An

Industrial Training Report

On
“Designing of EV Cluster Test Bench using
Embedded System”
Submitted for partial fulfilment of the requirements for the award of the
degree of
Bachelor of Technology
In
Electrical Engineering

Session : 2023-24

Submitted to:- Submitted by:-

Dept. of Electrical Engineering Shreya Pandey
20ESKEE132
VII Sem
Electrical Engineering

Department of Electrical Engineering

Swami Keshvanand Institute of Technology, Management & Gramothan
Ramnagaria, Jagatpura, Jaipur (RAJ.)
 CERTIFICATE

Department of Electrical Engineering, SKIT M&G, Jaipur Page ii

 Swami Keshvanand Institute of Technology,
Management and Gramothan, Jaipur

CANDIDATE DECLARATION

I, Shreya Pandey, a student of VII semester, B.Tech. (Electrical Engineering) has

completed my industrial training from "HOP Electric Mobility Pvt. Ltd, Jaipur",
hereby declare that the industrial training report submitted by me for partial fulfilment
of the requirements for the award of the degree of B.Tech from Rajasthan Technical
University, Kota, during the session 2023-24, is a result of my own work. I solemnly
affirm that any data or content used in this report is either original or appropriately
cited. Furthermore, if any part of the report is found to be copied, it has been typed by
me, and due credit is given to the original source. I understand the consequences of
plagiarism and take full responsibility for the integrity of this document.

Shreya Pandey
7 EE C
20ESKEE132

Date: 09/11/2023 Mr. Ajay Bhardwaj

Place: Jaipur Incharge, Industrial Training
Dept. of EE, SKIT, Jaipur

Department of Electrical Engineering, SKIT M&G, Jaipur Page iii

 ACKNOWLEDGEMENT

I would like to show gratitude towards my teachers and the trainers for the
opportunity given and help to complete my training within the time allotted.

This training would not have been completed without the support of my teachers and
parents. Therefore, I would like to thank Industrial Training Incharge, Mr. Ajay
Bhardwaj, Assistant Professor, Department of Electrical Engineering, Swami
Keshvanand Institute of Technology, Management & Gramothan, Jaipur for
extending his cordial support throughout the training completion. I would also like to
thank Dr. Sarfaraz Nawaz, Head of Department , Electrical Engineering, Swami
Keshvanand Institute of Technology, Management & Gramothan, Jaipur for
giving me enough time to complete the training.

I would like to extend my thanks to Dr. S. L. Surana, Director (Academics) and Dr.
Ramesh Kumar Pachar, Principal, Swami Keshvanand Institute of Technology,
Management & Gramothan, Jaipur for their motivation throughout my college time.

My efforts led to the effective completion of the training.

It may not be possible for me to acknowledge the support of all my friends, but I am
thankful to all other trainees for their valuable ideas and support during the training
period.

Shreya Pandey
7 EE C
20ESKEE132

Department of Electrical Engineering, SKIT M&G, Jaipur Page iv

 CONTENTS

Main Page i

Certificate ii

Candidate Declaration iii

Acknowledgement iv

Contents v

List of Figures ix

List of Tables x

Abstract xi

Chapter Page
Chapter Name
No. No.
1 Introduction 01
1.1 Introduction to Embedded System 01
1.2 What is Embedded System 02
Uses and Applications of Embedded
1.3 03
System
1.4 Components of Embedded System 04
1.5 Challenges of Embedded System 04
1.6 Future Trends in Embedded System 06
1.7 Importance of Embedded System 09

Embedded System in Electric

2 10
Vehicle
2.1 Introduction to Electric Vehicle 10
2.2 Growth of Electric Vehicle Market 11
2.3 Integration of Embedded System in EV 12
2.4 Problems Arising in Embedded System 13
Possible Solutions to the Problems by
2.5 15
Protocol

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 3 Introduction to Protocol 17
3.1 Why Protocol ? 17
3.1.1 CAN Protocol 17
3.1.2 LIN Protocol 17
3.1.3 FlexRay Protocol 17
3.1.4 Charging Protocols 17
3.1.5 Network Protocols 18
3.1.6 Security Protocols 18
3.2 Why Protocols are used in EVs 19
3.3 Difference Between Various Protocols 20
3.3.1 UART Protocol 20
3.3.2 SPI Protocol 22
3.3.3 CAN Protocol 24
3.4 CAN Protocol in Electric Vehicle 28
3.4.1 CAN Framing 30
3.4.2 CAN Characteristics 31

4 Vehicle Control Unit 33

4.1 Introduction 33
4.2 What is a Vehicle Control Unit (VCU) 34
4.2.1 VCU Working and Block Diagram 33
4.3 Benefits of a VCU for Electric Vehicle 34
4.4 Components of VCU 35
4.5 Microcontrollers used in VCU 37
4.6 Role of CAN Transceiver in VCU 38
Tracing of CAN Lines by Reverse
4.7 40
Engineering

4.7.1 What is Tracing ? 40

4.7.2 Outcomes of Reverse Engineering 40

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 4.7.3 Connections 41
4.8 Arduino as a Microcontroller 42
Arduino as a Brain of Ano-Digital
4.8.1 45
Communication

4.8.2 Arduino with CAN Transceiver 46

4.9 Limitations of Arduino 48

5 Working On Project 49
5.1 Introduction of Instrument Cluster 49
5.2 Functional Specification of Cluster 50
5.2.1 Speedo Module 50
5.2.2 Odo Module 51
5.2.3 Trip A and B (Distance Counter) 51
5.2.4 Clock 51
5.2.5 Range Indicator 51
5.2.6 SOC ( Battery Level Indicator ) 51
5.2.7 Time To Charge ( TTC ) 52
5.2.8 Voltage 52
5.2.9 Current 52
5.2.10 Forward Mode 52
5.2.11 Reverse Mode 53
5.2.12 Eco Mode 53
5.2.13 Sport Mode 53
5.2.14 Motor Failure 53
5.2.15 Motor Over Temperature 53
5.2.16 Battery Temperature 53
5.2.17 Regeneration 53
5.2.18 Park Brake 53
5.2.19 Helmet 54
5.2.20 Error Code 54

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 Conclusion 55
References 56

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 LIST OF FIGURES

Fig. No. Figure Name Page No.

Fig. No. 1.1 Architecture of ES 01
Fig. No. 1.2 Mechanism of ES 02
Fig. No. 1.3 Examples of application of ES 03
Fig. No. 1.4 Block diagram of ES 04
Fig. No. 1.5 Global ES Market 09
Fig. No. 1.6 Application of Embedded System 09
Fig. No. 2.1 Internal of EV 10
Fig. No. 3.1 EV Charging Mechanism 18
Fig. No. 3.2 CAN Framing Mechanism 21
Fig. No. 3.3 SPI Communication Mechanism 23
Fig. No. 3.4 Master Slave SPI Mechanism 24
Fig. No. 3.5 CAN Bus Advantages 25
Fig. No. 3.6 Why CAN? 28
Fig. No. 3.7 CAN Framing Architecture 30
Fig. No. 3.8 CAN Network Organisation 31
Fig. No. 3.9 CAN Operation Logic 32
Fig. No. 4.1 Vehicle Control Unit 33
Fig. No. 4.2 VCU Operation Block Diagram 34
Fig. No. 4.3 Vehicle Control Unit Internals 35
Fig. No. 4.4 Different Types of Microcontroller 37
Fig. No. 4.5 Microcontroller in VCU 38
Fig. No. 4.6 PIN Diagram of Transceiver 39
Fig. No. 4.7 CAN Lines Tracing 41
Fig. No. 4.8 Pin Diagram of VP231 41
Fig. No. 4.9 Microcontroller Used in VCU 42
Fig. No. 4.10 Microcontroller Used in Arduino 43
Fig. No. 4.11 MCP2515 CAN Module 46
Fig. No. 5.1 HOP EV Cluster 49

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 LIST OF TABLES

Table No. Table Name Page No.

Table No. 2.1 Growth of EV Market 11
Table No. 3.1 Difference between Various Protocol 20
Table No. 5.1 Display Parameters Testing & Boundary 50
Conditions of all CAN IDs

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 ABSTRACT

This report delves into the pioneering work conducted at HOP Electric and Mobility,
focusing on the integration of Arduino technology and the Controller Area Network
(CAN) protocol to establish a cutting-edge embedded system for electric vehicle
(EV) infrastructure. By combining these elements, HOP aims to optimize EV
functionality and contribute to the broader advancement of sustainable mobility
solutions. The report meticulously examines the technical aspects and synergies
between Arduino and CAN protocol, shedding light on their collaborative role in
enhancing the efficiency and intelligence of the EV infrastructure. HOP's innovative
approach underscores their commitment to pushing the boundaries of electric
mobility, positioning them at the forefront of technological advancements in the
industry. This exploration provides valuable insights into the potential for creating
interconnected systems that propel the evolution of electric vehicles and foster a more
sustainable future.

So as prescribed by Rajasthan Technical University (RTU), I have to undergo 45

days of practical training. I took my practical training from “HOP Electric Mobility
Pvt. Ltd.,Jaipur” and gained a lot of information on real world application of things
that I have studied in our syllabus.

My 45 days of training was scheduled from 19/07/2023 to 03/09/2023.

This report presents all the technical details and data of equipment that was possible,
it also contains theory and description of the different equipment that I saw there.

This training widened my thinking for learning from unique and out of box solutions
that were being implemented Research & Development Department of Company.

