Vehicle Automation Using Controller Area Network

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056
Volume: 03 Issue: 02 | Feb-2016 www.irjet.net p-ISSN: 2395-0072
© 2016, IRJET | Impact Factor value: 4.45 | ISO 9001:2008 Certified Journal | Page 1195
Vehicle Automation Using Controller Area Network
Bhagyashri U.Wani 1, Dr. Sunita P. Ugale 2
1Post Graduate Student of K.K.Wagh Institute of Engg. Education & Research, Nashik , Maharashtra, India.
2Associate professor, Department of Electronics Engineering, K.K.Wagh Institute of Engg. Education & Research.
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Abstract - As per the high speed requirement in modern
vehicle, Controller Area Network (CAN) architecture hasbeen
implemented. In order to reduce more numbers of wiring
complexity for point topointconnectioninvehicleautomation,
CAN is suggested for data communication media within the
vehicle environment. CAN have advantage of high speed
communication & increased flexibility. This paper describes
the ARM7 based design and implementation of CAN Bus
prototype for vehicle automation & its advantages with
respect to traditional protocol interface for vehicle
automation like LIN, Zigbee, Flexray.
Key Words: Vehicle Automation, Controller Area
Network (CAN), LIN.
1. INTRODUCTION
For better performance we require automation invehicle. In
Vehicle system automotive electrical architectures consists
of electronic control units (ECU) carries a variety of control
functions. In vehicle system greater safety, more comfort,
convenience, pollution control and less fuel consumption
are main concern. In modern vehicle many electronic
control units (ECU) are present for various subsystems.
these are airbags, antilock braking, engine control, audio
systems, windows,doors,mirroradjustment etc.Subsystems
are independent or dependent & communications among
dependent sub systems is essential.
Traditional systems also satisfy the main need of
vehicle automation but they lag to reduce wiring complexity
& reliability issue. In vehicles networking protocols must
satisfy requirements which include, significant reduction of
wiring complexity, reducing body weight and costs,
improving the efficiency of fault diagnosis, lowlatencytimes
and configuration flexibility and enhancing the level of
intelligent control [4].
Different protocols are being used in vehicle
automation like flexray, zigbee,LIN,CAN.Theyvaryinspeed,
reliability & flexibility. In the proposed work CAN bus
protocol is used for vehicle automation. Various protocols
are described below;
1.1 Zigbee:
It is wireless protocol. It is having speed of 250Kbps
over the range 50 meter. It can be used for the automation in
vehicle. It is designed for low power consumption so that
Batteries can last for month & years. It is used in tyre
pressure monitoring system as communication media[1].
But this protocol is not suited for large distance
communication & not that much reliable as Controller area
network.
1.2 LIN:
Local Interconnect Network is a serial network
protocol used for communication for the low cost,lowspeed
vehicle network. for the low speed andlowcostapplications
LIN bus can be used in combination with CAN bus due to
which reliability of whole system increases. It is having
speed of 20Kbps at 40meter length. LIN provides cost
efficient communication inapplicationwherethebandwidth
& versatility of CAN are not required.
Its target application is low speed system, such as
switch type equipment and position type system which are
including control of the rearview mirrors, locks, car seat,
windows etc. LIN bus is having Master/Slave structure,
using single wire communicationitdecreasesthe weightand
wires greatly [5]. To increase the reliability of system LIN
should be used in combination with CAN.
1.3 FlexRay:
It is high speed of 10Mbps protocol. This is emerging
bus for high speed synchronized data communication in
advanced system such as active suspension, high
performance powertrainsafety.Benefitsoftheapplicationof
FlexRay in automotive control are larger CRC, dual
redundancy, fast data rate which allows faster real-time
control loops [5].As this is too much expensive protocol, so
CAN is preferred over it. To increase the reliability ofsystem
Flexray should be used with CAN protocol.
2. CAN protocol Overview
CAN or Controller Area Network or CAN bus is an
ISO standard computer network protocol and bus standard,
designed for microcontrollers and devices to communicate
with each other without a host computer. It is designed
earlier for industrial networking but recently it is more

