manufacturin! and distributed process
control environments. CAN bus is a serial data communication
protocol invented b$ 8erman B50C9 Corporation in :;<=. CAN
is a network protocol which is desi!ned for the car industr$. 0ince
data communication in car often have man$ sensors transmittin!
small data packets, CAN supports data frames with si(es onl$ up to
< b$tes. &eanwhile, the < b$tes will not take the bus for a lon!
time, so it ensures real-time communication. CAN use a lar!e
amount of overhead, which combined with a :>-bit C%C makes
CAN ver$ secure and reliable.
CAN protocol use non-destructive bitwise arbitration process to
access shared resource. CAN protocol define a lo!ic bit ? as a
dominant bit and a lo!ic bit : as a recessive bit, each transmittin!
node monitors the bus state and compares the received bit with the
transmitted bit. f a dominant bit is received when a recessive bit is
transmitted then the node stops transmittin! (i.e. it lost arbitration).
Arbitration is performed durin! the transmission of the identifier
field. "here are two messa!e formats@ Base frame format with ::
identifier bits and ,#tended frame format with A; identifier .
)i*!#e 1. CAN (a'a )#a"e
A. Hierarchical structure of CAN BUS
Architecture of CAN protocol based on 50 reference model is as
shown in fi!ure A.A. CAN protocol contain onl$ three la$ers,
ph$sical la$er, data link la$er and application la$er. Application
la$er has different protocols such as 0A, B:;=;, CAN open,
.evice Net, etc.
)i*!#e II. +ie#a#chica, &'#!c'!#e o- CAN BUS
B. )EATURES O) CAN CONTRO..ER
:. &essa!e transmission
A. 7rioriti(ation of messa!e
=. Arbitration
2. &ultimaster (C0&ACC.DA&. method)
>. 0$stem fle#ibilit$
E. Communication speed
'. ,rror detection, error notification and error recover$ function.
<. 4ault confiment.
;. &ulticast.
:?. .ata consistenc$.
U&e o- 'he CAN ne'/o#0 in 1ehic,e&
"here are four main applications for serial communication in
vehicles, each havin! different requirements and ob/ectives.
Networkin! controllers for en!ine timin!, transmission,
chassis and brakes. "he data rates are in the ran!e - t$pical of
real-time s$stems of A?? kbitCs to : &bitCs.
Networkin! components of chassis electronics and
electronics which make the vehicle more comfortable.
,#amples of such multiple# applications are li!htin! control,
air-conditionin!, and central lockin! and seat and mirror
ad/ustment. 7articular importance has to be attached here to
the cost of the components and wirin! requirements. "$pical
data rates are around >? kbitCs.
n the near future, serial communication will also be used in
the field of mobile communication in order to link
components such as car radios, car telephones, navi!ation
aids etc. to a central, er!onomicall$ desi!ned control panel.
"he functions defined in the 7rometheus pro/ect, such as
vehicle-to-vehicle and vehicle-to-infrastructure
communication will depend to a lar!e e#tent on serial
communication.
At present, CAN is used for the first three applications, but
for dia!nosis the preferred solution is an interface accordin!
to 05 ;:2:.
+o/ 'he CAN ne'/o#0 -!nc'ion&
P#incip,e& o- da'a e2chan*e.
6hen data are transmitted b$ CAN, no stations are
addressed, but instead, the content of the messa!e (e.!. rpm
or en!ine temperature) is desi!nated b$ an identifier that is
unique throu!hout the network. "he identifier defines not
onl$ the content but also the priorit$ of the messa!e. "his is
important for bus allocation when several stations are
competin! for bus access.
f the C7- of a !iven station wishes to send a messa!e to
one or more stations, it passes the data to be transmitted
and their identifiers to the assi!ned CAN chip (F&ake
read$F). "his is all the C7- has to do to initiate data
e#chan!e. "he messa!e is constructed and transmitted b$
the CAN chip. As soon as the CAN chip receives the bus
allocation (F0end &essa!eF) all other stations on the CAN
network become receivers of this messa!e (F%eceive
&essa!eF). ,ach station in the CAN network, havin!
received the messa!e correctl$, performs an acceptance test
to determine whether the data received are relevant for that
station (F0electF). f the data are of si!nificance for the
station concerned the$ are processed (FAcceptF), otherwise
the$ are i!nored.
A hi!h de!ree of s$stem and confi!uration fle#ibilit$ is
achieved as a result of the content-oriented addressin!
scheme. t is ver$ eas$ to add stations to the e#istin! CAN
network without makin! an$ hardware or software
modifications to the e#istin! stations, provided that the new
stations are purel$ receivers. Because the data transmission
protocol does not require ph$sical destination addresses for
the individual components, it supports the concept of
modular electronics and also permits multiple reception
(broadcast, multicast) and the s$nchroni(ation of
distributed processes@ measurements needed as information
b$ several controllers can be transmitted via the network, in
such a wa$ that it is unnecessar$ for each controller to have
its own sensor.
1. Broadcast transmission and acceptance filtering by
CAN nodes
2. Principle of nondestructi!e bit"ise arbitration
Non3de&'#!c'i1e %i'/i&e a#%i'#a'ion4
4or the data to be processed in real time the$ must be
transmitted rapidl$. "his not onl$ requires a ph$sical data
transfer path with up to : &bitCs but also calls for rapid bus
allocation when several stations wish to send messa!es
simultaneousl$.
n real-time processin! the ur!enc$ of messa!es to be
e#chan!ed over the network can differ !reatl$@ a rapidl$
chan!in! dimension (e.!. en!ine load) has to be transmitted
more frequentl$ and therefore with fewer dela$s than other
dimensions (e.!. en!ine temperature) which chan!e relativel$
slowl$. "he priorit$ at which a messa!e is transmitted compared
with another less ur!ent messa!e is specified b$ the identifier of
the messa!e concerned. "he priorities are laid down durin!
s$stem desi!n in the form of correspondin! binar$ values and
cannot be chan!ed d$namicall$. "he identifier with the lowest
binar$ number has the hi!hest priorit$.
Bus access conflicts are resolved b$ bitwise arbitration on the
identifiers involved b$ each station observin! the bus level bit
for bit. n accordance with the Gwired andF mechanism, b$
which the dominant state (lo!ical ?) overwrites the recessive
state (lo!ical :), the competition for bus allocation is lost b$ all
those stations with recessive transmission and dominant
observation. All HlosersF automaticall$ become receivers of the
messa!e with the hi!hest priorit$ and do not reattempt
transmission until the bus is available a!ain.
CONC.USION
%eal-time, reliabilit$ and fle#ibilit$, all these characteristics make
CAN B-0 an indispensable network communication technolo!$
applied in automobile network communication field. n this
pro/ect, the CAN-bus based communication s$stem for vehicle
automation is desi!ned. 0oftware s$stem and hardware s$stem are
easil$ to be e#panded and up!raded.