VEHICLE INFOTRONICS

Roushan Kumar Singh

Assistant Professor
Substance Abuse and YOU
• It is NOT cool.
• It is NOT macho.
• It is NOT EVEN
healthy.
It spoils your Image and Relationships
on :
– Personal front
– Professional front
– Social front

Make a sensible choice.

 Concept of Vehicle Infotronics
Vehicle infotronics recognizes the increasing
content of IT, electronics and communications
in vehicles.
Goal to develop electronic components and
software such as instrument cluster
applications, cockpit electronics and various
control units for all commercial vehicles and
passenger cars.
 Cont..

1) Stringent Emission Norms (BS III, IV)

2) Stiff Competition
3) Compulsory safety Norms
4) Desire for Extra features
5) Growing markets
 OBD status in India & Europe

8/25/2 © KPIT Technologies

6
019 Limited
 Application
1) Drive By wire
2) Electronic Ignition System
3) Electronic Injection system
4) Radio Communication (3 kHz to 300 GHz)
5) Adaptive Cruise control System
6) Start Stop features
7) Braking Systems
8) Active suspension system
9) VVT controlled Engine
10) HCCI Engine
11) ISG
12) Communication Protocol ( CAN, LIN, FLEXREY, MOST)
13) GPS & Infotainment System
Automotive Electronics Today…

9
Sensors and Actuators
 Solenoid Valve

A- Input side
B- Diaphragm
C- Pressure
chamber
D- Pressure
relief conduit
E- Solenoid
F- Output side
Physical Arrangement
Electronics Injectors
 Web and Automotive
Electronics and software represent a substantial
and increasing part of a car's cost. How can
automakers and their OEM's keep control of
the costs while satisfying demands for
differentiation, and fulfilling user demands for
up to date applications and services that work
seamlessly across all of the devices they own?
An increasing number of people believe that
HTML5 and open Web standards will be an
important part of the solution.
 Applications
This is a sampling of some of the applications we may expect
more:
• Media player for local and streamed media
• News and weather -- local, national, international, sports,
business, arts, ...
• SatNav with live traffic data and parking information
• Location based search and advertising
• Games -- for passengers
• Social network apps -- tweets, posts, photos, location, ...
• Mobile office apps -- contacts, email, phone, to-do lists,
calendar, ...
• Custom enterprise apps
• Car status -- fuel efficiency, servicing info, ...
Web-enabled Vs Web Based Systems
 Web-based systems
Web-based system generally it a term that usually is used to
refer to software that lives on a web server and you access
the software over the internet, thru your browser. If your
internet connection goes down, you can't connect to the
service or use the software. Also, your data lives on the
server. Sometimes this is a good thing - if they have automatic
backups then your data is more secure than if you have it
locally and you don't back it up. On the other hand, you are
100% at the mercy of the other company - if they fold up shop
there goes all your data. I tend to advise people to avoid using
a service like this unless there is a way to regularly get a
backup copy of the server data so that you also have a copy
on your local computer system.
 Web-enabled systems
• Web-enabled software generally means the software is
designed to work "with" some web application, but
that the software doesn't need an internet connection
to work. All the data would be kept locally unless/until
you upload it to another server. You need to have a
good backup system.

Example : GPS, ISDN, Road Map etc

Read more: Web-Based vs Web-Enabled - JustAnswer
http://www.justanswer.com/computer/0odjw-web-
based-vs-web-enabled.html#ixzz2JLRv6h12
 Benefits of Web based Technology
• Easy to Install: Web-based applications are
installed centrally on a single server. In an
enterprise environment, this means saving
tens of thousands of dollars because there is no
need to visit each user PC to install the software.
• Easier On-going Maintenance: New releases of
the software are installed at a central server,
eliminating the need to update each
workstation. This significantly reduces the on-
going maintenance costs.
 Cont..
• Reduced Training Costs: End users are already familiar
with their browser and its
functionality. This provides a familiar starting point for
the end user making it easier for them to adapt to a
web-based system.
• Lower Database Licensing Cost: A web-based product
changes the database licensing cost from a per-seat
model to a concurrent user model. This results in
decreased deployment costs ranging from 25 to 75
percent. This will result in a savings of several
thousands of dollars in an enterprise environment.
Emerging In-Vehicle Networks
 Introduction
• In-vehicle networks
– Connect the vehicle's electronic equipments
– Facilitate the sharing of information and resources
among the distributed applications
– These control and communications networks are
based on serial protocols, replacing wire
harnesses with in-vehicle networks
– Change the point-to-point wiring of centralized
ECUs to the in-vehicle networking of distributed
ECUs
 Introduction
• Aims of In-Vehicle Network
– Open Standard
– Ease to Use
– Cost Reduction
– Improved Quality
 Introduction
• Benefits of In-Vehicle Network
– More reliable cars
– More functionality at lower price
– Standardization of interfaces and components
– Faster introduction of new technologies
– Functional Extendibility
 Introduction
– Decreasing wiring harness weight and complexity
– Electronic Control Units are shrinking and are
directly applied to actuators and sensors
 Introduction