adopted for automotive applications, CAN have gained
widespread popularity for embedded control in the areas
like industrial automation, automotives, mobile machines,
medical, military and other harsh environment network
applications. Development of the CAN bus started originally
in 1983 at Robert Bosch GmbH.
CAN supports data frames of size onlyupto8bytes.
these 8 bytes will not take the bus for a long time, so it
ensures real-time communication. CAN uses 15-bit CRC
which makes CAN very secure and reliable. The
communication rate of CAN based network, depends on the
physical distances between the nodes. If the distance is less
than 40m, the rate can be up to 1Mbps. CAN busProtocol has
the following properties:
1.It support multi-master communication.
2. It has configuration flexibility.
3. It gives guarantee of latency time.
4. It provides error detection.
5. Messages can be prioritized.
2.1 CAN Frame Format
CAN use a specific message frame format for
receiving and transmitting the data. The two types of frame
format available are:
A)Standard CAN protocol or Base frame format
B) Extended CAN or Extended frame format
figure1 illustrates the standard CAN frame format, which
consists of seven different bit fields.
Fig -1: CAN data frame
a) A Start of Frame (SOF) field indicates the beginning of a
message frame.
b) An Arbitration field contains a message identifier and the
Remote Transmission Request (RTR) bit.TheRTR bitisused
to distinguish between a transmitted Data Frame and a
request for data from a remote node.
c) A Control Field contains six bits in which twoarereserved
bits (r0 and r1) and a four bits are Data Length Code (DLC).
The DLC indicates the number of bytes in the Data Field that
follows.
d) A Data Field, consists from zero to eight bytes.
e) The CRC field, contains a fifteen bit cyclic redundancy
check code and a recessive delimiter bit.
f) The Acknowledge field, consisting oftwo bits.Thefirst one
is a Slot bit which is transmitted as recessive, but is
subsequently written bydominant bitstransmittedfrom any
node that successfullyreceivesthetransmittedmessage. The
second bit is a recessive delimiter bit.
g) The End of Frame field, consists of seven recessive bits.
2.2 Abstraction layer in CAN protocol:
1.Physical layer:
CAN bus originally specified the link layer protocol
with only abstract requirements for the physical layer. This
layer defines physical and electrical characteristics of the
network. Physical layer is same for all the nodes onthesame
network. The physical layer defines how the signals are
transmitted. Tasks include signal level, bit representation
and transmission medium.
2. Data link layer:
This has two sublayers,logical link control sublayer
and medium access sub layer (MAC). Logical link control sub
layer accept the messages and recovery management.
Medium access sub layer (MAC) does message framing,
acknowledgment, error detection and signaling.
3.Application Layer:
It is a user interface responsible for displaying
received information to the user. This layer specifies the
shared protocols and interfaces methods used by hosts in a
communication network.CANOPEN, Device- Net, SAEJ1938
are the implementation of CAN application layer.
Fig -2: Hierarchical structure of CAN protocol
2.3 Error detection & correction:
This mechanism is used for detecting errors in
messages appearing on the CAN bus, so that the transmitter
can retransmit message. The CAN protocol has five different
ways of detecting errors. Two of these work at the bit level,
and the other three at the message level.
1. Bit Monitoring.