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CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION TO EMBEDDED SYSTEMS
Microcontrollers are widely used in Embedded System products. An Embedded
product uses the microprocessor (or microcontroller) to do one task & one task only.
A printer is an example of an embedded system since the processor inside it performs
one task only namely getting the data and printing it. Contrast this with a Pentium
based PC. A PC can be used for any no. of applications such as word processor, print
server, bank teller terminal, video game player, network server or internet terminal.
Software for a variety of applications can be loaded and run. Of course the reason a
PC can perform multiple tasks is
that it has RAM memory and an
operating system that loads the
application software into RAM
& lets the CPU run it.

In an Embedded system there is

only one application software
that is typically burn into ROM.
An x86PC Contain or its
connected to various Embedded
Products such as keyboard,
printer, modem, Disc controller, Fig 1.1 Architecture of ES

Sound card, CD-Rom Driver, Mouse & so on. Each one of these peripherals as a
microcontroller inside it that performs only one task. For example inside every mouse
there is microcontroller to perform the task of finding the mouse position and sending
it to PC.

Although microcontroller are preferred choice for many Embedded systems, there are
times that a microcontroller is inadequate for the task. For this reason in recent years
many manufactures of general purpose microprocessors such as INTEL, Motorola,
AMD & Cyrix have targeted their microprocessors for the high end of Embedded
market.
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While INTEL, AMD, Cyrix push their x86 processors for both the embedded and
desktop pc market, Motorola is determined to keep the 68000 families alive by
targeting it mainly for high end of embedded system.

One of the most critical needs of the embedded system is to decrease power
consumptions and space. This can be achieved by integrating more functions into the
CPU chips. All the embedded processors based on the x86 and 680x0 have low power
consumptions in additions to some forms of I/O, Com port & ROM all on a single
chip. In higher performance Embedded system the trend is to integrate more & more
functions on the CPU chip & let the designer decide which feature he/she wants to
use.

1.2 WHAT IS EMBEDDED SYSTEM ?

An Embedded System employs a combination of hardware & software (a

“computational engine”) to perform a specific function; is part of a larger system that
may not be a “computer works in a reactive and time-constrained environment.
Software is used for providing features and flexibility. Hardware = {Processors,
ASICs, Memory...} is used for performance & sometimes security.

An embedded system is a special purpose

system in which the computer is completely
encapsulated by the device it controls. Unlike
a general purpose computer, such as a PC, an
embedded system performs predefined tasks
usually with very specific tasks design
engineers can optimise it reducing the size
and cost of the product. Embedded systems
are often mass produced, so the cost savings
may be multiplied by millions of items. The Fig 1.2 Mechanism of ES
core of any embedded system is formed by one or several microprocessors or
microcontrollers programmed to perform a small number of tasks. In contrast to a
general purpose computer, which can run any software application, the user chooses,
the software on an embedded system is semi-permanent, so it is often called firmware.

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1.3 USES AND APPLICATIONS OF EMBEDDED SYSTEM

● Automated teller machines (ATMS).

● Avionics, such as inertial guidance systems, flight control hardware/software
and level integrated systems in aircraft and missiles.
● Cellular telephones and telephone switches.
● Computer network equipment, including routers time servers and firewalls
● Computer printers,Copiers.
● Disk drives (floppy disk drive and hard disk drive)

Fig 1.3 Examples of application of ES

● Engine controllers and antilock brake controllers for automobiles.
● Home automation products like thermostats, air conditioners, sprinkles and
security monitoring systems.
● Household appliances including microwave ovens, washing machines, TVsets
DVD players/recorders.
● Medical equipment.
● Measurement equipment such as digital storage oscilloscopes, logic analyzers
and spectrum analyzers.
● Multimedia appliances: internet radio receivers, TV set top boxes.
● Personal digital assistants (PDA’s), i.e., small hand held computer with P1M5
and other applications.
● Programmable logic controllers (PLC’s) for industrial automation and
monitoring.
● Stationary video game controllers.

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 1.4 COMPONENTS OF EMBEDDED SYSTEM
Embedded systems consist of several key components:

1. Microcontroller/Microprocessor: The brain of the embedded

system, responsible for executing instructions and controlling other
hardware components.

2. Memory: Storage for program code and data, typically divided into
ROM (Read-Only Memory) for firmware and RAM (Random-Access
Memory) for temporary data storage.

3. Input and Output (I/O) Interfaces: Connectivity ports that allow

the embedded system to interact with the external world, such as USB,
Ethernet, or GPIO (General Purpose Input/Output) pins.

4. Sensors and Actuators: Sensors collect data from the environment,

while actuators perform actions based on that data. Examples include
temperature sensors and motors.

Fig 1.4 Block diagram of ES

1.5 CHALLENGES IN EMBEDDED SYSTEM

Embedded systems face several challenges, both in their development and deployment.
These challenges can vary depending on the specific application and industry, but
some common challenges include:

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 1. Limited Resources: Embedded systems often have constrained resources in
terms of processing power, memory, and storage. Developers must optimise

code and algorithms to fit within these constraints.

2. Real-Time Requirements: Many embedded systems operate in real-time

environments where tasks must be completed within specific time frames.
Ensuring that critical tasks meet their deadlines can be challenging.

3. Power Efficiency: Embedded systems are often battery-powered or require

low power consumption. Designing hardware and software for optimal power
efficiency is crucial for extending battery life.

4. Hardware Integration: Integrating sensors, actuators, and other hardware

components can be complex. Ensuring that all components work seamlessly
together requires careful design and testing.

5. Security: Embedded systems are vulnerable to security threats, and ensuring

their security is a significant challenge. Protecting against malware,
unauthorised access, and data breaches is crucial, especially in IoT devices.

6. Software Complexity: Developing software for embedded systems can be

challenging due to the need for reliability and efficiency. Real-time operating
systems (RTOS) or specialised software may be required.

7. Testing and Debugging: Debugging embedded systems can be more

challenging than traditional software due to limited debugging tools and the
inability to easily replicate real-world conditions.

8. Scalability and Upgradability: As technology evolves, embedded systems

may need to be updated or upgraded. Ensuring that these changes can be made
without disrupting the system's operation can be difficult.

9. Safety Standards: In industries like automotive and healthcare, embedded

systems must adhere to stringent safety standards. Meeting these standards
requires extensive testing and documentation.

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 10. Interoperability: Ensuring that embedded systems can communicate and
work with other devices and systems, especially in IoT applications, can be
complex.

11. Environmental Factors: Embedded systems deployed in harsh

environments (e.g., extreme temperatures or high humidity) must be designed
to withstand these conditions.

12. Cost Constraints: Many embedded systems need to be cost-effective,

which can limit the choice of components and technologies used in their
development.

13. Firmware Updates: Deployed embedded systems often require firmware

updates to fix bugs, enhance features, or improve security. Managing these
updates can be challenging, especially for devices deployed in remote
locations.

14. Regulatory Compliance: Meeting industry-specific regulations and

standards, such as those in healthcare or aviation, can be a significant
challenge for embedded system developers.

15. Long Lifecycle Support: Some embedded systems, particularly in

industries like aerospace or industrial automation, have long life cycles.
Ensuring ongoing support, maintenance, and component availability can be
challenging.

1.6 FUTURE TRENDS IN EMBEDDED SYSTEM

The field of embedded systems is continuously evolving to meet the growing demands of
various industries and technological advancements. Here are some future trends in
embedded systems to watch for:

1. Edge Computing: Edge computing is becoming increasingly important as

data processing moves closer to the data source, reducing latency and
bandwidth usage. Embedded systems will play a crucial role in processing and
analysing data at the edge of networks.

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 2. AI and Machine Learning Integration: Embedded systems are starting to
incorporate artificial intelligence (AI) and machine learning (ML) capabilities.
This trend enables devices to make more intelligent decisions, recognize
patterns, and adapt to changing conditions.

3. Connectivity and IoT: The Internet of Things (IoT) continues to expand,

driving the need for more embedded systems with robust connectivity features.
Devices will increasingly communicate with each other and cloud services,
enabling a wide range of applications in smart homes, cities, and industries.

4. Security and Cybersecurity: With the increasing number of connected

devices, security becomes paramount. Embedded systems will focus on
implementing robust security measures to protect data, devices, and networks
from cyber threats.

5. Energy Efficiency: Energy-efficient embedded systems will remain a top

priority, especially in battery-powered devices and renewable energy
applications. Low-power design techniques, like advanced sleep modes and
efficient power management, will be essential.

6. 5G and Beyond: The rollout of 5G networks will enable faster and more
reliable connectivity, opening up new possibilities for embedded systems.
Real-time applications, high-definition video streaming, and remote control
will become more feasible.

7. Custom Hardware Accelerators: To improve performance and power

efficiency, embedded systems will increasingly incorporate custom hardware
accelerators, such as Field-Programmable Gate Arrays (FPGAs) and Graphics
Processing Units (GPUs), tailored to specific tasks.

8. Heterogeneous Computing: Combining different types of processors

(e.gCPU, GPU, FPGA) in embedded systems for specialised tasks will become
more common, optimising performance and energy consumption.

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 9. Open Source Ecosystems: Open-source hardware and software ecosystems
for embedded systems will continue to grow, making it easier for developers to
access and collaborate on designs and solutions.

10. Augmented and Virtual Reality: Embedded systems will play a crucial
role in augmented reality (AR) and virtual reality (VR) applications, enabling
immersive experiences and interactive simulations.