modern automobile’s networks

Buses Speed Origin
D2B(5Mbit/s, electrical or optical mainly for digital audio) High Auto
MOST(22.5Mbit/s, audio, video,control) High Auto
FlexRay(10Mbit/s, x-by-wire, safety-critical control) High Auto
Byteflight(10Mbit/s, constant latencies, airbag, sear-belt) High Auto
TTP(5~25Mbit/s, real-time distributed/fault-tolerant apps) High Auto
Bluetooth(10Mbits/s, wireless for infotainment equipments) High Consumer
CAN(50-1000kbit/s control only) Low Auto
J1850(10.4kbit/s and 41.6kbit/s, control) Low Auto
LIN(20kbps, control) Low Auto
Roadmap of in-vehicle networks

optics bus
Roadmap of in-vehicle networks

source: www.lin-subbus.org
Protocol Comparison
 Protocol Comparison
• Class A (<20 kbit/s) : LIN, CAN
• Class B (50-500 kbit/s) : CAN, J1850
• MMedia (> 20 Mbit/s) : MOST, Firewire
• Wireless : GSM, Bluetooth
• Safety : Byteflight, TTP/C, Flexray
 Overview of In-Vehicle Networks
• D2B (Domestic Data Bus )
– Matsushita and Philips jointly developed
– Has promoted since 1992
– D2B was designed for audio-video
communications, computer peripherals, and
automotive media applications
• The Mercedes-Benz S-class vehicle uses the D2B optical
bus to network the car radio, autopilot and CD systems
• The Tele-Aid connection, cellular phone, and
Linguatronic voice-recognition application
 Overview of In-Vehicle Networks
• Media-Oriented Systems Transport (MOST)
– It was initiated in 1997
– Supports both time-triggered and event-triggered
traffic with predictable frame transmission at
speeds of 25Mbps
– Using plastic optic fiber as communication
medium
 Overview of In-Vehicle Networks
– The interconnection of telematics and
infotainment such as video displays, GPS
navigation systems, active speaker and digital
radio
– More than 50 firms—including Audi, BMW,
Daimler-Chrysler, Becker Automotive, and Oasis
Silicon Systems—developed the protocol under
the MOST Cooperative
 Overview of In-Vehicle Networks
• Time-triggered protocol (TTP)
– It was released in 1998
– It is a pure time-triggered TDMA protocol
– Frames are sent at speeds of 5-25Mbps depending
on the physical medium
– Designed for real-time distributed systems that
are hard and fault tolerant
– It is going on to reach speeds of 1Gbps using an
Ethernet based star architecture
 Overview of In-Vehicle Networks
• FlexRay
– FlexRay is a fault-tolerant protocol designed for
high-data-rate, advanced-control applications,
such as X-by-wire systems (high-speed safety-
critical automotive systems)
– Provides both time-triggered and event-triggered
message transmission
– Messages are sent at 10Mbps
 Overview of In-Vehicle Networks
– Both electrical and optical solutions are adopted
for the physical layer
– The ECUs are interconnected using either a
passive bus topology or an active star topology
– FlexRay complements CAN and LIN being suitable
for both powertrain systems and XBW systems
 Overview of In-Vehicle Networks
• Byteflight
– Developed from 1996 by BMW
– A flexible time-division multiple access (TDMA)
protocol using a star topology for safety-related
applications
– Messages are sent in frames at 10Mbps support
for event-triggered message transmission
 Overview of In-Vehicle Networks
– Guarantees deterministic (constant) latencies for a
bounded number of high priority real-time
message
– The physical medium used is plastic optical fiber
– Byteflight can be used with devices such as air
bags and sear-belt tensioners
– Byteflight is a very high performance network with
many of the features necessary for X-by-wire
 Overview of In-Vehicle Networks
• Bluetooth
– An open specification for an inexpensive, short-
range (10-100 meters), low power, miniature radio
network.
– Easy and instantaneous connections between
Bluetooth-enabled devices without the need for
cables
• vehicular uses for Bluetooth include hands-free phone
sets; portable DVD, CD, and MP3 drives; diagnostic
equipment; and handheld computers
 Overview of In-Vehicle Networks
• Controller area network (CAN)
– Was initiated in 1981 and developed by Bosch
developed the controller
– Message frames are transmitted in an event-
triggered fashion
– Up to 1Mbps transmission speed
– It is a robust, cost-effective general control
network, but certain niche applications demand
more specialized control networks.
 Overview of In-Vehicle Networks
• The SAE J1850 Standard
– supports two main alternatives, a 41.6 kbps PWM
approach (dual wires), and a 10.4kbps VPW (single
wire) approach.
 Overview of In-Vehicle Networks
• Local interconnect network (LIN)
– A master-slave, time-triggered protocol
– As a low-speed (20kbps), single-wire
– LIN is meant to link to relatively higher-speed
networks like CAN
– LIN reveals the security of serial networks in cars
 Overview of In-Vehicle Networks
– network is used in on-off devices such as car seats,
door locks, sunroofs, rain sensors, and door
mirrors
Future Needs for Networking