2. Bit Stuffing.
3. Frame Check.
4. Acknowledgement Check.
5. Cyclic Redundancy Check.
2.4 Error confinement:
Error confinement is a unique technique in CAN
which provides a method to distinguish between temporary
errors and permanent failures in the communication
network. Temporary errors caused by spurious external
conditions. Permanent failures are caused by bad
connections, faulty cables, defective transmitters or
receivers.
2.5 CAN bus communication:
The CAN is a "broadcast" type of bus. That means
there is no address of sending or receiving node. All the
nodes in the network can receive or transmit the message,
For receiving the message each node perform acceptance
test. the messages checked by each node whether it is
relevant to that particular node or not. If messageisrelevant
then it is accepted by that node otherwise ignored. For
transmission of message the priority node can send first.
That priority depend on 11 bit identifier. an identifier that is
unique throughout the network is used to label the content
of the message. Each message carriesa numeric value,which
controls its priority on the bus, and may also serve as an
identification of the contents of the message. If the bus is
free, any node may begin to transmit.Butinsituations where
two or more nodes attempt to transmit message (to theCAN
bus) at the same time then identifier field, which is unique
throughout the network helps to determine the priority of
the message. A "nondestructive arbitration technique" is
used to fulfill this, to ensure that the messages are sent in
order of priority and that no messages are lost. The lower
the numerical value of the identifier, the higher the priority.
That means the message with identifier having more
dominant bits (i.e. bit 0) will overwrite other nodes' less
dominant identifier so that eventually (after the arbitration
on the ID) only the dominant message remains and is
received by all nodes.
CAN do not use address based format for
communication, instead uses a message based Data format.
3. Proposed System
The proposed systemshowninfigure2Itconsistsof
Master node is near driver & second isslavenodewhichhas
sensors connection. LPC 1768 (ARM cortex M3 core)
processor used here. The given system used for automation
in vehicle lightening [2]. Here the high speed CAN protocol
used for communication between two processors.
A. Transmitting and receiving node(LPC 1768):
LPC 1768 processor is used for this purpose. It supports at
frequencies up to 120 MHz. The architecture features a
multilayer AHB bus that supports multiple high bandwidth
data streams running simultaneously from peripheralssuch
as Ethernet, USB, or CAN. It consist of inbuilt 2.0B CAN
controller .It has 512 KB Flash memory[3].
Fig -3: Block Diagram
3.1 CAN transreciever MCP2551:
The MCP2551 is the interface between a CAN
protocol controller and the physical bus. It has protective
circuitry for CAN controller & adapts signal level from the
bus to CAN controller expected level. It converts the signal
from CAN controller to signal which transmit on bus.
MCP2515implementstheCAN specification,version
2.0B. It is capable of transmitting and receiving both
standard and extended data and remote frames with 0 – 8
byte length of the data field. The MCP2515 has two
acceptance masks and six acceptance filters that are used to
filter out unwanted messages, thereby reducing the host
MCUs overhead.
3.2 Sensors:
As the proposed system is used for Automation
vehicle lightning application, rain detection sensor & LDR
sensor will be used for Automatically Fog ON/Off light. In
proposed system for daylight & night light detection, LDR
will be used, along with Rain detectionsensor.thesesensors
will be interfaced with slave node LPC1768 processor. The
sensory data transmit through CAN transreciever of slave
node towards the Master node LPC 1768. Master node will
take decision & that transmit towards slave node. Asperthe
signal send by master node, slave node will ON or OFF the
FOG light.
4. CONCLUSIONS
Here high Relaibility,Fexibility & Error handling capacity is
achieved in vehiclesusing CAN communication . The high
speed CAN protocol can effectively implement automation
like vehicle lightening.

REFERENCES
[1] G.Petchinathan, K.Srinivasa Sricharan, “AUTOMATED
TYRE PRESSURE MONITORING AND REGULATING
SYSTEM” IEEE International Conference on Vehicular
Electronics and Safety (ICVES), December 16-17,2014.
[2] Yali Guo; Qinmu Wu; Honglei Wang, "Design and
implementation of intelligentheadlampscontrol system
based on CAN bus," in Systems and Informatics (ICSAI),
2012 International Conference on ,vol.,no.,pp.385-389,
19-20 May 2012R. Nicole, “Title of paper with only first
word capitalized,” J. Name Stand. Abbrev., in press.
[3] ARM cortex M3 core- LPC1768 CortexM3
Microcontroller NXP Semiconductors. Available at-
LPC1768 CortexM3 Microcontroller NXP
Semiconductors.
[4] Chin E. Lin, Hung-Ming Yen, “A Prototype Dual Can-Bus
Avionics System For Small Aircraft Transportation
System” 2006 IEEE.
[5] Chris Quigley, Richard McLaughlin, “Electronic System
Inte-Gration For Hybrid And Electric Vehicles”.

Vehicle Automation Using Controller Area Network

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