11. Autonomous Systems: Embedded systems will be at the heart of

autonomous vehicles, drones, and robots. Advancements in sensor technology
and AI will drive these developments.

12. Advanced Human-Machine Interfaces: Touchscreens, voice recognition,

gesture control, and brain-computer interfaces will become more prevalent in
embedded systems, enhancing user experiences and accessibility.

13. Healthcare Devices: Embedded systems will continue to impact healthcare,

with wearable devices, remote patient monitoring, and medical implants
becoming more sophisticated and integrated with cloud-based health
platforms.
14. Environmental Monitoring: Embedded systems will be used for
monitoring and addressing environmental issues, including climate change,
pollution, and resource management.

15. Long-Term Support and Sustainability: As many embedded systems

have long life cycles, ensuring long-term support, sustainability, and
upgradability will be a growing concern.

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 Fig 1.5 Global ES Market

1.7 IMPORTANCE OF EMBEDDED SYSTEM

Fig 1.6 Application of Embedded System

Embedded systems are of paramount importance in the modern world as they power
countless devices and systems we rely on daily. They provide the intelligence and
functionality necessary for smartphones, automotive safety features, medical devices,
industrial automation, and even household appliances. These systems enhance
efficiency, automation, and convenience, improving our quality of life and driving
innovation across various industries. They enable real-time decision-making,
connectivity, and data processing, making them indispensable in an increasingly
interconnected and technologically advanced world. Embedded systems continue to
shape our present and future, impacting how we work, live, and interact with the
world around us
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CHAPTER 2
EMBEDDED SYSTEM IN ELECTRIC VEHICLE
2.1 INTRODUCTION TO ELECTRIC VEHICLE
Electric vehicles as we all know are the
future of the automobile sector as the
dependency on fossil fuels is a tough call to
take as it is limited and also releases harmful
gases in the atmosphere responsible for
various environmental conditions such as
global warming . Here EV sector comes to
the rescue.
Fig 2.1 Internal of EV
In recent years, the automotive industry has undergone a remarkable transformation,
driven by the urgent need to mitigate environmental concerns and reduce the world's
dependence on fossil fuels. As a result, the integration of electric vehicles (EVs) into
our daily lives has gained significant momentum. These vehicles offer a promising
solution to address the dual challenges of environmental sustainability and energy
efficiency, marking a pivotal shift in the transportation landscape.

Embedded systems, characterised by their integration of hardware and software

components into various devices, have played a pivotal role in shaping the modern
world. From smartphones to home appliances and industrial machinery, embedded
systems have become the backbone of countless technologies. As the electric vehicle
industry rapidly evolves, the integration of EVs with embedded systems represents a
key enabler in maximising the potential of these eco-friendly vehicles.

This report delves into the intersection of electric vehicles and embedded systems,
examining the symbiotic relationship between these two technological domains. We
explore how embedded systems are revolutionising the electric vehicle sector,
enhancing their performance, safety, and user experience. Furthermore, we discuss the
potential challenges and opportunities that lie ahead, considering both technological
and societal aspects.

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In the following sections, we will delve deeper into the significance of electric
vehicles in the context of sustainability and energy efficiency, followed by an
exploration of embedded systems' critical role in EV development. We will also assess
the current state of the industry, shedding light on key developments, emerging
technologies, and notable players in the field. Finally, this report will conclude with a
forward-looking perspective on the future of electric vehicles and their integration
with embedded systems, emphasising the potential for innovation and sustainable
transportation solutions of the horizon.

2.2 GROWTH OF ELECTRIC VEHICLE MARKET

In recent years, the global automotive landscape has witnessed a remarkable shift in
consumer preferences and industry dynamics, driven by a growing awareness of
environmental concerns and a relentless pursuit of sustainable transportation solutions.
This transformation has been epitomised by the rising demand for Electric Vehicles
(EVs). With an increasing emphasis on reducing greenhouse gas emissions,
conserving natural resources, and curbing air pollution, EVs have emerged as a pivotal
and compelling choice for both individuals and policymakers alike. This small
introduction will explore the driving forces behind the surging demand for EVs,
outlining the key factors fueling this significant shift in the automotive paradigm.

Table 2.1 Growth of EV Market

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2.3 INTEGRATION OF EMBEDDED SYSTEM IN EV
The automotive industry is currently in the midst of a profound transformation, largely
driven by the urgent need for sustainable transportation solutions and the quest to
reduce carbon emissions. In this context, Electric Vehicles (EVs) have emerged as a
leading technology, offering a cleaner, more energy-efficient alternative to traditional
internal combustion engine vehicles. One of the critical enablers of the EV revolution
is the integration of embedded systems, which plays a pivotal role in enhancing the
performance, safety, and user experience of these electric vehicles.

1. Advanced Battery Management:

Embedded systems in EVs are instrumental in managing the complex
lithium-ion battery packs efficiently. These systems monitor the state of
charge, temperature, and voltage of individual cells, ensuring optimal
performance, battery life, and safety. Additionally, they enable fast-charging
capabilities, making EVs more practical for daily use.

2. Vehicle Control and Propulsion:

Embedded systems act as the brains of an EV, orchestrating the control of
electric motors, power inverters, and regenerative braking systems. This
real-time coordination optimises energy consumption, enhances acceleration,
and provides a seamless driving experience.

3. Safety and Driver Assistance:

Embedded systems contribute significantly to the safety of EVs by integrating
advanced driver assistance systems (ADAS). These systems, including
adaptive cruise control, lane-keeping assistance, and collision avoidance, rely
on embedded sensors and processing power to enhance driver safety and
reduce the risk of accidents.

4. User Interface and Connectivity:

Modern EVs offer a sophisticated user interface through touchscreens and
infotainment systems, all powered by embedded systems. These interfaces
provide real-time information on battery status, charging stations, and energy

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 consumption, offering drivers a more informative and interactive driving
experience.

5. Over-the-Air Updates:
Embedded systems in EVs allow for remote software updates, ensuring that
vehicles can receive improvements and new features without requiring a visit
to a dealership. This feature enhances vehicle longevity and keeps the software
up-to-date with evolving industry standards and regulations.

6. Energy Management and Range Optimization:

Embedded systems continuously analyse driving conditions, route information,
and battery status to optimise energy consumption and extend the vehicle's
range. This dynamic energy management contributes to the overall efficiency
and usability of EVs.

As the EV industry continues to evolve, the integration of embedded systems will

remain central to its progress. These systems are not only enhancing the performance
and safety of electric vehicles but also paving the way for innovative features such as
autonomous driving and smart grid integration. The synergy between EVs and
embedded systems represents a pivotal step toward a more sustainable and connected
future of transportation.

2.4 PROBLEMS ARISING IN EMBEDDED SYSTEMS

The integration of Electric Vehicles (EVs) with

embedded systems has undoubtedly unlocked a
new era of innovation in the automotive
industry. However, this symbiotic relationship
is not without its challenges. The seamless
fusion of cutting-edge EV technology with
sophisticated embedded systems presents a
myriad of complexities that demand careful
consideration and solutions. In this

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introduction, we will explore the pressing problems and hurdles that arise in the
alignment of electric vehicles with embedded systems, shedding light on the
intricacies that engineers, manufacturers, and researchers must address to ensure the
successful development and widespread adoption of these groundbreaking
technologies.

As the world transitions toward sustainable transportation, EVs have gained immense
popularity, driven by their eco-friendliness, energy efficiency, and promise of reduced
emissions. Yet, beneath the surface, a series of challenges looms, encompassing a
wide spectrum of technical, operational, and regulatory aspects.

1. Battery Management and Performance Optimization: While electric

vehicle batteries have made remarkable advancements in recent years, issues
such as range anxiety, charging infrastructure, and battery degradation persist.
Embedded systems must grapple with the intricate task of managing battery
health, optimising charging cycles, and ensuring the longevity of these
expensive components.

2. Safety and Security Concerns: EVs rely heavily on embedded systems for
functions such as regenerative braking, motor control, and autonomous driving
assistance. Ensuring the safety and security of these systems against cyber
threats, malfunctions, or accidents is a formidable challenge in the quest for
widespread EV adoption.

3. Software Complexity and Updates: The increasing complexity of

software systems in EVs necessitates continuous updates and maintenance.
Managing over-the-air software updates, while maintaining compatibility with
existing hardware, poses significant challenges in preserving vehicle
performance and user experience.

4. Interoperability and Standardization: EVs often rely on diverse

embedded systems, sensors, and communication protocols, making

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 interoperability a pressing concern. Standardisation efforts must address the
need for uniformity and compatibility among various components and systems.

5. Regulatory Compliance: Evolving regulations and safety standards

further complicate the alignment of EVs with embedded systems. Adhering to
regional and international compliance requirements while maintaining
innovation in EV technology requires meticulous attention to detail.

6. Cost and Accessibility: Balancing the cost-effectiveness of EVs with

embedded systems and ensuring their accessibility to a broad range of
consumers is a challenge that manufacturers must navigate. Achieving
economies of scale while delivering high-quality embedded systems is crucial
to making EVs more affordable.

In the chapters that follow, this report will delve deeper into each of these challenges,
providing insights into the specific issues at play, and exploring potential solutions
and innovations that are on the horizon. The successful alignment of electric vehicles
with embedded systems is a multifaceted endeavour, and addressing these challenges
is essential to realising the full potential of EVs in the pursuit of sustainable and
efficient transportation systems.

