advanced communication protocols in the automotive and industrial
#1

presented by:
Bidave Chandrakant M.
Bothe Krishna U.
Chavan Sneha H

[attachment=9562]
1. INTRODUCTION
1.1 Purpose

The last decade has seen a resurgence of advanced technologies being implemented in automobiles. Functions that were considered highly complex and difficult to be implemented are not only being provided but various other facilities are also being built on those very functions. Everything from engine control to multimedia and infotainment services are implemented in today’s automobiles. This has been due largely to the strides made by the electronics as well as the communications industry. The emergence of the concept of providing the customer with all possible services has led to an explosion of implementation of high-end electronics, each providing a facility of its own. When so many devices are being embedded in a car, there also has to be a mechanism that should regulate the way in which data transfer takes place. It is the objective of this paper to provide an insight into most of the communication protocols that are being used, as well as technologies that are under development in the automobile industry of today.
1.2 Project Scope
The modern-day automobile was not built in a day. It took years and thousands of patents to build it. This has been an industry that has seen rapid growth in terms of its technical as well as its aesthetic aspects. The car building effort has also been receptive to growth in other industries recently, most prominent among them the electronics industry. Until a decade ago, the automobile industry suffered from a conservative approach towards computer-controlled processes. However, rapid strides made by the electronics industry made it possible to to manufacture smarter devices. By incorporating these devices, car manufacturers were able to offer more services and features in a car. But, this has come at a price. The cost of implementing such electronics amounts to almost a quarter of the total cost of manufacturing an automobile. While electronic systems averaged $100 in an automobile in 1977, they have averaged around $1800 until quite recently. Coupled with the implementation of computing solutions for solving automotive problems is the fact that these electronic components need to be connected by wires.
With the necessity of wiring the electronic devices together comes the issue of data management. This task is accomplished by a set of rules known as protocols. These protocols govern the way in which data is communicated from one electronic device to the other. Examples of such protocols are x-by-wire, MOST, CAN, TTCAN, SAE J1850, and Bluetooth. A noted exception here is Bluetooth, which is a wireless protocol.
The advantage of using these protocols is that the task of communication between the devices is centralized (i.e. the task is handled by a central control unit). Thus, all the devices are networked together. The implementation of these networks not only solves the problems of traditional wiring systems, it also provides scalability; it leaves open opportunities for adding new components in the future without any major changes to the network. It also makes it possible to integrate different networks. This will increase the functionality of already existent systems. The high data rates available today (they vary from a few kbps to a few Mbps depending on the network used) make it possible to implement such seemingly simple networks for real-time control systems. To implement these networks in the safety critical systems of a car will take some time, because a failure of these networks might result in loss of human life, a matter of very grave concern. Such networks are, however, already in use in many places in a car, such as multimedia, doors, seat adjustments, and trunk release.
Figure 1.2 Graph of length of wires in meters to corresponding year
According to current estimates, some 20 per cent of the total manufacturing costs for automobiles are attributed to electronics. These electronic devices or electronic control units ( ECU ) are generally in a single chip, 8-bit microcontroller with around 100 B of RAM, 32 kB of ROM, few I/O pins to connect to sensors and actuators, and a network interface. They can be broadly classified into two categories: body electronics and system electronics. Body electronic devices are responsible for those operations not directly related to the movement of the vehicle. Examples include theft avoidance systems, air-conditioning control, audio equipment control, seat adjustment, window control, and air-bag control. Another interesting concept is keyless access to the vehicle. The user simply has a card-like device. Sensors in the car detect the card and automatically unlock the doors. The user then sits and simply has to press a button to start the engine, rather than the conventional way of putting the key into the ignition and turning it. System electronic devices, on the other hand, are directly involved with the movement of the car. The most important impacts have been in computerized engine control and anti-lock braking systems (ABS). Another application that has seen the implementation of computerized control is transmission control. The main advantage of using ECUs and networking them is that they give scalability and functionality. Automotive electronic devices not only replace mechanical systems, they also help in integrating other systems.
2. LITERATURE SURVEY
2.1 RISC Features
The ARM architecture includes the following RISC features:
• Load/store architecture.
• No support for misaligned memory accesses (now supported in ARMv6 cores, with some exceptions related to load/store multiple word instructions).
• Uniform 16 × 32-bit register file.
• Fixed instruction width of 32 bits to ease decoding and pipelining, at the cost of decreased code density. Later, "the Thumb instruction set" increased code density.
• Mostly single-cycle execution.
• Conditional execution of most instructions, reducing branch overhead and compensating for the lack of a branch predictor.
• Arithmetic instructions alter condition codes only when desired.
• 32-bit barrel shifter which can be used without performance penalty with most arithmetic instructions and address calculations.
• Powerful indexed addressing modes.
• A page link register for fast leaf function calls.
• Simple, but fast, 2-priority-level interrupt subsystem with switched register banks.

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