Environment Driver Interface Steering

Detection Systems
Systems

Rapidly Increasing Number

of Future Automotive Functions

Telematics Powertrain Braking Systems

Interconnections in the Vehicle
 Functional Applications

Multimedia
Data Rate
X-by-wire

Consumer Powertrain and

Interface Vehicle Dynamics
Safety Bus
Infotainment-
Control Body
Electronics

Sub-Bus

Safety/Reliability
Strategic Technical Considerations

MOST

FlexRay Telematics Applications

Requirements

1 Mbits/s

CAN
20 Kbits/s

LIN

Close-loop Control Systems

Thank you for your attention!
LIN protocol description
 Automotive Body Network Mirror

Lock Lock
Window Lift
Universal Light
CAN Light

Seat
Htng
Instruments
Htng Wiper
Power Train Central WHtg
ITS Body Ctrl Roof Interior
Light
Htng Trunk
Climate
x6
Seat
Light Seat
Htng
St-Wheel Panel CAN

Universal Motor
Lock Lock
1 backbone, 13 nodes
8 subnets, 1-8 local nodes Sub-Bus Universal Panel
52 nodes total
Mirror

LIN Sub Bus

W. Specks, H.-C. Wense
 Typical LIN Applications

Roof: Steering Wheel:

(very many controls are going to be
(high amount of wiring)
positioned on the steering wheel)
Rain Sensor, Light Sensor, Cruise Control, Wiper,
Light Control, Sun Roof Turning Light, …
… Optional: Climate Control,
(Rain Sensor needs to be
Radio, Telephone, etc.
interrogated every 10-20ms)

Seat:
many Seat Position Motors,
Occupancy Sensor,
Control Panel
•Door/window/seat:
Mirror,Central ECU,
Mirror, Switch, Window Climate:
Lift, many Small Motors
Seat Control Switch, Control Panel
Door Lock, etc.
 MUX Standards (Costs and Speeds)

25.6M D2B, MOST

token ring
optical bus
Byteflight
optical bus
2M
TTx (in definition)
Speed [bit/s]

time triggered
fault tol, dependable
2x2 wire
1M
CAN-C
event triggered
dual wire
125K
CAN-B
event triggered
fault tolerant
dual wire
20K
LIN
master-slave
single wire bus
no quartz

1 2 4.5 10
incremental cost per node [$]
 LIN Consortium

Consortium formed in 1998.

Five Car manufacturers
ONE Semiconductor Supplier (Motorola)
BMW
One tool Supplier (VCT)

Specification finalised on 02/02/00

Official Launch at SAE March ‘00 Daimler- LIN Volvo
Open Specification. Chrysler Spec

Motorola Ready to support LIN with extensive

device families and new parts already in the VW
AUDI
discussion/ spec finalization loop.
VCT
First dedicated LIN part available Q3 00
 LIN Standard - Overview
ECU Tools
(LIN relevant
functions only)

LIN Conformance Test Specification

Operating System

Application LIN Recommended Use of Messages and Identifiers

Software
Level Signal Database
LIN API Specification Manager (SDM/L)

Network Configuration
Communication Manager LIN Config. Language
Generator (LCFG)

LIN Protocol Specification LIN Config Language

Bus Analyzer
Hardware Bus Transceiver
(LINSpector)
Level
LIN Physical Layer Spec. LIN Physical Layer Spec.

Vehicle Network
 Hierarchical Network
Structure
Flat Network

Hierarchical Network

• Subnets are necessary to reduce Busload on main Bus

• Solution examples:
•CAN
+Automotive Standard Bus
+Compatible with Main Bus
-Expensive (Die Size/ Dual Wire)
•Serial Sub Bus
- no standard Bus System
- not compatible with Main Bus
+ inexpensive
+ SCI-Based: Interface exists even on cheap devices
+ Interface can easily be reconstructed by ASIC or CPLD
+ Protocol can be done in Software
 Sub-Network: LIN vs. CAN

ECU & Gateway

Satellite 1 Satellite 2 Satellite 3 Satellite 4

CAN 5V CAN SCI SCI SCI SCI

phys LIN phys IF LIN phys IF LIN phys IF LIN phys IF
IF SCI
LIN phys IF
LIN

ECU & Gateway Satellite 1 Satellite 2 Satellite 3 Satellite 4

5V CAN 5V CAN 5V CAN 5V CAN 5V CAN

CAN phys IF CAN phys IF CAN phys IF CAN phys IF CAN phys IF

Dual Wire CAN

Cost Factors: CAN Module Dual Wire Interface
Crystal 5V supply for bus
2nd Wire / Connector
 SubNets
• Necessary to reduce Busload on main Bus
• Solutions
– CAN
+ Automotive Standard Bus
+ Compatible with Main Bus
- Expensive (Die Size/ Dual Wire)
- Serial Sub Bus
- no standard Bus System
- not compatible with Main Bus
+ inexpensive
+ SCI-Based: Interface exists even on cheap devices
+ Interface can easily be reconstructed by ASIC or CPLD
 Sub Bus Concept
• Basic Requirements:
• Satisfy Need for a Standard for Sub Busses
• Cost driven: The solution must be cheaper than CAN
• Reliability: Same Level as CAN expected
• Long Term Solution
• Logical Extension to CAN
• Scalable: Capability to extend Systems with additional nodes
• Lowering Cost of Satellite nodes:
– No Crystal or Resonator
– Easy implementation
– Simple State Machines
• Low Reaction Time (100 ms max)
• Predictable Worst Case Timing
 LIN Concept
• Technical Solution
– Low cost single-wire implementation (enhanced ISO 9141)
– Speed up to 20Kbit/s (limited for EMI-reasons)
– Single Master / Multiple Slave Concept
 No arbitration necessary
– Low cost silicon implementation based on common UART/SCI
interface hardware
 Almost any Microcontroller has necessary hardware on chip
– Self synchronization without crystal or ceramics resonator in the
slave nodes
 Significant cost reduction of hardware platform
– Guaranteed latency times for signal transmission
(Predictability)
 Master / Slave Protocol