2.5 POSSIBLE SOLUTIONS TO THE PROBLEMS

BY PROTOCOL
Addressing the complex challenges of integrating Electric Vehicles (EVs) with embedded
systems through protocol mechanisms requires a comprehensive strategy. First and
foremost, the development and adoption of standardised protocols play a pivotal role
in streamlining EV operations. These protocols, designed with interoperability and
security in mind, ensure that different EV components and systems can communicate
seamlessly while adhering to regulatory standards.

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Furthermore, a proactive approach to cybersecurity is imperative. Protocols should
incorporate robust security features such as encryption, authentication, and intrusion
detection, safeguarding against cyber threats and unauthorised access. Additionally,
the industry should invest in continuous research and development to create adaptive
and efficient protocols that can evolve with the rapidly changing landscape of electric
mobility, ultimately promoting the widespread adoption of EVs while enhancing user
safety and experience.

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CHAPTER 3
INTRODUCTION TO PROTOCOL
3.1 WHY PROTOCOL ?

A protocol is a set of rules or guidelines that dictate how data is exchanged or

transmitted between devices or systems in a standardised way. Protocols ensure that
devices or systems can communicate effectively and reliably with each other, even if
they are manufactured by different companies or operate on different technologies.
Protocols are essential in various fields, including networking, communication, and
the automotive industry, where they play a crucial role in electric vehicles (EVs

There are several types of protocols used in different contexts, but I'll focus on the
types relevant to electric vehicles:

3.1.1 CAN (Controller Area Network): CAN is a widely used communication

protocol in automotive applications, including EVs. It facilitates real-time data
exchange between various electronic control units (ECUs) within the vehicle,
allowing them to work together efficiently. CAN is essential for managing functions
like battery management, powertrain control, and vehicle diagnostics.

3.1.2 LIN (Local Interconnect Network): LIN is another automotive

communication protocol often used for less critical and lower-speed communication
within the vehicle, such as controlling interior lighting and window motors

3.1.3 FlexRay: FlexRay is a high-speed communication protocol primarily used in

advanced automotive systems that require deterministic and fault-tolerant
communication. While not as common as CAN, it is essential for some EVs with
complex control systems.

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 3.1.4 Charging Protocols:

A. CHAdeMO: This is a fast-charging protocol developed by Japanese

companies for electric vehicles. It is primarily used in Asia and is known for its
ability to deliver high-power charging.

Fig 3.1 EV Charging Mechanism

B. CCS (Combined Charging System): CCS is a versatile fast-charging protocol

that combines both AC and DC charging capabilities. It has become the
standard for fast charging in North America and Europe.

C. Tesla Supercharger Protocol: Tesla has its proprietary fast-charging protocol

for its electric vehicles, which can deliver high-power charging specifically for
Tesla cars.

3.1.5 Network Protocols:

TCP/IP (Transmission Control Protocol/Internet Protocol): In EVs, TCP/IP is often used

for connecting the vehicle to the internet, enabling features like remote diagnostics,
software updates, and over-the-air (OTA) upgrades.

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3.1.6 Security Protocols: Various security protocols are used in EVs to protect
sensitive data and ensure the security of communication networks. These may include
encryption protocols, authentication mechanisms, and secure key exchange protocols.

3.2 WHY PROTOCOLS ARE USED IN ELECTRIC VEHICLES

(EVs)?
Protocols play a vital role in electric vehicles for several reasons:

1. Interoperability: Different components and systems in an EV, such as the

battery management system, power electronics, and charging infrastructure,
need to communicate effectively. Protocols ensure that these diverse
components can work together seamlessly, even if they are from different
manufacturers.

2. Efficiency: By following standardised communication protocols, EVs can

operate more efficiently. For example, battery management systems can
monitor the state of charge and health of the battery, allowing for optimised
energy management and increased battery lifespan.

3. Safety: Protocols like CAN and FlexRay help ensure real-time communication
for critical safety functions within an EV, such as traction control and
regenerative braking.

4. Charging: Charging protocols like CCS and CHAdeMO are essential for fast
charging EVs, enabling compatibility with various charging stations and
networks.

5. Remote Connectivity: EVs often have remote connectivity features that rely
on network protocols like TCP/IP for functions such as remote diagnostics,
software updates, and vehicle tracking.

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In summary, protocols in electric vehicles serve as the communication backbone, enabling
efficient and secure data exchange among various components and systems within the
vehicle and with external infrastructure like charging stations and cloud services. They
are essential for ensuring the functionality, safety, and interoperability of electric
vehicles in a rapidly evolving automotive landscape.

3.3 DIFFERENCE BETWEEN VARIOUS PROTOCOL

Table 3.1 Difference between Various Protocol

Various types of communication protocols are there. Generally 3 are the most common
and reliable methods they are:-

3.3.1 UART PROTOCOL

UART, which stands for Universal Asynchronous Receiver/Transmitter, is a hardware
communication protocol used for serial communication between devices. It is a
popular and relatively simple method for transmitting and receiving data between
microcontrollers, sensors, peripherals, and other digital devices. UART
communication is asynchronous, meaning that data is sent and received without a
shared clock signal. Instead, both the sender and receiver agree on a specific baud rate
(data rate) to determine the timing of data transmission.

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Here's a detailed explanation of how UART works and its key components:

UART Communication Process: The UART communication process involves the

following steps:

1. Data Framing: Data is divided into frames for transmission. A frame typically
consists of a start bit, the specified number of data bits, an optional parity bit,
and one or more stop bits. The start bit signals the beginning of a frame, and
the stop bit(s) indicate the frame's end.
2. Serial to Parallel Conversion (Transmitter): In the transmitter, parallel data
is converted into a serial format. Each frame is sent sequentially, starting with
the start bit, followed by the data bits (in the specified order), optional parity
bit, and stop bit(s).
3. Transmission: The serial data is transmitted to the receiving device through a
UART interface, which can be a physical wire connection or a virtual UART
over a software interface.
4. Serial to Parallel Conversion (Receiver): In the receiver, the serial data is
converted back into parallel format, aligning it with the specified data bits,
parity bit (if used), and stop bit(s).
5. Error Checking (Optional): If parity is enabled, the receiver checks whether
the number of set bits in the frame matches the specified parity type. If they
don't match, an error is detected.
6. Data Processing: The received data is processed by the receiving device,
which can be a microcontroller, computer, or another digital device.

Fig 3.2 CAN Framing Mechanism

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3.3.2 SPI PROTOCOL
The Serial Peripheral Interface (SPI) protocol is a widely used synchronous serial
communication standard in the realm of embedded systems and electronics. SPI
allows for high-speed, full-duplex communication between a master device and
multiple peripheral devices or sensors over a dedicated bus. It is characterised by its
simplicity, versatility, and efficiency, making it a preferred choice for a wide range of
applications. SPI communication typically involves four key signals: Master Out
Slave In (MOSI), Master In Slave Out (MISO), Serial Clock (SCK), and Chip Select
(CS), which enable bi-directional data transfer between devices with precise timing
control. SPI's straightforward architecture and flexibility make it well-suited for
applications such as sensor interfacing, memory storage, display control, and
communication with various integrated circuits.

One of the notable advantages of SPI is its high data transfer rate, making it suitable
for applications requiring rapid data exchange. Additionally, SPI's support for
multiple devices connected to the same bus allows for efficient data sharing among a
wide array of components within a system. However, it's essential to note that SPI
does not inherently provide features for addressing or data packetization, and it
operates mainly in a master-slave configuration. While its simplicity and speed are
advantages, users must carefully design the communication protocol and consider
factors like clock polarity and phase to ensure reliable data transmission in their
specific application.

SPI (Serial Peripheral Interface) communication is a synchronous, full-duplex

serial communication protocol that involves the exchange of data between a master
device and one or more peripheral devices or sensors. The process of SPI
communication typically involves the following key elements and steps:

Master-Slave Configuration: SPI communication typically operates in a master-slave

configuration. The master device initiates and controls the communication, while one
or more peripheral devices (slaves) respond to the master's commands.

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 Fig 3.3 SPI Communication Mechanism

1. Master Out Slave In (MOSI): This signal carries data from the master to the
slave.

2. Master In Slave Out (MISO): It carries data from the slave to the master.

3. Serial Clock (SCK): SCK is a shared clock signal generated by the master to
synchronise data transfer. Both the master and slaves use this clock to time the
data transmission.

4. Chip Select (CS) or Slave Select (SS): This signal is used to select the
specific slave device with which the master wishes to communicate. Each
slave device typically has its own CS/SS line.

5. Data Transfer: SPI communication is full-duplex, meaning that data can be

sent and received simultaneously. The master sends data on the MOSI line
while simultaneously receiving data on the MISO line. Data is transferred bit
by bit, typically in 8-bit or 16-bit packets, depending on the configuration.

6. Clock Polarity and Phase: SPI allows for flexibility in configuring the clock
polarity (CPOL) and clock phase (CPHA). These settings determine the timing
relationship between the clock signal and the data bits, ensuring compatibility
between the master and slave devices.

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 7. Master Initialization: The master initiates communication by selecting the
desired slave device by asserting its corresponding CS/SS line. It then
generates clock pulses (SCK) to synchronise data transfer.

8. Data Transmission: The master sends data on the MOSI line while the
selected slave responds by sending data on the MISO line. The timing of the
clock signal (SCK) ensures that both master and slave devices are
synchronised.

