Chapter 3 Data Processing in Motor Vehicle 3.1 Requirements. 3.2 Microcomputers. 3.3. Electronic Control Units (ECU). (Digital Input signals, Analogue Input Signals, Pulse Shaped input Signals). 3.4 Initial conditioning of input signals. (Signal processing, Output signals) 3.5 Networking: CAN (Logic concepts, Topology, protocol, transmission speed, Latency Time). Controller Area- “Vetrvorking + 3.6 Car Applications. (Microprocessor, Microcomputer, Microcontroller). Bk Rutomotive NetworkingOpen loop& closed-loop control concepts are essential for meeting the demands for; function, safety, environmental compatibility and comfort of Motor Vehicle subsystems in modern-day vehicles. Sensors monitor reference and controlled variables, which an electronic control unit (ECU), then converts into the signals required to adjust the final- controlling element or actuators. The signal can be analogue (e.g., pressure, temperature), digital (e.g., switch position) or pulse- shaped (information generated with specific periodicity, as engine- speed limitation signal) These signals undergo initial conditioning (filtering, amplification, pulse formation, analogue/digital conversion) before further processing in the ECU. Modern semiconductor technology, powerful computer units, with their ancillary program and data memories, and special peripheral circuitry, designed specifically for real-time applications are integrated on a limited number of chips. Modern vehicle. Are equipped with numerous digital ECU’s for systems such as ; ignition/fuel injection, ABS , and transmission control. Improved performance and additional functions are obtained by | synchronizing the processes controlled by the individual ECU’s and by mutual | real-time adaptation of the respective parameters. The ECU for traction control (ASR), which reduces the drive torque when the drive wheels show a tendency to spin, provides an example of this type of function. The flow of data between the ECU’s, ABS, ASR; and the engine power control has been conducted exclusively through separate individual circuits. 213However, this type of point-to-point connection is only suitable for a limited number of signals. The data- transmission potential between the individual ECU’s can be enhanced by using a simple network topology. 3.2 Microcomputers; Comprises both the central processing unit (CPU) for processing arithmetic operations and logical relationships, and special functions modules to monitor external signals and to generate the control signals external servo elements. Fig(t}. There peripheral modules are largely capable of assuming complete control of real-time operations; Fig{2), 3.3 Electronic Control Unit (ECU). 1. Digital input signals; register a switch position or digital signals from sensors (e.g., rotational- speed pulses from a Hall type- sensor). Volt range: 0 (V) >battery voltages. 2. Analogue _input_signals; from analogue sensors (Lambda sensor, pressure sensors, potentiometers); [Voltage range: Several (mv) up to 5(V).] 3. Pulse-shaped input signals; for inductive rpm sensor, these are converted to digital form, before further processing. [Voltage range; [0,5 (Vv) + 100 (v)]. 4. Initial conditioning of input signal; protection circuits (passive: R, R/C circuits. Active: special overvoltage- resistant semiconductor elements) are employed to limit the voltage of the input signals to an acceptable levels. Filters remove most of the superimposed noise-from the 33.ADC Analog-Digital Converter, ‘Figure f: Structure of a microcomputer CBU Central Processing Une ALU Arthmate-Logle Unit, SP Dipl Signal Processor RAM Random Access Mamory, EEPFOM Eletrcay Ersabe rogrammatieead Only Meme, ‘DAC DigitalAnaiog Conver eee ‘Memory Fanta’ processing unit }rReripheral modules vn (OPU) vol “imatoiogie inoctand ‘ us ‘ni ue [Jat anes, late = fo >] apc, DAC, omen! bet k timo progam _ De Soviatineraces FAY Flash F< Yas [eat] , us| 5] conraer ua >| Grown >| . R orarm temas He 5 3 4B.Microprocessor Volatile writafred Permanent memory =| Nonwolatile Centralprocessing "| storagechip(RAM) "| (ROM, EPROM, flash EPROM) wittelread unit (CPU) forvariable data for programs ae! memory chips permanent data sets F (EEPROM) = | Aftnmetic and logic - : i wunit(ALU) fe Memory capacity | Memory capaciy: FE 4,8, 16, 92 bits 2kByte 64 KByte S2byies... 512byles gues Bee ae % seat tere! Bus 4,8, 16, 32>itdata circuit Ei (osciator) ETE 2 ER Ag Paeny ss 4 z Event Timecaiaenty | | Ataogue/ Ay Digtl Serial Bus counter and transmission Digital ccommuni- controler (WO) (input cations 5 Bs) Interrupt (Timer, time Converter FE outputs) =| controler! processing unit, input-capture, output l rooster) Resolution Resolution 2 1000ns 8...10.its ‘Timing range 412 8.92 100ns...100ms f#8| channels Be ‘Bojsiyen 10)0ui uj Bujssepoud eyeqtransmitted signals, which are then amplified to the microprocessor’s voltage, [0(V) > 5(V)]. 3 5. Signal processing; The ECU’s generally process signal in digital form. Rapid, periodic, real-time signals are processed in hardware modules which are specifically designed for the various functions. Data such as clock count, or the time of a particular event are transmitted to the CPU for further processing in registers. This substantially reduces the CPU’s interrupt-response requirements (ys- range) the amount of time available for calculations is determined by the open-loop or closed-loop controlled system (ms- range). The software containing the actual control algorithms. Depending on the data and almost unlimited number of logical operations can be established for storage and processing in the form of parameters, characteristic curves and multidimensional program maps. Fi4-3. 6. Output signals; Power switches and power-gain circuits amplify the | microprocessor’s out-put signals [0 to 5 (V), several (mA)] to the levels required by the various final- controlling elements/ actuators [Battery- voltage, several (A) ]. 3.4 Network 3.4.1 Logistical concepts (Cartoony); the concept divides the total automotive electrical system into conveniently-dimensioned subsystems. Units with closely-related functions (units with a high rate of mutual data exchange) are combined in a sub-network. This logistical concept results in sub-networks with varying requirements for transmission capacity while data transmission remains compatible. es }‘Signal processing in the ECU 1 Bipta input signal. 