• Master Task
– Determines order and priority of messages.
– Monitors Data and check byte and controls the error handler.
– Serves as a reference with its clock base (stable clock necessary)
– Receives Wake- Up Break from slave nodes

• Slave Task
– Is one of 2-16 members on the bus
– Receives or transmits data when an appropriate ID is sent by the master.
– The node serving as a master can be slave, too!
 Master / Slave Protocol
• Master
– has control over the whole Bus and Protocol
The master controls which message at what time is to be transferred over the
bus. It also does the error handling.
To accomplish this the master
• sends Sync Break
• sends Sync Byte
• sends ID-Field
• monitors Data Bytes and Check Byte, and evaluates them on consistance
• receives WakeUp Break from slave nodes when the bus is inactive and
they request some action.
• serves as a reference with it’s clock base (stable clock necessary)
 Master/Slave Protocol
• Slave
– Is one of 2-16 Members on the Bus and receives or transmits Data when an
appropriate ID is sent by the master.
• Slave snoops for ID.
• According to ID, slave determines what to do.
– either receive data
– or transmit data
– or do nothing.
• When transmitting the slave
– sends 1, 2, 4, or 8 Data Bytes
– sends Check-Byte
• The node serving as a master can be slave, too!
 LIN protocol offers message timing predictability

Time Triggered Approach

• Message Length is known
– Number of transmitted data bytes is known
minimum length can be calculated
– Each Message has length budget of 140% of it’s minimum length
maximum allowed length is known
distance between beginning of two messages
 Data Transmission
master control unit
polling slave control unit slave control unit

master task
slave task slave task slave task

inter-frame
13 bit synch identifier
spacing field field next synch
Next 13 field
bit break
Break
$55
Master Task
time
2 byte 1 byte
response
spacing data block parity

Slave Task
time
 Further information

- Consortium
http://www.lin-subbus.org
 LIN Development Flow
Database
Manager Database

LIN User provided

Configuration Information
Description File (Target-Hardware-
Information)

LIN
Configuration
Tool
LIN API
LIN LIN
Bus-Analyzer LIN Application
Bus-Emulator ECU Application
& Configuration
Code
Code

LIN-Bus
Compiler / Linker

Target
ECU ECU ECU Image
LIN Configuration Description File
• Includes all essential information of network signals, latency periods,
cycle times, nodes affected
• Input file serves as a development interface for a node
• LIN Application Generator
– LIN-Emulator
– LIN Analyser
 The Workflow
• Data Input
– Definition of objects
– Definition of relations between the objects

• Data Processing
– Signal Packing (Frame Editor/Frame Compiler)
– Timing Analysis

• Data Output
– Configuration file generation
– Various optional customer-defined post-operations
Introduction to
CANBUS

70
Before CAN

71
 With CAN
The solution to this problem was the connection of the control systems via a
serial bus system. This bus had to fulfill some special requirements due to its
usage in a vehicle. With the use of CAN, point-to-point wiring is replaced by
one serial bus connecting all control systems. This is accomplished by adding
some CAN-specific hardware to each control unit that provides the "rules" or
the protocol for transmitting and receiving information via the bus.

72
 The CAN bus

• CAN is a broadcast type of bus.

– This means that all nodes can "hear" all transmissions. There is
no way to send a message to just a specific node; all nodes will
invariably pick up all traffic. The CAN hardware, however,
provides local filtering so that each node may react only on the
“interesting” messages.
73
Basic Configuration

74
 Presentation Goals
1. CANBUS Introduction
 What is CANBUS?
 Who uses CANBUS?
 CANBUS history
 CANBUS timeline
2. CANBUS Characteristics
 OSI Model
 Physical Layer
 Transmission Characteristics
3. Message Oriented Communication
4. Message Format
5. Bus Arbitration

75
 What is CANBUS?
CANBUS or CAN bus – Controller Area Network bus

An automotive serial bus system developed to satisfy

the following requirements:
 Network multiple microcontrollers with 1 pair of wires.

 Allow microcontrollers communicate with each other.

 High speed, real-time communication.

 Provide noise immunity in an electrically noisy environment.

 Low cost

76
 Who uses CANBUS?
• Designed specifically for automotive applications
• Today - industrial automation / medical equipment

CANBUS Market Distribution

100%

90%

80%

70%

60%

50%

40%

30%

20%

10%

0%
Automotive Medical / Industrial

Markets
77
 CANBUS History

• First idea - The idea of CAN was first conceived by engineers

at Robert Bosch Gmbh in Germany in the early 1980s.
• Early focus - develop a communication system between a
number of ECUs (electronic control units).
• New standard - none of the communication protocols at that
time met the specific requirements for speed and reliability so
the engineers developed their own standard.