9. End of Communication: After transferring the required data, the master may
de-assert the CS/SS line to deselect the slave, indicating the end of the
communication session. This allows the master to communicate with other
slaves or end the communication.

10. Multiple Slave Devices: SPI supports communication with multiple slave
devices by selecting one slave at a time through their respective CS/SS lines.
The master can switch between slaves during the communication session.

SPI communication is known for its simplicity and speed, making it a popular choice for
interfacing microcontrollers, sensors, memory devices, and various integrated circuits
in embedded systems and electronics applications. The flexibility to configure clock
polarity and phase allows SPI to be compatible with a wide range of devices and
communication requirements.

Fig 3.4 Master Slave SPI Mechanism

3.3.3 CAN PROTOCOL

The Controller Area Network (CAN) protocol is a widely used communication standard in
various industries, particularly in automotive and industrial applications. Developed
by Bosch in the 1980s, CAN has become integral to modern vehicles,

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manufacturing processes, and numerous embedded systems. The protocol is
characterised by its reliability, robustness, and deterministic communication, making
it ideal for real-time, safety-critical, and high-integrity applications.

Fig 3.5 CAN Bus Advantages

CAN communication involves a two-wire bus (CAN High and CAN Low) and is
often referred to as a multi-master, multi-drop bus. In this communication system,
multiple nodes, such as Electronic Control Units (ECUs) in a vehicle or industrial
controllers, can transmit and receive messages on the same bus. The key elements of
CAN communication include arbitration, message prioritisation, and error handling.
In case two or more nodes attempt to transmit data simultaneously, the arbitration
mechanism ensures that the node with the highest priority message is allowed to
transmit, creating a deterministic and collision-free communication process.
Additionally, CAN incorporates built-in error-checking mechanisms to detect and
recover from errors that may occur during data transmission, enhancing its reliability
in harsh environments.

CAN is employed in various applications, including automotive networks, industrial

automation, medical devices, and aerospace systems. In automotive applications,
CAN facilitates communication between ECUs responsible for engine control,
transmission management, safety systems, and more. It plays a vital role in enabling
features such as anti-lock braking systems (ABS), airbag deployment, and advanced
driver assistance systems (ADAS). In industrial settings, CAN is used for factory
automation, machine control, and process monitoring. Its robustness and real-time
capabilities make it well-suited for critical systems where data accuracy and
reliability are paramount.

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Overall, the CAN protocol's widespread adoption can be attributed to its ability to
provide deterministic, real-time communication, even in noisy and challenging
environments. Its use extends far beyond the automotive industry, and it continues to
be a cornerstone technology for ensuring the integrity and safety of communication in
various embedded systems and applications.

CAN (Controller Area Network) communication involves a well-defined process

that enables multiple nodes or devices to exchange messages on a shared bus. Here's
an overview of the CAN communication process:

1. Message Generation: The communication process begins when a node

(typically an Electronic Control Unit or ECU) in the CAN network generates a
message to transmit. These messages contain data that can represent sensor
readings, control commands, status updates, or any other relevant information.

2. Message Identifier: Each message in a CAN network has a unique identifier,

which serves as its priority level. Lower numerical values indicate higher
priority. When multiple nodes attempt to transmit messages simultaneously,
the arbitration process uses these identifiers to determine which message gets
to proceed, ensuring that high-priority messages take precedence.

3. Arbitration: Nodes on the CAN bus listen to the bus to check for ongoing
transmissions. If a node has a message to transmit, it monitors the bus to
ensure it's idle. Once the bus is idle, the node starts transmitting its message,
including its identifier. During transmission, nodes continually monitor the
bus for conflicts. If two nodes start transmitting simultaneously, the one with
the lower message identifier wins the arbitration and continues transmitting its
message. The other node detects the conflict and backs off, waiting for an
opportunity to retry.

4. Data Transmission: After successfully winning arbitration, the transmitting

node sends the message data bit by bit on the CAN bus, synchronised to the
bus's clock signal. All nodes on the bus simultaneously receive the message

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 and compare the identifier to their own. Nodes that have a matching identifier
process the message, while others ignore it.

5. Acknowledgment and Error Detection: After sending the message, the

transmitting node waits for acknowledgment. If other nodes successfully
receive the message without detecting any errors, they send an
acknowledgment bit. If the transmitting node receives acknowledgments from
multiple nodes, it knows that its message was successfully received. If no
acknowledgment is received, the transmitting node assumes an error and
retries the message.

6. Error Handling: CAN incorporates error-checking mechanisms, including

CRC (Cyclic Redundancy Check) and checksums, to detect errors during
transmission. If an error is detected, the node that identifies the error can
request a retransmission of the message.

7. Message Reception: Nodes continuously monitor the bus for incoming

messages. When a node with a matching identifier detects a message, it
processes the data contained within it. Depending on the application and
message content, the node may respond to the received data by taking specific
actions, updating its internal state, or forwarding the data to other nodes.

8. Message Removal: Once a message has been successfully received and

processed, it is removed from the bus, and the bus is ready for the next
message transmission.

CAN communication operates in a loop, with nodes continuously generating, transmitting,

receiving, and processing messages as needed. This process ensures real-time,
reliable, and deterministic communication in various applications, particularly in
safety-critical systems where data accuracy and integrity are essential, such as
automotive networks, industrial automation, and aerospace systems.

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CAN (Controller Area Network) communication is favoured across industries for its
unparalleled reliability and robustness. Its ability to operate effectively in challenging
environments with high electromagnetic interference (EMI) and noise levels, such as
automotive and industrial settings, is a standout advantage. The deterministic nature
of CAN ensures that messages are transmitted and received predictably, a crucial
feature for real-time applications where precise timing is essential, like in advanced
automotive safety systems or industrial automation. Furthermore, CAN's multi-master
capability simplifies network architecture and enables concurrent data transmission
from multiple nodes on the same bus, fostering efficient data sharing and minimising
latency.

Another key advantage is CAN's priority-based message arbitration mechanism.

Messages with lower identifiers take precedence, ensuring that critical messages,
especially those pertaining to safety or mission-critical operations, are transmitted
promptly. This inherent prioritisation system enhances the reliability of critical
systems, making CAN a preferred choice for applications where timely and accurate
data communication is of paramount importance. Additionally, CAN's
industry-standard protocols and wide-ranging applications, from automotive to
aerospace, medical devices, and beyond, underscore its adaptability and versatility in
addressing diverse communication needs, further solidifying its position as a
dependable and cost-effective communication protocol.

3.4 CAN PROTOCOL IN ELECTRIC VEHICLE

Fig 3.6 Why CAN?

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The Controller Area Network (CAN) protocol plays a crucial role in Electric Vehicles
(EVs) by enabling seamless communication among various embedded systems and
components within these advanced vehicles. CAN communication is integral to EVs
due to several specific reasons:

1. Battery Management: CAN facilitates precise monitoring and management

of the high-voltage battery packs in EVs. The Battery Management System
(BMS) relies on CAN communication to gather data on individual cell
voltages, temperatures, and state of charge. This real-time information ensures
safe and efficient battery operation, preventing overcharging or
over-discharging, and ultimately extends the battery's lifespan.

2. Electric Motor Control: CAN is used to control and manage the electric
motor that propels the vehicle. The Electric Motor Control Unit (ECU)
communicates with sensors that monitor motor speed, temperature, and torque,
allowing for precise adjustments to optimise performance, efficiency, and
regenerative braking.

3. Charging and Energy Management: CAN is instrumental in managing the

charging process of EVs. It enables communication between the EV and
charging infrastructure, ensuring that charging occurs at the correct voltage
and current levels. CAN also supports features like plug-and-charge, where the
vehicle and charging station authenticate and authorize transactions securely.

4. Safety Systems: Many safety-critical systems in EVs, such as airbag

deployment and anti-lock braking systems (ABS), rely on CAN
communication to ensure rapid and coordinated responses in emergency
situations. CAN's deterministic nature ensures that safety-critical messages are
transmitted promptly and reliably.

5. User Interface and Infotainment: CAN is used in the vehicle's user interface
and infotainment systems. It allows for real-time display of battery status,

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 energy consumption, and charging information on the dashboard, enhancing the
driver's experience and providing essential information for route planning.

6. Data Logging and Diagnostics: CAN facilitates data logging and diagnostics,
enabling technicians to assess the health of the vehicle and diagnose issues
efficiently. This is essential for maintenance and troubleshooting in EVs.

7. Over-the-Air Updates: EV manufacturers can use CAN for over-the-air

(OTA) software updates, ensuring that vehicles receive the latest firmware and
improvements remotely. This enhances the vehicle's performance, adds new
features, and keeps it up-to-date with evolving industry standards and
regulations.

In summary, CAN communication is integral to the functioning and efficiency of Electric

Vehicles. It enables precise control, monitoring, and coordination of critical systems,
contributing to the safety, performance, and user experience of EVs.

3.4.1 CAN FRAMING

Fig 3.7 CAN Framing Architecture

● SOF- Start of Frame (1 bit) - Start a new frame

● Identifiers (11 bits) - Identifies message and set priorities of data frame
● Arbitration Field - Message identifiers
● Control Field - Defines user defined function
● Data Fields - Actual data is kept
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 ● RTR - Remote Transmission Request (Defines Frame type) (1 bit)
● IDE - Identifiers Extension
● If IDE is Dominant bit (0) - 11 bit standard frame
● If IDE is Recessive bit (1) - 29 bit extended frame
● DLC ( Data Length Code) (4 bit) - Defines length of data in data field
● Data Field - (0-8 bytes) - User defined data
● CRC Field (15 bits) - Cyclic redundancy check for errors detections
● Ack fields - Received acknowledgement of the received signal.
● EOF ( End of Frame) - 7 bits = 1111111.

