Ieeepro techno solutions ieee 2014 embedded prokect emb base paper 43

International Journal of Science and Research (IJSR)
ISSN (Online): 2319-7064
Volume 3 Issue 3, March 2014
www.ijsr.net
Drive by Wireless System for Vehicle Control using
Steering Brake Throttle Sensors and Servo Actuator
Wheels
Joydeep Debnath1
, M Abraham2
1
PG Student, ECE Dept, Hindustan University, Chennai, India
2
Assistant Professor, ECE Dept, Hindustan University, Chennai, India
Abstract: In todays date almost every automobile vehicle functions in a wired connection. Replacing a wired connection with wireless
connection could prove to be productive in economic senses as it will have an effect on the weight and cost. In this project we propose a
wireless network to accelerating, braking, control steering and other functions in an automobile. Traditional hydraulic or mechanical
methods of steering, braking, accelerating and other controls of a vehicle will be replaced by Drive by Wireless Technique using
sensors/switches. Maintenance, flexibility of design is increased and installation of sensor module gets easier. IEEE 802.15.4 standard is
used in this intra vehicle wireless sensor network.
Keywords: ADC, LPC1313, MiWi, SERVO
1. Introduction
To connect devices without the use of wires have achieved a
good success in consumer goods industry. With this success
these technology is used by the industry in other settings too.
The cost and the time needed for installation and
maintenance of the large number of cables normally required
in such an environment can be reduced effectively thus
making the configuration of the system more easy. Now in
today’s vehicular system all the functional components are
mainly connected together by a wired connection. As a result
of which the system becomes congested and in case of any
wire malfunctioning it becomes very difficult for the
individual to locate which wire is broken or disconnected.
It’s time consuming process. Wireless communication [4]
has lots of utilities such as low power, multifunctional
sensors nodes which are small and can have short distance
communication ability. The capacity of the wired connection
sometimes become congested and can develop acceptable
latency. In this busy schedule of people life and in this
competitive world if one gets a light weight, low cost, a
productive vehicle then it will be a boon to his life. Drive by
wireless Technique [2][12] will not only reduce the weight
but also bring the cost down to some extent. For any vehicle
to work the three important functions involved are the
Steering, Brake, Acceleration. The wired connections
between the ECU nodes will be replaced wirelessly. Sensors
nodes will be used to sense the position and direction of the
vehicle. This wireless system will also reduce the capacity
limits of the wires that are associated with wired
connections. MiWi wireless network protocol would be
suitable for intra vehicular system. A maximum of 15
sensors can be put in the network and they work with a
throughput of 12kbps. The Miwi protocol is based on IEEE
802.15.4 standard and it also provides reliable direct wireless
communication via an easy-to-use programming interface.
2. Sensor Network System
The recent advancement of Wireless Communication and
Digital Electronics and Sensor Technology have enabled the
development of low-cost and power, multifunctional sensor
nodes which senses processes the data within the
communicative devices. Another feature of sensor network is
the cooperative effort of sensor nodes. So they don’t send the
raw data instead they use their processing ability to locally
carry out simple computations and transmit only required
data. In sensor network the sensor nodes are densely
populated and sometimes are prone to failures but the
topology of sensor network changes very frequently and
generally the use broadcast communication which are limited
in power, computation capacities, and memories. Sensor
nodes may have Global Identification (ID) because of large
amount of overhead and large number of sensors. Sensor
networks have a very wide area of applications like in
military applications- monitoring friendly forces, equipments
and ammunition, battlefield surveillance, targeting, battle
damage assessment etc. environmental application forest fire
detection, precision agriculture, Bio complexity mapping of
environment, flood detection etc. Then in health application
like tele-monitoring of human physiological data, tracking
and monitoring doctors inside the hospital, drug
administration in hospitals etc. In home application they
function as smart environment, environmental control in
office building, detecting and monitoring car theft etc.
2.1 Hardware Constraints
A sensor node [1] shown in Fig 1 is composed of four basic
components: processing unit, sensing unit, power unit, and
transceiver unit. They may have the application dependent
additional component like location finding power generator,
system and mobilizer.