78
 CANBUS Timeline

• 1983 : First CANBUS project at Bosch

• 1986 : CAN protocol introduced
• 1987 : First CAN controller chips sold
• 1991 : CAN 2.0A specification published
• 1992 : Mercedes-Benz used CAN network
• 1993 : ISO 11898 standard
• 1995 : ISO 11898 amendment
• Present : The majority of vehicles use CAN bus.

79
 CANBUS and the OSI Model
• CAN is a closed network
– – no need for security, sessions or logins.
– - no user interface requirements.
• Physical and Data Link layers in silicon.

80
 CANBUS Physical Layer
 Physical medium – two wires terminated at both ends by resistors.
 Differential signal - better noise immunity.
 Benefits:
 Reduced weight, Reduced cost

 Fewer wires = Increased reliability

Conventional multi-wire looms CAN bus network

vs.

http://canbuskit.com/what.php

81
 What is CAN ?
• Controller – Area – Network
• Developed in 1983 by Robert Bosch
– To solve the networking issues in automotive

• Main Benefits
– Economical
– Reliable
– Real Time response
– Scalable

• Standards
– CAN 2.0A (ISO11519)
– Can 2.0B(ISO11898)

82
 CAN-Leading Choice for Embedded
Networking
• The main Reasons are
– Economical
• Low Wiring Cost
• Low Hardware Cost
– Reliability
• Error Free Communication
• Immune to EMI/EMS
– Availability
• Several 8/16/32 bit MCU available in the market
• Standard development tools
– Scalability
83
 Features and Benefits of CAN

• Multiple Master Hierarchy  Redundant Intelligent Systems

• 1 Mbps of Data transfer rate  Real Time Response

• 0-8 Bytes of User Data  Simplifies design requirements

• Unique mail box Identifiers  Flexibility in System Design

• Acceptance Filtering by nodes  Arbitration & Prioritization

• Provides Error Detection  Ensures high Reliability

• Fault Confinement measures  Keeps the traffic undisturbed

• Auto re-transmit if corrupted  Accurate communication link

84
 CAN and the 7-layer
ISA/OSI Reference Model
model
7. Application Layer

6. Presentation Layer
Partially
implemented by
5. Session Layer
higher-level CAN
4. Transport Layer protocols
(CANOpen)
3. Network Layer

Standard CAN
2. Data Link Layer
implementation Managed in
1. Physical Layer Hardware.
Dramatic Real-time
advantage to
System Design
85
 Data Flow in CAN
Node Configured to Node not Configured to
Transmitting Node receive identifier receive identifier
MCU Firmware MCU Firmware MCU Firmware
Identifier [id_n] Identifier [id_n]
Data [values_x] Data [values_x]

Tx Mail Box [id_n] Rx Mail Box [id_c] Rx Mail Box [id_d]

Data [values_x] Rx Mail Box [id_b] Rx Mail Box [id_b]
Rx Mail Box [id_c] Rx Mail Box [id_n] Rx Mail Box [id_c]

Rx Mail Box [id_b] Data [values_x] Rx Mail Box [id_a]

CAN Peripheral CAN Peripheral CAN Peripheral

CAN Transceiver CAN Transceiver CAN Transceiver

Data Frame is broadcast to the bus [ id_n][value_x]

86
 Data Frame
Rem Req

ID extend
S Identifier Control Data C A E
O (Bytes) R C O
F C K F

1 11/29 1 1 4 0-8 bytes 15 1 7+

 Start of Frame – 1-bit
 Arbitration Field – 11-bits/29-bits
 Control Field – 6 bits (2 reserved, 4 representing number of
Data Field bytes)
 Data Field – 0 to 8 BYTES
 CRC – 15-bits
 ACK Field – 1-bit/variable
 End of Frame – 7-bits (recessive)

87
 Message Format
• Each message has an ID, Data and overhead.
• Data –8 bytes max
• Overhead – start, end, CRC, ACK

88
 Transmission Characteristics
 Up to 1 Mbit/sec.
 Common baud rates: 1 MHz, 500 KHz and 125 KHz
 All nodes – same baud rate
 Max length:120’ to 15000’ (rate dependent)

© esd electronics, Inc. • 525 Bernardston Road • Greenfield, MA 01301 89

 Message Oriented Transmission Protocol
• Each node – receiver & transmitter
• A sender of information transmits to all devices on the bus
• All nodes read message, then decide if it is relevant to them
• All nodes verify reception was error-free
• All nodes acknowledge reception

CAN bus © 2005 Microchip Technology Incorporated. All Rights Reserved.

90
Example of Message Transaction

91
 Bus Arbitration
• Arbitration – needed when multiple nodes try to transmit at the same time
• Only one transmitter is allowed to transmit at a time.
• A node waits for bus to become idle
• Nodes with more important messages continue transmitting

© 2005 Microchip Technology Incorporated. All Rights Reserved.

CAN bus

92
 Bus Arbitration
• Message importance is encoded in message ID.
Lower value = More important
• As a node transmits each bit, it verifies that it sees the same bit
value on the bus that it transmitted.
• A “0” on the bus wins over a “1” on the bus.
• Losing node stops transmitting, winner continues.