3.4.2 CAN CHARACTERISTICS

Fig 3.8 CAN Network Organisation

● HOST - Decides what is the meaning of received message and what message
to sent
● CAN Controller- Deals with common function prescribed by CAN Protocol
● CAN Transceiver - Responsible for transmission and reception of data
● Transmission happens with the help of differential voltage applied across lines
● Twisted helps to reduce magnetic field
● 120 ohm resistance is used to terminated
The Controller Area Network (CAN) protocol is characterised by several distinctive
features that contribute to its popularity and effectiveness in various applications. Its
deterministic nature ensures that messages are transmitted with predictable timing, a
crucial attribute for real-time systems like automotive safety and industrial control.
CAN's multi-master, multi-drop architecture allows multiple nodes to communicate

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on the same bus efficiently, simplifying network design and facilitating data sharing
among different devices.

Moreover, CAN's resistance to electromagnetic interference through its differential

signalling, along with robust error detection and handling mechanisms, ensures
reliable communication even in noisy and challenging environments. The
prioritisation of messages based on unique identifiers ensures that critical information
takes precedence, enhancing the safety and reliability of systems using CAN. Its
simplicity in hardware requirements, scalability, and industry-standard protocols
further contribute to its wide adoption in applications ranging from automobiles to
industrial automation, making it a versatile and dependable communication protocol.

Fig 3.9 CAN Operation Logic

Concluding it, the Controller Area Network (CAN) protocol stands out as a highly
reliable and adaptable communication standard with deterministic characteristics,
making it ideal for real-time applications across diverse industries. Its multi-master,
multi-drop architecture simplifies network design and promotes efficient data
exchange, while its resistance to electromagnetic interference and robust error
detection mechanisms ensure dependable communication in challenging
environments. CAN's ability to prioritize messages and its simplicity in hardware
requirements contribute to its wide acceptance and usage in applications ranging from
automotive safety systems to industrial automation and beyond. As a steadfast and
proven technology, CAN continues to serve as a dependable foundation for critical
communication needs in the ever-evolving landscape of embedded systems and
electronic devices.

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CHAPTER 4
VEHICLE CONTROL UNIT

4.1 INTRODUCTION

The VCU is used to control vehicle

functions in complex vehicle wiring
systems, or as a gateway between
separate CAN buses.

It handles tasks such as analysing and

controlling the lighting system, or
providing the required protection against
theft. In addition, the VCU is equipped Fig 4.1 Vehicle Control Unit
with Wi-Fi and GPS connections that can be used to upload collected data to the
cloud, and to access that data, making it suitable for big-data applications.

A simple real-world example: When used in e-scooter sharing, the VCU establishes
the online connection required for users to rent the vehicle via an app.

4.2 WHAT IS A VEHICLE CONTROL UNIT (VCU)?

A VCU is an electronic device that controls and manages the powertrain system in an
electric vehicle. It receives information from various sensors and modules in the
vehicle, such as the accelerator pedal, brake pedal, and battery management system,
and uses that information to control the electric motor, battery pack, and other
systems in the vehicle. The VCU is the brain of the electric vehicle, controlling all of
its critical systems to ensure a smooth, efficient, and safe driving experience.

4.2.1 VCU Working and Block Diagram :

The VCU receives signals from various sensors in the vehicle and uses that
information to control the powertrain system. For example, when the driver presses
the accelerator pedal, the VCU receives a signal from the pedal position sensor and
sends a signal to the motor controller to increase the power output to the electric

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motor. Similarly, when the driver presses the brake pedal, the VCU sends a signal to
the motor controller to reduce the power output and engage the regenerative braking
system to slow down the vehicle.

The VCU also manages the battery pack, ensuring that it is charged and discharged
safely and efficiently. It monitors the battery voltage and temperature and adjusts the
charging and discharging rate to prevent overcharging or overheating. The VCU also
communicates with the onboard charger and external charging station to ensure that
the battery is charged correctly and safely.

Fig 4.2 VCU Operation Block Diagram

4.3 BENEFITS OF A VCU FOR ELECTRIC VEHICLES

The VCU provides several benefits for electric vehicles, including:

● Improved Efficiency: The VCU manages the powertrain system to optimise

efficiency and reduce energy consumption. By controlling the motor and
battery pack, the VCU can ensure that the vehicle is using energy efficiently,
which can lead to a longer driving range and lower operating costs.
● Enhanced Safety: The VCU monitors and controls critical systems in the
vehicle, such as the electric motor, battery pack, and braking system, to ensure
that they are operating safely and efficiently. This can improve the overall
safety of the vehicle and reduce the risk of accidents.

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 ● Better Performance: The VCU can adjust the power output of the electric
motor to provide better performance and acceleration. By optimising the
powertrain system, the VCU can provide a smoother and more enjoyable
driving experience.

4.4 COMPONENTS OF VCU

The Vehicle Control Unit (VCU) in an electric vehicle (EV) consists of several
components, each with a specific role in controlling and managing various aspects of
the vehicle's operation. Here are the different components typically found in a VCU:

Fig 4.3 Vehicle Control Unit Internals

1. Motor Controller: The motor controller is responsible for controlling the

electric motor that drives the vehicle. It regulates the power supplied to the
motor, manages acceleration, deceleration, and ensures smooth operation. It
also controls the direction of rotation and may support regenerative braking.
2. Battery Management System (BMS): The BMS monitors and manages
the high-voltage battery pack in the EV. Its functions include:
● State-of-Charge (SoC) Estimation: Determining the remaining capacity of
the battery.
● Cell Balancing: Ensuring that all individual cells within the battery pack have
similar voltage levels.
● Thermal Management: Regulating the temperature of the battery to prevent
overheating and optimise performance.

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 ● Safety: Detecting faults, such as overcharging or overheating, and
implementing safety measures.
3. Thermal Management System: The thermal management system ensures
that both the electric motor and the battery operate within their optimal
temperature ranges. This system includes cooling mechanisms, such as
radiators, fans, and heat exchangers, to dissipate heat generated during
operation.
4. Inverter: The inverter converts DC (direct current) power from the battery
into AC (alternating current) power that is used to drive the electric motor. It
is responsible for controlling the speed and torque of the motor.
5. Voltage Regulator: The voltage regulator maintains a stable voltage supply
to various components and subsystems in the vehicle. It helps ensure
consistent performance and protects against voltage spikes or drops.
6. Controller Area Network (CAN) Interface: The CAN interface allows
the VCU to communicate with other control units and systems within the
vehicle, such as the infotainment system, instrument cluster, and driver
assistance systems. It plays a crucial role in coordinating different vehicle
functions.
7. Brake Control Unit: In some EVs, the VCU may also have control over the
brake system, especially in the context of regenerative braking. It coordinates
the interaction between regenerative braking and traditional friction braking.
8. Charging Control Unit: For plug-in hybrid EVs and fully electric vehicles,
a charging control unit may be integrated into the VCU. It manages the
charging process, monitors charging status, and ensures safety during
charging.
9. High-Voltage Interlock Loop (HVIL): The HVIL system ensures the
safety of the high-voltage components in the vehicle by controlling the
disconnecting of power when necessary, such as during maintenance or
emergencies.

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 10. Software and Control Algorithms: The VCU relies heavily on
sophisticated software and control algorithms to manage and optimise the
vehicle's operation. These algorithms control everything from motor
performance to battery charging and regenerative braking.
11. Sensors and Feedback Systems: Various sensors, such as position
sensors, temperature sensors, and current sensors, provide real-time data to the
VCU. This data is used to make informed decisions and adjustments for
optimal performance, safety, and efficiency.

These components work together to ensure the efficient and safe operation of an electric
vehicle. The VCU's role is central to coordinating these components and optimising
the vehicle's overall performance, energy usage, and safety.

4.5 MICROCONTROLLERS USED IN VCU

Vehicle Control Units (VCUs), also known as Engine Control Modules (ECMs) or Engine
Control Units (ECUs), play a crucial role in modern vehicles by managing various
functions related to the engine, transmission, and other critical systems. The choice of
microcontroller for a VCU depends on the specific vehicle manufacturer, model, and
the complexity of the control system. As of my last knowledge update in September
2021, several microcontroller families were commonly used in VCUs.

Fig 4.4 Different Types of Microcontroller

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Some of the commonly used microcontroller manufacturers and families include:

● Infineon: Infineon's TriCore microcontrollers are popular choices in the

automotive industry. They offer high performance and are designed for
real-time control applications.
● NXP: NXP's S32 family of microcontrollers is well-suited for automotive
applications, including VCUs. These microcontrollers provide features for
safety-critical applications
● Renesas: Renesas offers a range of
microcontrollers, including the RH850
family, which is designed for
automotive applications and is
commonly used in VCUs..
● STMicroelectronics:
STMicroelectronics offers the STM32
family, which includes some Fig 4.5 Microcontroller in VCU
microcontrollers suitable for auto applications. They are known for their
reliability and real-time capabilities.
● Microchip: Microchip's PIC and dsPIC families are used in various
automotive applications, including VCUs. They provide a wide range of
options with varying levels of performance and features.
● Texas Instruments: TI's TMS570 microcontroller family is designed for
automotive applications and offers features for safety-critical systems.
● Freescale (now part of NXP): Freescale's microcontroller families, such as
the MPC and Kinetis series, have been used in automotive control units.
● Cypress: Cypress's Traveo II series is designed for automotive applications
and can be found in some VCUs.
● Atmel (now part of Microchip): Atmel's microcontrollers, such as the
AVR and AT91SAM families, have been used in automotive applications.