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Figure 1: The components of sensor node
The project proposed in this paper generally consists of four
nodes such as Electronics Control Unit (ECU) node,
Dashboard Unit, Steering Wheel Control Unit, and Driving
Wheel Control Unit. Though there are wide variety of
sensors available like seismic, low sampling rate magnetic,
thermal, visual, infrared, and acoustic, radar etc but we have
used Analog Resistive Sensors in the form of Linear and
Circular Potentiometer.
3. Comparison of Existing System and
Proposed System
The existing system is not at all disadvantageous but it can
be modified for man’s benefit. Our existing vehicular system
somewhat looks like this as below in Fig 2. As it can be seen
its highly wired connection and as result of which the wire
capacity can go into strain, difficulties can arise in finding
the damaged wires, Fuel consumption is more. But in
contrast if we look at the proposed system then it’s a whole
different story. Fig 3 illustrates the proposed system where
Drive by Wireless Technique [3] is used.
Figure 2: Existing System
Figure 3: Proposed System
In this system it’s clear that all wired connection is removed
and wireless connection comes into play. As a result no
capacity limits factors of wires, only limited portions to be
checked in case of any problem, weight is reduced, cost also
comes down.
4. Block Diagram of the Proposed System
Our block diagram in Figure 4 consists of four nodes as
discussed above and IEEE 802.15.4 standard is used for
wireless communication.
Figure 4: Block Diagram
The Steering, Brake, Accelerator sensors will be associated
with the ECU unit and will give the necessary parameters to
the other nodes via wireless communication as per the
driver’s intention.
5. Components Description
The microcontroller preferred for this project is LPC 1313
which is a very powerful Arm Cortex based controller.
Linear potentiometers and Circular potentiometer are used
for Brake-Acceleration and Steering respectively. Servo
Motor is used for the front wheel and DC Motor is used for
the back wheel. Graphics LCD Display is used for displaying
the parameter position.
5.1 Brief Descriptions
5.1.1 LPC 1313
They are ARM Cortex-M3 based microcontrollers (shown in
Fig 5) for embedded application featuring a high level of
integration and low power consumption. The ARM Cortex is
next generation core that offers system enhancements such as
enhanced debug features and a higher level of support block
integration. LPC 1313 [11] operates on a CPU frequencies of
up to 72MHz. The ARM Cortex-M3 incorporates a 3 stage
pipeline and uses Harvard architecture with separate local
instruction and data buses as well as a third bus for
peripherals. Some important features can listed below for
better understanding. ARM Cortex-M3 processor, running at
frequencies of up to 72MHz.ARM Cortex-M3 built in
Nested Vectored Interrupt Controller (NVIC).It has a 32kb
on chip flash programming memory and 8kb SRAM and In
System Programming (ISP) and In-Application
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Programming (IAP) via on chip boot loader software.USB
MSC and HID on chip drivers.USB 2.0, UART with
fractional baud rate generation, modem, internal First In First
Out (FIFO) and RS-485/EIA-485 support. I2
C bus interface
supporting, SSP controller on LPC 1313FBD48/01.LPC
1313 is having 42 General Purpose (GPIO) pins with
configurable pull-up and pull-down resistors,4 counter
timers, 1 Programmable Watch Dog Timer (PWDT),a
Programmable Windowed Watch Dog Timer and a System
Tick timer. It also consists of 10 bit ADC with input
multiplexing among pins, Power on Reset, Code Read
Protection with different security levels.
Figure 5: LPC13xx Microcontroller.
5.1.2 Potentiometers
A potentiometer [9],[10] informally a pot shown in Fig 6 is a
three terminal resistor with a sliding contact forms an
adjustable voltage divider and only two terminals are used
one end and the wiper acts as a variable resistor or rheostat.
Electric potential is measured by potentiometer device.
Potentiometers are commonly used to control electrical
devices such as volume control on audio equipment and they
are generally operated by a mechanism which can be used as
position transducers. Potentiometers are very common for
manual tuning. Two ways of using pots as resistive position
sensors are 3-terminal potentiometer (when pots resistance is
small) and 2-terminal potentiometer (when pots resistance is
large). Nonlinear Circular pots are designed to turn up to a
maximum of 270 degree.