93
 Summary

• CAN bus – Controller Area Network bus

• Primarily used for building ECU networks in
automotive applications.
• Two wires
• OSI - Physical and Data link layers
• Differential signal - noise immunity
• 1Mbit/s, 120’
• Messages contain up to 8 bytes of data

94
 Bus arbitration
A “0” (low voltage) on the bus by 1 node wins over a
“1” (high voltage) on the bus.

95
Bus Arbitration Flowchart

96
Introduction of FlexRay

97 of 41
 Summary
• General Background
• Performance Analysis of FlexRay-based ECU Networks
– Motivations
– Basic framework
– Modeling FlexRay
– Case Study
– Conclusion

• FlexRay Schedule Optimization of the Static Segment

– Background & Introduction
– Motivation
– Problem definition
– Methodology
– Experimental Results
– Conclusion
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 General Background
• What is FlexRay?
A next generation automotive network communications protocol.
 When was it released?
First public release(Version 2.0) on Jun 2004.
The latest version 3.0.1 was released on Oct 2010.
 Why uses FlexRay?
1. High bandwidth
2. Flexibility
3. Fault-tolerance
4. Reliability

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 General Background
FlexRay Controller Area Network(CAN)
• 10Mbps x 2 bandwidth • Bandwidth up to 1Mbps
• Time-triggered for real-time • Contention resolved by
transmission priority.
• Event-triggered for low- • Asynchronous
priority data • Acknowledgment and
• Synchronous retransmission when
• Deterministic system design message is corrupted

100 of 41
 General Background
• Who developed FlexRay?

 Where used FlexRay?

BMW X5 on 2006, BMW 5-Series, BMW 7-Series
Audi A8, Bentley Mulsanne, Rolls-Royce Ghost

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 General Background
• How does it work?
– Dual channel - scalable system fault-
tolerance
– Bus Guardian
– Interconnect topologies: centralized or
bus

102 of 41
 General Background
• Macrotick- the node’s own internal clock or
timer.
• Microtick- a cluster wide synchronized clock.
• NIT is stand for Network Idle Time which time
corrections.

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 Motivation
• In a high-end car there are up to 70 electronic control
units (ECUs) exchanging up to 2500 signals.
• Commonly used protocols include CAN, local
interconnection network(LIN).
• Previous implementations of FlexRay using only static
segment, with the dynamic segment being unutilized.
• Dynamic part of protocol is more complex.
• The potential messages for dynamic segment is more
irregular.
• Techniques for analyzing the static segment are
known(TDMA scheme).

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FlexRay Communication cycles
• The first cycle T1, T3,T5, T6, and T7 have
messages to send.
• The Second cycle T2 have messages to send.

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Difficulties in Modeling FlexRay
• A message cannot straddle two
communication cycles.
• Once a task misses in the dynamic segment,
it will wait till the next cycle.
• A task can send at most one message in
each dynamic segment, where the
maximum length of the message can be
equal to the length of the dynamic segment.
• One minislot is consumed from the available
service when a task is not ready to transfer
a message.

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 Modeling FlexRay
• Step 1: Extract k1 minislots
of service during each
communication cycle from l .
• Step 2: Discretize the service
bound obtained from step 1.
• Step 3: The resulting service
bound is shifted by d time
units.
• Step 4:A minislot is lost even
when a task does not
transmit any message.

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 Modeling FlexRay
• The service available to the lower priority
tasks (i.e. T2 …)is made up of two components
– The service that was unavailable to T1.
– The service that was unutilized by T1.
• The procedure is remaining for the rest tasks.

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 Case Study
• Adaptive Cruise Control application.
• Implemented framework using Matlab as a front-end.
• Using Java to handle all the function transformation.

m1 m2 m3 m4

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Results

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 Conclusion
• Present a compositional performance
model for a network of ECUs
communicating via FlexRay bus.
• Formal model of the protocol governing the
dynamic segment of FlexRay.
• The framework can also be used for
deriving the parameters of the FlexRay
protocol.
• Help in resource dimensioning and
determining optimal scheduling policies for
multitasking ECUs.

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 Drive By Wire
• Drive-by-wire, DbW, by-wire, or x-by-wire
technology in the automotive industry replaces the
traditional mechanical control systems with
electronic control systems using electromechanical
actuators and human-machine interfaces such as
pedal and steering feel emulators. Hence, the
traditional components such as the steering
column, intermediate shafts, pumps, hoses, belts,
coolers and vacuum servos and master cylinders are
eliminated from the vehicle. Examples include
electronic throttle control , steer by wire and brake-
by-wire.
 Why Drive by Wire
Through the use of electronics and software in drive by
wire systems we can offer our customers new functions
and improved attributes:
– Fuel economy
– Ride and handling
– Driveability
– Interaction with the environment and
vehicle surroundings

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 Drive by Wire Considerations

• What value or enhancement does the system provide to the

customer?

• How does the customer interact with the system?

• How do we manage the added system complexity?