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 4.6 ROLE OF CAN TRANSCEIVER IN VCU

A CAN (Controller Area Network) transceiver is an electronic component used in

automotive and industrial applications to enable communication between
microcontrollers or other devices over a CAN bus. The CAN bus is a popular
communication protocol in these industries due to its robustness, reliability, and
ability to handle real-time data transmission.

Fig 4.6 PIN Diagram of Transceiver

Here's a breakdown of what a CAN transceiver does and its key functions:

1. Signal Conversion: The primary function of a CAN transceiver is to convert

the digital signals generated by a microcontroller or other devices into the
differential voltage signals required for transmission over a CAN bus. These
differential signals help reduce electromagnetic interference (EMI) and
improve noise immunity, making CAN communication reliable in noisy
industrial and automotive environments.
2. Bus Connection: The CAN transceiver connects to the CAN bus physically,
typically through a twisted pair of wires (CAN-High and CAN-Low). It
provides the necessary electrical interface for signal transmission and
reception on the bus.
3. Voltage Level Shifting: CAN buses may operate at different voltage levels,
depending on the application. A CAN transceiver can provide voltage level
shifting to ensure compatibility between devices operating at different voltage
levels.
4. Protection and Filtering: CAN transceivers often include features to
protect against electrical faults, such as over-voltage and over-current

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 conditions. They may also include filtering to remove unwanted noise and
disturbances from the bus, enhancing signal quality.
5. Sleep and Wake-Up Modes: Many CAN transceivers support sleep and
wake-up modes to conserve power in battery-operated applications like
automotive systems. They allow the device to enter a low-power state when
not actively communicating and wake up when needed.
6. Error Handling: CAN transceivers can detect and report errors that occur
during communication, such as bus-off conditions or frame errors. This
information is valuable for diagnosing and troubleshooting network issues.
7. ISO Standards Compliance: In automotive applications, CAN
transceivers often comply with ISO standards such as ISO 11898 for high-
speed CAN or ISO 11519 for low-speed CAN, ensuring interoperability and
compatibility with other devices in the network.

4.7 TRACING OF CAN LINES BY REVERSE ENGINEERING

4.7.1 What is Tracing?

Tracing of connections in a Printed Circuit Board (PCB) refers to the process of designing
and creating the conductive pathways, often referred to as "traces" or "tracks," that
connect various components on the PCB. These traces serve as electrical pathways for
signals to flow between components, ensuring that the circuit functions as intended.
Tracing connections is a fundamental aspect of PCB layout and design.

4.7.2 Outcomes of Reverse Engineering

Reserve engineering is done and it is observed that we can’t connect CAN High and CAN
Low lines directly to the microcontroller. So we need a CAN Transceiver IC (VP231)
which is responsible for transmission and reception of data from microcontroller to
CAN Lines.

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 Fig 4.7 CAN Lines Tracing

4.7.3 Connections -

● Pin 2 of MC (CTX0) - Pin 1 of VP231 (D)

● Pin 3 of MC (CRX0) - Pin 4 of VP231 (R)

● Pin 11 of MC (Vcc) - Pin 3 of VP231

(Vcc)

Fig 4.8 Pin Diagram of VP231

● Pin 7 and 6 of VP231 - Connected to TX7 and TX5 respectively. From there, CAN
high and CAN low wires are taken out

● Vref - Reference voltage are connected

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 Fig 4.9 Microcontroller Used in VCU

4.8 ARDUINO AS A MICROCONTROLLER

Arduino is an open-source electronics

platform that has democratised the
world of embedded systems and
electronics prototyping. It has gained
immense popularity due to its
simplicity and accessibility, making it
an ideal choice for beginners, students,
artists, and professionals alike.
Arduino boards are equipped with
microcontrollers that can be easily
programmed using the Arduino IDE, which offers a user-friendly interface and a vast
library of pre-written code snippets to interface with various sensors, actuators, and
electronic components. This combination of hardware and software allows individuals

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to bring their creative electronic ideas to life without needing an in-depth
understanding of complex electronics or programming concepts.

Arduino's versatility extends to a wide range of applications. Whether you want to

build a smart home automation system, design a robotic project, create interactive art
installations, or develop IoT devices, Arduino provides a flexible and affordable
platform for experimentation and development. Additionally, the collaborative and
open-source nature of the Arduino community fosters knowledge sharing and
continuous innovation, making it an invaluable resource for enthusiasts and
professionals looking to harness the power of electronics and microcontrollers in their
projects.

The number and arrangement of pins on an Arduino chip can vary depending on the
specific Arduino board or microcontroller model you are using. However, I can
provide you with an overview of the common pin functions found on typical Arduino
boards, such as the Arduino Uno:

Fig 4.10 Microcontroller Used in Arduino

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● Digital Pins: These pins can be used for digital input or output. On the Arduino
Uno, there are 14 digital pins (labelled from 0 to 13).

● Analog Pins: These pins are used for analog input. On the Arduino Uno, there
are 6 analog pins (labelled A0 to A5), which can also function as digital pins
when needed.

● Power Pins:

5V: Provides a regulated 5-volt power supply for external components.

3.3V: Provides a 3.3-volt power supply for certain components.

● GND (Ground): Ground pins for connecting to the ground reference.

● PWM (Pulse Width Modulation) Pins: These pins, usually marked with a "~"
symbol, can generate analog-like signals using PWM. They are often used for
controlling the brightness of LEDs or the speed of motors.

● Serial Communication Pins:

RX (Receive): Used for serial data reception.

TX (Transmit): Used for serial data transmission.

I2C (Inter-Integrated Circuit) Pins:

SDA: Serial Data Line for I2C communication.

SCL: Serial Clock Line for I2C communication.

SPI (Serial Peripheral Interface) Pins:

MISO: Master In Slave Out for SPI

communication. MOSI: Master Out Slave In for

SPI communication. SCK: Serial Clock for SPI

communication.

SS (Slave Select): Used to select the slave device in SPI communication.

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 RESET Pin: Used to reset the microcontroller.

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4.8.1 ARDUINO AS A BRAIN OF ANO-DIGITAL COMMUNICATION

Arduino can effectively serve as the "brain" for analog-to-digital (A/D)

communication systems, acting as a central controller to manage the interaction
between analog and digital devices. Here's how Arduino can be employed in this role:

1. Analog Signal Acquisition: Arduino boards come equipped with analog input
pins (often labelled as A0, A1, etc.) that can be connected to various analog
sensors or signal sources. These pins allow Arduino to sample analog signals,
such as sensor readings or voltage levels, converting them into digital values
using the built-in Analog-to-Digital Converter (ADC).

2. Data Processing: Once the analog signals are converted to digital data,
Arduino can process and analyse this information. This can include data
filtering, scaling, calibration, or mathematical operations to extract meaningful
insights or trigger specific actions based on the received analog data.

3. Decision Making: Arduino can implement decision-making logic based on

the processed data. For example, it can compare sensor readings to predefined
thresholds, trigger alarms or control actions, or make decisions using
conditional statements in the code.

4. Digital Communication: Arduino can communicate digitally with other

devices or microcontrollers using various communication protocols like
UART, SPI, I2C, or digital GPIO pins. This enables it to send or receive
digital data to/from other components within the system.

5. Control Outputs: Based on the decisions made using the processed analog
data, Arduino can control digital outputs, such as relays, LEDs, motors, or
actuators, using its digital output pins. These outputs can be used to actuate
devices, send commands, or provide feedback to the system.

6. Serial Communication: Arduino can also communicate with external devices

or computers through serial communication, allowing for data logging,
real-time monitoring, or remote control of the A/D communication system.
This is particularly useful when interfacing with external software applications
or data visualisation tools.

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 7. Wireless Communication: If wireless communication is required, Arduino
boards with integrated Wi-Fi, Bluetooth, or other wireless capabilities can be
used to enable remote data transfer or control, expanding the system's
capabilities.

Arduino's ease of use, extensive library support, and an active community of developers
make it an excellent choice for building A/D communication systems. It offers a
straightforward platform for interfacing with analog sensors, processing data, making
decisions, and facilitating digital communication, making it a versatile "brain" for
such applications.

4.8.2 ARDUINO WITH CAN TRANSCEIVER

Using the MCP2515 CAN transceiver with an Arduino is a common and powerful
combination for adding CAN communication capabilities to your Arduino projects.
The MCP2515 acts as the controller for CAN communication, while the Arduino can
interface with it using the SPI (Serial Peripheral Interface) communication protocol.
Here's a basic guide to get you started. Components You'll Need:

● Arduino board (e.g., Arduino Uno or Arduino Mega).

● MCP2515 CAN controller module (available as a breakout board).
● CAN bus and termination resistors (if you're connecting to an existing CAN
network).

Fig 4.11 MCP2515 CAN Module

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Connections:

● Connect the MCP2515 module to your Arduino as follows:

● MCP2515 VCC to Arduino 5V.
● MCP2515 GND to Arduino GND.
● MCP2515 SCK to Arduino SCK (SPI clock).
● MCP2515 SI (MISO) to Arduino MISO (Master In Slave Out).
● MCP2515 SO (MOSI) to Arduino MOSI (Master Out Slave In).
● MCP2515 CS to a digital pin on Arduino (e.g., D10, D9, or any other pin you
choose).
● MCP2515 INT to a digital pin on Arduino (used for receiving interrupt
signals).