Figure 6: Linear & Circular pots
5.1.3 Graphics LCD display
A Nokia 5110 LCD module shown in Fig 7 uses a Philip
Pcd8544 driver/controller, which is designed for mobile
phones. The PCD8544 controller can handle 5V but
operation at 5V can sometimes cause streaks on the LCD
display, so 3.3V is preferred. PCD8544 is a single chip LCD
controller/driver and has 48 rows, 84 column outputs.
External RES (reset) input pin. Serial Interface is maximum
up to 4Mbps and the Mux rate is 48. Low power
consumption, suitable for battery operated system.
Figure 7: Graphics LCD display
5.1.4 DC Motor
A DC motor has a two wire connection. All drive power is
supplied over these wires. When a DC motor (Fig 8) is
turned on it just starts spinning round and round. Most DC
motors are pretty fast of about 5000 rpm. The DC motor
speed is controlled by a technique called pulse width
modulation or PWM. The idea of controlling motors power
level by strobing the power on and off. The concept here is
duty cycle- the %age of ‘on time’ vs ‘off time’. If the power
is on only ½ of the time the motor runs with ½ the power of
its full on operation.
Figure 8: A DC motor
5.1.5 Servo Motor
The servo motor in the Fig 9 is actually an assembly of four
things: a normal DC motor, gas reduction unit, control circuit
and position sensing device. The function of the servo is to
receive a control signal that represents a desired output
position of the servo shaft, and apply power to its DC motor
until the shaft turns to that position. It uses position sensing
device to rotate the shaft. The shaft can turn a maximum of
200 degree so back and forth. The servo is a three wire
connection: ground, power and control. The power source
must be constantly applied and the control signal is the PWM
but the duration of the positive going pulse determines the
position of the servo shaft.
Figure 9: Servo motor
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6. Protocols Used
6.1 IEEE 802.15.4
The Microchip MiWi™ P2P Wireless Protocol is a variation
of IEEE 802.15.4[6], using Microchip’s MRF24J40MA 2.4
GHz transceiver and any Microchip 8, 16 or 32-bit
microcontroller with a Inter Integrated Circuit (I2
C) shown in
Fig 10. It’s having an easy to use programming interface
which provides reliable direct wireless [6] communication. It
has a rich feature set that can be compiled in and out of the
stack to meet a wide range of customer needs – while
minimizing the stack footprint.
Figure 10: IEEE 802.15.4 RF Transceiver
MiWi P2P is a proprietary protocol stack developed by
Microchip for short range wireless networking [7]
applications based on the IEEE 802.15.4 (WPAN)
specification. The MiWi P2P protocol modifies the IEEE
802.15.4 specification’s Media Access Control (MAC) layer
by adding commands that simplify the handshaking process.
It provides 16 channels in the 2.4 GHz spectrum (using an
MRF24J40 transceiver) as shown in Figure 10 and supports
Microchip C18, C30 and C32 compiler, enables frequency
agility (channel hopping). Supports a sleeping device at the
end of the communication and enables Energy Detect (ED)
scanning to operate on the least-noisy channel and also
provides active scan for detecting existing connections.
Supports all of the security modes defined in IEEE
802.15.4.This protocol is useful for simple, shot range,
wireless node to node communication.
6.2 Serial Peripheral Interface
The serial peripheral interface (SPI) is a synchronous
interface which allows several SPI microcontrollers or SPI-
type peripherals to be interconnected. In SPI separate wires
are signal are required for data and clock. The
MC68HC11A8 SPI system may be configured either as a
master or as a slave. The important features includes that it’s
full duplex and supports master or slave operation. The
master bit frequency is 1.5 MHz and the slave bit frequency
is maximum 3 MHZ. It has four programmable master bit
rates. It has Write collision flag protection, master-master
mode fault protection, end of transmission interrupt flag, and
programmable clock polarity and phase. The four basic SPI
signals are MISO, MOSI, SCK; SS. LPC1313 supports SPI
in the pins 2, 13, 26, 38.
6.3 Analog to Digital Converter
A number of sensors have analog output rather than digital
signals. So A/D converter is required. LPC1313 supports 10
bit ADC with input multiplexing among 8 pins. Some of the
features includes it has a power down mode; its measurement
range is 0V to VDD. It has a burst conversion mode for single
or multiple inputs and it also having individual results
register for each ADC channel to reduce interrupt overhead.