• These new systems must be safe and reliable

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 Advantages
• Safety can be improved by providing computer
controlled intervention of vehicle controls with
systems such as Electronic Stability Control (ESC),
adaptive cruise control and Lane Assist Systems.
• Ergonomics can be improved by the amount of
force and range of movement required by the
driver and by greater flexibility in the location of
controls. This flexibility also significantly expands
the number of options for the vehicle's design.
• Parking can be made easier with reduced lock-to-
lock steering wheel travel
 Disadvantages
• The cost of DbW systems is often greater than
conventional systems. The extra costs stem
from greater complexity, development costs
and the redundant elements needed to make
the system safe. Failures in the control system
could theoretically cause a runaway vehicle
Electronic Throttle Control (Drive By
Wire or Fly By Wire)
 Throttle pedal sensor

Potentiometer type
accelerator pedal
sensor , the heart of
this sensor is the
potentiometer across
which a voltage is
developed which is
function of accelerator
pedal setting.
Servo Mechanism
Block Diagram of ETC
 There are several reasons why electronic
throttle actuation is preferable to a conventional
throttle cable:
• The vehicle’s on board electronic systems are able to
control all of the engine’s operation with the exception of
the amount of incoming air.
• The use of throttle actuation ensures that the engine only
receives the correct amount of throttle opening for any
give situation
• The optimisation of the air supply will also ensure that
harmful exhaust emissions are kept to an absolute
minimum and drivability is maintained, regardless of the
circumstances. Coupling the electronic throttle actuation
to the adaptive cruise control, traction control, idle speed
control and vehicle stability control systems also means
finer control can be achieved.
 The use of such a system has advantages
over the conventional cable version
• Eliminating the mechanical element of a throttle
cable and substituting it with fast responding
electronics, reduces the number of moving parts
(and associated wear) and therefore requires
minimum adjustment and maintenance.
• Greater accuracy of data improves the
driveability of the vehicle, which in turn provides
better response and economy.
 What is Steer-by-Wire?
Unlike the conventional steering system where
a hand-operated steering wheel is used to
turn the front wheels through the steering
column, steer-by-wire technology removes the
mechanical and physical links between the
driver (steering wheel) and the front wheels,
and replace them with electronic actuators
and other components.
Steering System
Conventional Steering System Steer-by-Wire System
• A yaw-rate sensor is a gyroscopic device that
measures a vehicle’s angular velocity around
its vertical axis
• Sensors :Torque sensor (Torque applied by the
driver on steering shaft), steering angle
sensors, yaw sensor, wheel speed sensor
(rotation speed of vehicle wheel), and wheel
angle sensor
• Actuators : Steering actuator, feedback
actuator, pinion actuator
 Steer-by-Wire
The aim of steer-by-wire technology is to completely do away with
as many mechanical components (steering shaft, column, gear
reduction mechanism, etc.) as possible. Completely replacing
conventional steering system with steer-by-wire holds several
advantages, like:

• The absence of steering column simplifies the car interior design.

• The absence of steering shaft, column and gear reduction
mechanism allows much better space utilization in the engine
compartment.
• The steering mechanism can be designed and installed as a modular
unit.
• Without mechanical connection between the steering wheel and
the road wheel, it is less likely that the impact of a frontal crash will
force the steering wheel to intrude into the driver’s survival space.
• Steering system characteristics can easily and infinitely be adjusted
to optimize the steering response and feel.
 Many Advantages
1. No steering column – Simplify the design of a car’s
interior, giving the driver more space as well as better safety
in case of a crash (no intrusion of the steering column).
2. The absence of steering shaft and gear reduction
mechanism allows much better utilization of the engine’s
compartment.
3. Decreases the total weight of the car issuing better
energy reduction effectiveness.
4. Easier implementation of left or right-hand driving.
5. No noise or vibration can reach the driver’s hands.
6. The most significant benefit is the ability to electronically
augment the driver’s steering input depending of drive’s
conditions, also called active steering.
 Conclusion
• Steer-By-Wire already exists in military jets
and commercial airplanes.
• BMW introduced Steer-by-Wire in its 2000
prototype BMW Z22 but due to the cost
involved, only implements certain
components of steer-by-wire technology; they
call it Active Steering.
 (i) hydraulic power steering
(ii) electro-hydraulic power steering
Electronic Stability Program (ESP)
 Engine Drag Torque Control