If you're connecting to an existing CAN network, make sure to connect the CAN_H
and CAN_L pins from the MCP2515 module to the corresponding CAN lines in your
network. Additionally, consider adding termination resistors at both ends of the CAN
bus for signal integrity.

Make sure to adjust the CS_PIN to match the digital pin you've connected the CS
(Chip Select) pin of the MCP2515 to. Additionally, adapt the baud rate and message
parameters according to your CAN network requirements.

With this setup, you can integrate CAN communication into your Arduino projects,
enabling communication with other CAN devices or networks.

Using the MCP2515 CAN transceiver with an Arduino offers the advantage of
seamlessly integrating Controller Area Network (CAN) communication capabilities
into your Arduino projects. CAN is a robust and reliable protocol widely used in
automotive, industrial, and automation systems, making it ideal for applications
where dependable data exchange is crucial. With the MCP2515, your Arduino gains
the ability to communicate with other CAN devices and networks, enabling you to tap
into a vast ecosystem of compatible hardware and solutions, expand your project's
versatility, and participate in the broader world of CAN-based applications.

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4.9 LIMITATION OF ARDUINO

Arduino, while an excellent platform for many projects, does come with certain
limitations. One of the primary constraints is the relatively limited processing power
and memory of the microcontrollers used in Arduino boards. This can be a hindrance
for applications demanding complex calculations or multitasking. Additionally,
Arduino may not be suitable for running high-level operating systems, making it less
adaptable for projects that require sophisticated software environments.

Another limitation is the absence of built-in connectivity options in some Arduino

models. This can restrict the platform's ability to interface directly with online
services or cloud platforms, although it's often possible to address this limitation by
adding external communication modules. The number of analog input pins is another
constraint; while Arduino boards offer analog inputs, their quantity is finite,
necessitating creative solutions when numerous analog sensors are involved. Despite
these limitations, Arduino's accessibility, extensive library support, and active
community continue to make it an excellent choice for a wide range of embedded
systems and electronics projects.

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CHAPTER 5
WORKING ON PROJECT

5.1 INTRODUCTION OF INSTRUMENT CLUSTER

The HOP EV Cluster is a Driver Information System (DIS) that offers information
like Vehicle Speed, ODOmeter, Distance to Empty (DTE), Clock, Trip metre A & B,
Service reminder, Low Battery, Side stand, Helmet, Turn Left, Turn Right, SOC
value, Eco Mode, Power Mode, sport Mode, Regeneration, Voltage, Current, Motor
Temperature, Motor failure, Battery Temperature, Forward & Reverse icon, Park
Brake, Malfunction, Push Button (Mode & Set) and so on to the user.

Fig 5.1 HOP EV Cluster

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5.2 FUNCTIONAL SPECIFICATIONS OF CLUSTER

The boundary condition of all the CAN IDs according to bit is measured

Table 5.1 Display Parameters Testing & Boundary Conditions of all CAN IDs

5.2.1 SPEEDO MODULE

Indication Type: Digital
1 digit with 5 segments and 2 digits with 13 segments followed by icon ‘km/h’
(Default : km/h)
Display Range: 0 – 199

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5.2.2 ODO
Indication type: 5+1 digits with 7 segments, icon "km”, "Odo", “.”icon
Display Range: 0 to 99999.9 km.
Indication Range: 0 to 99999.9 km. Unused digits and 0’s are not to be displayed.
When the odometer reaches 99999.9 km the indication shall be initialised to 0.

5.2.3 TRIP A AND B (DISTANCE COUNTER)

Indication type: 5+1 digits with 7 segments with icon ‘TRIP’, ‘A’, ‘B’ & ‘km’ and
‘.’icon.
Display Range: 0.0 to 99999.9 km

5.2.4 CLOCK
Indication type: 4 digits with 7 segments,"AM" & "PM" with colon “:” which blink at
1 Hz rate in normal operation.
Display Range: 99:99
Format: HH:MM AM PM
Indication Range: 11:59PM →12:00AM........11:59AM → 12:00PM
Crystal oscillator shall be quartz based.
Clock accuracy : ± 2Secs/day @ 25°C and ± 4 Secs/day @ 50°C

5.2.5 RANGE INDICATION

Indication Type: Digital
1 digit two segment, 3 digits with seven segments. Followed by Icon “Range“, ‘km’ is
provided.
Title indication: Range
Display Range: 1999 km.
Indication Range: 140 km.

5.2.6 SOC (BATTERY LEVEL INDICATION)

Indication type: Bar Graph (8 bar with Frame), ICON, [(One 2 Segment + Two 7
Segment digits)] with percentage symbol.
Display Range: 1 Bar to 8Bar with respect to SOC percentage 0% to 100%.
Input signal: Through CAN

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Battery Level indication shall be updated based on displayed SoC%
SOC value from CAN bus will be in decimal format. So -ve round off need to
do for SOC value <0.5 and +ve round off need to do for SOC value ≥0.5.

5.2.7 TIME TO CHARGE (TTC)

Indication type:Digital
Indication type: 1 digit with two segment and 3 seven segment digits to be display
using 7 segments with colon “ : ”,"TTC" & hrs.
Display Range: 0:00 to 19:99.
REQ_EES_3.9.3 Maximum time to charge will be 4 hrs and 45 mins (285 Mins).

5.2.8 VOLTAGE
Indication type:Digital
Indication type: 4 digits to be display using 7 segments with icons “.”,"VOLT",”V”.
Display Range: 00.00 to 99.99. preceding 0’s need to be displayed.
REQ_EES_3.10.3 Voltage value will display, only when the SOC value get <10%.

5.2.9 CURRENT
Indication type:Digital
Indication type: 4 digits to be display using 7 segments with icons “.”,
“CURRENT”,”A”.
Display Range: 00.00 to 99.99. preceding 0’s need to be displayed.
Current value will display, only when the SOC value get ≥10%.

5.2.10 FORWARD MODE

Indication type: LCD 1 Segment Icon (F)
Input signal : CAN signal
CAN ID for Forward mode: 0x102200A1, Byte: D5, Bit: B7.
CAN Message name: MSG2.
CAN Signal name: Forward
CAN Input: 0 1
Status: OFF ON

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5.2.11 REVERSE MODE
Indication type: LCD 1 Segment Icon ®
Input signal : CAN signal

5.2.12 ECO MODE

Indication type: 1 Segment ECO Icon in LCD.
Input signal : CAN signal

5.2.13 SPORT MODE

Indication type: 1 Segment SPORT Icon in LCD.
Input signal : CAN signal

5.2.14 MOTOR FAILURE

Indication type: 1 Segment Motor failure icon.
Input signal : CAN signal
Error code “MOTOR ERR” will be display at Alpha-numeric display.

5.2.15 MOTOR OVER TEMPERATURE

Indication type: 1 Segment Motor Temperature icon.
Input signal : CAN signal

5.2.16 BATTERY TEMPERATURE

Indication type: Bar Graph (8 bar with Frame), Battery ICON, “H” and “L”.
Display Range: 1Bar to 8Bar with respect to input.

5.2.17 REGENERATION
Indication type: REGEN icon in LCD
In any of the two operating modes, during braking of the vehicle, the back-emf of the
traction motor will be higher than the battery terminal voltage and hence it charges
the battery.

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5.2.18 PARK BRAKE
Indication type: 1 Segment Park Brake icon in LCD

5.2.19 HELMET
Indication type: Helmet icon in LCD
Helmet icon : Internal
For every IGN ON, Helmet icon will blinks at 1hzs for 5 secs.

5.2.20 ERROR CODE

Type of display: 10+12 numbers of 16 segment to display Error code.
Error code will be displayed in the 16 Segment Alphanumeric display.

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 CONCLUSION
In conclusion, the utilisation of PCAN software has proven to be instrumental in our
project, enabling us to identify and understand the intricacies of various CAN
protocols. Through diligent research and hands-on experimentation, we have gained
valuable insights into the CAN protocol and its applications.

The successful creation of a test bench for the testing of the display marks a
significant milestone in our project. This accomplishment not only demonstrates our
team's technical progress but also highlights the practicality of the knowledge and
skills acquired during the course of this project.

As we move forward, the knowledge and experience gained from this project will
undoubtedly serve as a solid foundation for future endeavours in the field of
embedded systems, communications protocols, and hardware testing. We believe that
our findings and the development of the test bench will contribute to the advancement
of technology and innovation in this domain.

We would like to express our gratitude to all those who supported and guided us
throughout this project. Their expertise and encouragement were instrumental in our
success. With this project, we look forward to a future where the CAN protocol and
display testing continue to play a pivotal role in various applications, driving progress
and innovation in the world of technology.

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 REFERENCES

1. https://www.researchgate.net/publication/312402247_Design_and_implem
entation_of_CAN_bus_protocol_for_monitoring_vehicle_parameters
2. https://hopelectric.in/
3. https://www.kvaser.com/can-protocol-tutorial/
4. https://www.arduino.cc
5. https://www.alldatasheet.com/datasheet-pdf/pdf/185386/TI/VP231.html
6. https://www.renesas.com/document/dst/renesas-ra6m1-group-datasheet
7. https://afdc.energy.gov/vehicles/electric.html

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