The analog signals from the sensors are converted and fed
into the controller and later transmitted to the network.
6.4 PWM
Pulse-width modulation (PWM) of a power source involves
the modulation of its duty cycle to control the amount of
power which is sent to the load. Pulse width modulation uses
a square wave whose duty cycle is modulated resulting in the
variation of the average value of the waveform. The 48 pin
Cortex-M3 NXP LPC 1313 CPU device capable of running
up to 72 MHz, board ADC controller. 2 x 32 bit general
purpose timers with PWM & capture compare capability.2 x
16 bit general purpose timers with PWM. PWM controls the
percentage of time the chip is enabled. The two parameters
that affect the behavior of the PWM are frequency and the
length of the pulses. The length of the pulse is called the duty
cycle.
7. Circuit Diagram and System Architecture
The project is comprised of four nodes which communicates
with each other and can be understood by the block diagram.
The ECU unit comprises of the steering, brake, and
acceleration sensors [5]. The signals are converted to digital
and are sent to network. The other nodes receive the signal
and functions. For each module the controller [8] is
programmed accordingly by LPC development tool
LPCXpresso software. The Fig 11-14 shows the functional
circuit diagrams of ECU, dashboard unit, rear wheel unit and
steering wheel unit followed by system architecture shown in
Fig 15.
Figure 11: ECU unit
Figure 12: Dashboard unit
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Figure 13: Rear Wheel Unit
Figure 14: Steering wheel unit
Figure 15: System Architecture
8. Software Requirements
LPCXpresso is a development platform available from NXP
which is new and very cost effective shown in Fig 16. The
software consist an Eclipse-based IDE, GNU C compiler,
linker, libraries, and GDB debugger. The hardware consists
of the LPCXpresso development board which includes a
LPC-Link debug interface and also NXP LPC ARM-based
microcontroller target. LPCXpresso is the powerful tool
which helps the embedded engineers to develop their
application from initial processing to final development. The
LPCXpresso IDE is powered by Code Red Technologies.
There is syntax coloring source formatting folding, on-and
offline help and extensive project management automation.
Some of the features of LPCXpresso IDE are that it’s an
eclipse based IDE shown in Figure 16. It’s a complete tool
chain for LPC1300 series of Cortex-M microcontrollers. It
has enhanced Debugger and also supports LPC- Link
Programmer and Debugger.
8.1 Operating System
Free RTOS is used which is professional grade, license free,
robust, open Source Real-Time Kernel. RTOS supports
semaphores, mutex, Queues and C configured for both Pre-
emptive and co-operative schedulers. They are both Pre-
emptive and Co-operative schedulers and are ported to
Cortex-M3 (LPC1300). RTOS works with LPCXpresso tool
chain and takes less than 4kb of Flash memory.
Figure 16: LPCXpresso IDE
9. Algorithm
The pseudo-codes are shown for the explanation of each
node’s functional ability. In ECU unit the acceleration,
brake, and angle channels are defined. Some reference values
are taken as the maximum and minimum value. The pseudo
code is as
acc factor=100/acc max - acc min
acc data= value received from acc channel / 4
if(data>accmin)&&(data<=accmax)
accpos=(data-accmin)*accfactor
else if(data>accmax)
accpos=100
So by calculating from the reference values the sensors pass
the data over the network. In the GLCD unit it checks from
which network id the packets came from. One common id
has been defined for the whole system and individual id’s are
also defined. The sensor values will be stored in some
registers and then the data is fetched and displayed.
Mainly in front wheel the dc maximum and minimum value
are defined. Then again the factor is calculated by
fac= (servodcmax - servodcmin)/ 100
PWM duty cycle is also initialized and the packet is received
and ids are matched and the angle position is received and
the wheel will turn the same angle. In driving wheel
generally acceleration and brake data are fetched from the
respective registers and pwm is found out by the node as;
Pwm = pwm_offset + (accpos- brakepos) /2
And the duty cycle too determines the speed of the vehicle.
10. Conclusion
We have explored the design of a prototype model for
wireless driving controls of steering, brake, and acceleration
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system in a vehicle. This project has an advantageous nature
of cutting down the present cost of the vehicle. It also helps
in the reduction of the vehicle weight. If this project idea is
implemented in present vehicular system then the detection
of mechanical problems in vehicles will also become easy.