2 Analogue input slgnal, 3 Protective circu, 4 Amplifier, Filter, § A/D Converter, 6 Digital signal processing, 7 D/A Converter, 8 Power switch, 9 Power-gain ampli. | 1 ; | 14) 3 | - > ¢ : —> OH a 2 >) 3 fol a Ht} 5 af] 7 2 > >| Lf 1 Fas). interfaces ; Contol unit, 2 Bus controller, 3 Gétaway. fe 3 1 Tht i z aH ee | Multiplex bus 2 | 1 1 “fa i B sola Drivetrain bus I [ees | 2 | | 1 1 1 2 Zz... i [ Telecommunication bus : 2 Fiala) : 43| | 7 7 3.4 Automotive networking Bus systems Networks for data communication, also known as bus systems or protocols, are widely used in today's motor vehicles. Various components such as sensors, ac. tuators or computers ~ the “nodes” ~ are Connected to each other via a single chan- ‘el (which Gan consist of several wites) (Figure 8). A.wealthjof data is exchanged via this channel. For example, the driving Speed is determined in the Electronic Sta- bility Program (ESP) and transferred to all the other ECUs which are rietworked as odes in the bus system. Advantages of bus systems Compared with conventional gabling, in which the transmitter and receiver of in- formation are each connected by sepa- rate lines, bus systems offer significant advantages: ~ The costs of materials for the cables are ‘ower (which offsets the higher costs for the electronics). ~ The space required and the weight of the cabling are lower. ~ The number of plugs susceptible to faults is lower, thus fewor Talures os. cur in total, ae ~ Data can be distributed to various re- ceivers; for example, the signals of a sensor can be used by several sys- tems, ~ All the systems in the vehicle which are Connected via the bus can be reached: Figure: Automotive networking ‘Schematic representation of nodes ‘and data lines. 1 Data line, 2 Node (network user), from one access point. This provides for simpler diagnostics and the configura- tion of all the ECUs at the end of the, line (Hlashing) ~ The performance of calculations can be distlbuted te aferont ECUs. Thus, in the event of a particularly high demand for computing power terry by an ECU, the capacity of the other ECUs can be called on or, if an ECU should fail, its tasks can be distributed to other ECUs. ~ Analog’ sensor signals must be digi lized for data processing. The ser signals can be conditioned directly in the sensor, the inférmation is then di Seminated via the bus. Requirements of buses General requirements in order to be able to be used in vehicles, buses must satisfy typical requirements. A bus must use a transmission process which has control over the propagation times, at- tenuations and reflections of the signals for Cables up to 40 m long with which typically all the parts of the vehicle are reached. A network must be able to connect several dozen users in the process. Abus must be able to withstand the raw ambient conditions in the vehicle with re- gard to temperature, vibrations and elec- tromagnetic interference. ‘Because vehicles are produced in high ‘numbers, even small savings potentials in the cost of the bus hardware of the individ- ual vehicle must be utilized in the design of the bus. Itis equally necessary for there to be several competing manufacturers of bus components.ne Buses in motor vehicles For a quick overview, buses are frequently classified according to the scheme in Table 1 Table 1: Classification of bus systems [Class A Data transier Low data rates rates (upto 10 kits) [Applications [Networking of actuators and sensors Represented by [LIN, PSIS [Class B [Data transfer [Medium data rates rates (up to 125 kis) [Applications | Complex mechanisms for error handling Networking af control units in the comfort area [Represented by |Low-speed CAN [Class C Data transter | High data rates ratos (up to 1 Mis) [Applications | Real-time requirements Networking of control units in the drive and chassis area Represented by [High-speed CAN [Class C+ Data transfer [Very high data rates rates (up to 10 Mbivs) [Applications |Real-ime requirements Networking of controt units in the drive and chassis area Represented by [FlexRay [Class D Data transter | Very high data rates rates (> 10 Mbivs) ‘Applications | Networking of control units in the areas of telematics and multimedia [Represented by |MOST Buses in motor vehicles CAN Overview ‘The CAN bus (Controller Area Network) has established itself as the standard sinoe its first series introduction in motor vehicles in 1991. But itis also often used in automation technology. The major fea- tures are: = Priority-controlled message transmis- sion with non-destructive arbitration. ~ Low costs through the use of a low- cost twisted two-wire cable and use of a simple protocol with low computing power demand. — A data-transfer rate up to 1 Mbit/s for the high-speed CAN and up to 125 kbit/s for the low-speed CAN (lower expendi- ture for the hardware). — High reliability of data transfer through recognition and signaling of spo- radic faults and permanent faults and through network-wide consistency via ‘Acknowledge. ~ The multi-master principle. = High availability by locating failed sta- tions. ~ Standardization in accordance with ISO 11898 [1]. Transfer system Logic bus states and encoding ‘To communicate, the CAN bus uses the two states "dominant" and “recessive”, with which the information bits are trans- mitted. The dominant state represents “0, the recessive "1". The NRZ process (Non Return to Zero) is used as encod- ing for transmission, in which a zero state is not always returned to between two equal transfer states and, therefore, the time interval between two edges which is required for synchronization can become too great. For the most part a two-wire cable with, depending on the ambient conditions, a hon-twisted or twisted pair is used. The two bus lines are called CAN_H and CAN_L (Figure 1). The two-wire cable facilitates a sym- metrical data transfer, in which she bits are transferred via both bus lines using different voltages. This reduces sensitiv- ity to common-mode interference, since