• Engine drag torque control prevents your wheels locking on

slippery surfaces if you take your foot off the accelerator
suddenly or shift down a gear fast. The braking effect of the
engine can cause the driven wheels to skid when they
temporarily lose traction. In such situations, engine drag
torque control maintains directional stability and boosts
safety. The system's control unit receives information from
the wheel-speed sensors and the engine control unit or
transmission control unit via the CAN data bus. If it detects
wheel slip, it sends a signal to the engine control unit to
increase engine torque, until the driven wheels are turning
at a rate appropriate to the car's speed. This keeps your car
steerable and maintains directional stability.
 Cont..
• The Electronic Stability program is a closed loop system
designed to improve drivability through programmed
intervention in the brake system and drive train. The ABS
prevents the wheels from locking when the brakes are applied,
while TCS inhibits (Hold Back) wheel spin during acceleration.
ESP improves the safety of a vehicle's stability by detecting
and reducing loss of traction (skidding). When ESC detects loss
of steering control, it automatically applies the brakes to help
"steer" the vehicle where the driver intends to go. Braking is
automatically applied to wheels individually, such as the outer
front wheel to counter oversteer or the inner rear wheel to
counter understeer.
Some ESC systems also reduce engine power until control
is regained. ESC does not improve a vehicle's cornering
performance; instead, it helps to minimize the loss of control.
 ESP, ABS and Traction Control
• ABS and Traction control are integral components
of an ESP system. While every car with ESP has
ABS and Traction Control, those with ABS and
Traction control do not necessarily have ESP. ABS
and Traction Control only work in the driving
(longitudinal) direction. ESP can help drivers to
cope with sideways (lateral) movements which
create instability. Unlike ABS and Traction Control,
ESC is a stable system that can control a car’s
entire movements.
 Operation
• During normal driving, ESP works in the
background and continuously monitors
steering and vehicle direction. It compares the
driver's intended direction (determined
through the measured steering wheel angle)
to the vehicle's actual direction (determined
through measured lateral acceleration, vehicle
rotation (yaw), and individual road wheel
speeds).
 Cont…
• ESC intervenes only when it detects a probable loss of steering
control, i.e. when the vehicle is not going where the driver is
steering. This may happen, for example, when skidding during
emergency evasive swerves, understeer or oversteer during
poorly judged turns on slippery roads, or hydroplaning. ESC
may also intervene in an unwanted way during high-
performance driving, because steering input may not always be
directly indicative of the intended direction of travel (i.e.
controlled drifting). ESC estimates the direction of the skid, and
then applies the brakes to individual wheels asymmetrically in
order to create torque about the vehicle's vertical axis,
opposing the skid and bringing the vehicle back in line with the
driver's commanded direction. Additionally, the system may
reduce engine power or operate the transmission to slow the
vehicle down.
 Advantages
• Electronic Stability Control (ESC) helps drivers
to avoid crashes by reducing the danger of
skidding, or losing control as a result of over-
steering. ESC becomes active when a driver
loses control of their car. It uses computer
controlled technology to apply individual
brakes and help bring the car safely back on
track, without the danger
 Components and design
• ESP incorporates yaw rate control into the anti-
lock braking system (ABS). Yaw is a rotation
around the vertical axis; i.e. spinning left or right.
Anti-lock brakes enable ESC to brake individual
wheels. Many ESC systems also incorporate a
traction control system (TCS ), which senses drive-
wheel slip under acceleration and individually
brakes the slipping wheel or wheels and/or
reduces excess engine power until control is
regained.
 Component & Design
• The ESC system uses several sensors to
determine what the driver wants (input).
Other sensors indicate the actual state of the
vehicle (response). The control algorithm
compares driver input to vehicle response and
decides, when necessary, to apply brakes
and/or reduce throttle by the amounts
calculated through the state space (set of
equations used to model the dynamics of the
vehicle).
 Sensing Component
The sensors used for ESP are
• Steering wheel angle sensor: determines the
driver's intended rotation; i.e. where the driver
wants to steer.
• Yaw rate sensor : measures the rotation rate of
the car; i.e. how much the car is actually turning.
The data from the yaw sensor is compared with
the data from the steering wheel angle sensor to
determine regulating action.
• Lateral acceleration sensor: often an
accelerometer
 Cont…
• Wheel speed sensor : measures the wheel speed.
• Longitudinal acceleration sensor: similar to the lateral
acceleration sensor in design but can offer additional
information about road pitch and also provide
another source of vehicle acceleration and speed.
• Brake Pressure Sensor: Information about pressure
applied in wheel brake cylinder.
• Torque sensor: Gives information about engine torque
and accordingly control Injection and Ignition.
 Actuator
• ESP uses a hydraulic modulator to assure that each
wheel receives the correct brake force. A similar
modulator is used in ABS. ABS needs to reduce
pressure during braking, only. ESP additionally needs
to increase pressure in certain situations and an
active vacuum brake booster unit may be utilized in
addition to the hydraulic pump to meet these
demanding pressure gradients.
• Fuel Injector
• Ignition Timing Intervention
 Hydraulic Modulator
1. Master Cylinder with
Expansion Tank
2. Brake Booster
3. Brake Pedal
4. Wheel Brake with
wheel brake cylinder
Hydraulic Modulator
with
5. Damping Chamber
6. Return Pump
7. Intake valve (Open)
8. Exhaust valve
(Closed)
9. Brake fuel
accumulator
Hydraulic Actuator
 Automobile Propulsion Systems
• Reciprocating Internal-Combustion Engines

• The Wankel Engine : a rotary internal-combustion engine ,

In this engine a three-sided rotor revolves within an
epithrochoidal drum (combustion chamber) in which the
free space contracts or expands as the rotor turns. Fuel is
inhaled, compressed, and fired by the ignition system. The
expanding gas turns the rotor and the spent gas is expelled.
The Wankel engine has no valves, pistons, connecting rods,
reciprocating parts, or crankshaft. It develops a high
horsepower per cubic inch and per pound of engine weight,
and it is essentially vibrationless, but its fuel consumption is
higher than that of the conventional piston engine.
 Cont…
• Alternative Fuels and Engines: LPG, CNG,
ethanol, methanol, alcohol etc.

• Fuel Cell

• Electric Propulsion Systems and Hybrid

Vehicles (advanced Propulsion system)
Thank you!

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