Since in present system if there is a problem with broken
wire then it’s considered somewhat difficult for the mechanic
man to find the correct wire and fix. So to avoid these
conditions this project seems to have some advantages to be
noticed. Hence if the wired connection of the present
vehicular system is replaced by wireless network
communication then it will be a boon to the automobile
industry as well as to mankind.
11. Future Scope
In future this Wireless Technique can be used for the clutch
along with the gear box and also other functions of the
vehicle.
References
[1] H. Sawant, J. Tan, Q. Yang, “A sensor network
approach for intelligent transport systems”, Proceedings
IEEE/RSJ International Conference Intelligent Robots
and System. Volume 2, 28 sept-2 Oct 2004, pp. 1796-
1801.
[2] G. Leen and D. Hefferna, “Vehicles without Wires”,
Automotive Electronics, Computing and Control
Engineering Journal, October 2001, pages 205-211.
[3] I.F. Akyildiz, W. Su, Y. Sankarasubramaniam, E.
Cayirci, “Wireless Sensor Networks: A survey”,
Computer Networks 38(2002) 393-422.
[4] Taniro Rodrigues, Priscilla Dantas, Flavia C. Delicato,
Paula F. Pires, LuciPirmez, Thais Batista, Claudio
MIceli, Albert Zomaya, “Model Driven Development of
Wireless Sensor Network Application” In proceedings
of 2011 Ninth IEEE/IFIP International Conference on
Embedded and Ubiquitous Computing, pages 11-18.
[5] Manuel Mazo, Paulo Tabuada, “Decentralized Event-
Triggered Control Over Wireless Sensor/Actuator
Networks”, Special Issue Technical Notes and
Correspondence, IEEE Transactions on Automatic
Control, Vol. 56, No. 10, October 2011, pages 2456-
2461.
[6] Andreas Willig, “Recent and Emerging Topics in
Wireless Industrial Communication: A selection” IEEE
Transactions on Industrial Informatics, Vol. 4, No. 2,
May 2008, pages 102-124.
[7] Karl-Erik Arzen, Antonio Bicchi, Stephen Hailes, Karl
H. Johnson, John Lygeros, “On the Design and Control
of Wireless Networked Embedded Systems”
[8] Anton Cervin, ToivoHenningsson, “Scheduling of
Event-Triggered Controllers on a Shared Network”, 47th
IEEE Conference on Decision and Control, Cancun
Mexico, December 9-11, 2008.
[9] Xiao Dong Zhang, Long Yun Kang, Wei Feng Diao,
“The principle of potentiometer and the applications in
vehicle steering”, IEEE International Conference on
“Vehicular Electronics and Safety, 14-16 Oct, 2005”
page 20-24.
[10]William J. Fleming, “Overview of Automotive sensors”,
IEEE Sensors Journal, Vol. 1, No. 4, December 2001.
[11]LPC 1311/13/42/43 product datasheet from “NXP
Semiconductor”, Rev 5-6 June 2012, Available URL:
http://www.nxp.com/documents/data_sheet/LPC1311_1
3_42_43.pdf.
[12]Tamer ElBatt, CemSaraydar, Michael Ames, Timothy
Talty, “Potential for intra- vehicle automotive sensor
networks”, a reference.
[13]Karl-Erik Arzen, Antonio Bicchi, Stephen Hailes, Karl
H. Johansson, john Lygeros “On the Design and Control
of Wireless Networked Embedded Systems” a reference.
Authors Profile
Joydeep Debnath received his B. Tech degree in
Electronics and Communication Engineering from
IMPS College of Engineering and Technology, Malda,
West Bengal affiliated under WBUT in the year 2010
and currently pursuing M. Tech in Embedded System
from Hindustan University, Chennai of 2012-2014 batch, India.
M Abraham received his B.E degree in ECE from
S.A Raja College of Engineering affiliated under
Manonmaniam Sundaranar University in 2004 and
M.E (ECE) degree from Satyabama University in the
year 2009. Currently he is working as an Assistant Professor in
Hindustan University, Chennai, India.
Paper ID: 020131076 147

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