The document describes a model-based design flow for CAN-based embedded systems using the BIP framework. It discusses challenges in designing CAN-based systems and outlines a design flow that uses formal models of the CAN protocol, application software, and system composition in BIP. The flow aims to enable validation and verification early in the design process through rigorous modeling of system components and their interactions. It presents BIP concepts for component modeling, composition, and analysis tools. The document also provides details on modeling the CAN protocol and application software in BIP.
Controller Area Network (Basic Level Presentation)Vikas Kumar
The document discusses Controller Area Network (CAN) bus, which is a vehicle bus standard that allows microcontrollers and devices to communicate with each other within a vehicle without a host computer. Key points:
- CAN bus uses a serial communication protocol and multi-master message model to allow nodes to transmit and receive messages.
- It employs a bus topology where nodes are connected to a single cable with termination resistors at each end to eliminate signal reflections.
- CAN bus is used widely in automotive applications but also in other industries like shipping, manufacturing, etc. due to its robustness, error detection and flexibility.
Controller Area Networks, or CAN buses, allow electronic devices in vehicles to communicate quickly and reliably over a standardized interface. Early automotive communication networks had limitations like slow speeds, many wires, and connections prone to troubles. CAN buses improved on these with a two-wire circuit shared by all inputs and outputs, supporting speeds up to 500kb/sec. Examples of wireless networks now used in vehicles include OnStar, GPS, Bluetooth, and keyless entry systems like Toyota Smart Key. CAN buses helped enable advanced vehicle electronics and continue to support new wireless technologies.
The document describes a project report on designing and developing a vehicle monitoring system using a PIC microcontroller and Controller Area Network (CAN) protocol. The system monitors various vehicle parameters like temperature, CO levels, battery voltage, and light detection using sensors. The sensors send data to the microcontroller which transfers it to a receiver section using CAN protocol. The receiver section then displays the parameters on an LCD for the driver. The project aims to implement the latest CAN technology for accurate and fast vehicle monitoring compared to traditional systems.
The document discusses different types of networks and communication protocols used in vehicles. It describes three common network configurations: ring link networks, star link networks, and ring/star hybrid networks. It also discusses the Society of Automotive Engineers (SAE) three categories of in-vehicle network communications - Class A, B, and C networks. Finally, it provides details on specific communication protocols used by General Motors, including UART, Entertainment and Comfort Communication, Class 2 Communications, Keyword Communication, and GMLAN (Controller Area Network).
DefCamp 2013 - In vehicle CAN network securityDefCamp
This document provides an overview of in-vehicle networks and hacking vehicle networks. It discusses how Controller Area Networks (CAN) are commonly used to allow electronic control units to communicate by broadcasting messages over a bus. The author then describes their own attempts to connect to a Volkswagen Passat's CAN bus, identify messages, spoof commands, and flood the network. They were able to control door locks and windows. The document concludes that vehicle network security relies mainly on obscurity and that authentication and encryption are needed to properly secure in-vehicle communication.
This report was submitted in partial fulfillment of requirement of Bachelor degree in Computer Science & Engineering in Veer Surendra Sai University of Technology, Burla, Odisha, India.
The document discusses Local Interconnect Network (LIN), a simple automotive network protocol that can be used as an economical alternative to CAN bus in some applications. LIN uses inexpensive UART/SCI peripherals and internal oscillators. It has lower data rates and node counts than CAN but provides less error detection. LIN is best for low-speed applications like sensors and small actuators, with a single master and multiple slaves on a bus topology. The protocol uses 6-bit identifiers and 8-byte frames for messaging between nodes and different frame types. Common automotive applications mentioned include sensors, lighting, seating and door controls.
Controller Area Network (Basic Level Presentation)Vikas Kumar
The document discusses Controller Area Network (CAN) bus, which is a vehicle bus standard that allows microcontrollers and devices to communicate with each other within a vehicle without a host computer. Key points:
- CAN bus uses a serial communication protocol and multi-master message model to allow nodes to transmit and receive messages.
- It employs a bus topology where nodes are connected to a single cable with termination resistors at each end to eliminate signal reflections.
- CAN bus is used widely in automotive applications but also in other industries like shipping, manufacturing, etc. due to its robustness, error detection and flexibility.
Controller Area Networks, or CAN buses, allow electronic devices in vehicles to communicate quickly and reliably over a standardized interface. Early automotive communication networks had limitations like slow speeds, many wires, and connections prone to troubles. CAN buses improved on these with a two-wire circuit shared by all inputs and outputs, supporting speeds up to 500kb/sec. Examples of wireless networks now used in vehicles include OnStar, GPS, Bluetooth, and keyless entry systems like Toyota Smart Key. CAN buses helped enable advanced vehicle electronics and continue to support new wireless technologies.
The document describes a project report on designing and developing a vehicle monitoring system using a PIC microcontroller and Controller Area Network (CAN) protocol. The system monitors various vehicle parameters like temperature, CO levels, battery voltage, and light detection using sensors. The sensors send data to the microcontroller which transfers it to a receiver section using CAN protocol. The receiver section then displays the parameters on an LCD for the driver. The project aims to implement the latest CAN technology for accurate and fast vehicle monitoring compared to traditional systems.
The document discusses different types of networks and communication protocols used in vehicles. It describes three common network configurations: ring link networks, star link networks, and ring/star hybrid networks. It also discusses the Society of Automotive Engineers (SAE) three categories of in-vehicle network communications - Class A, B, and C networks. Finally, it provides details on specific communication protocols used by General Motors, including UART, Entertainment and Comfort Communication, Class 2 Communications, Keyword Communication, and GMLAN (Controller Area Network).
DefCamp 2013 - In vehicle CAN network securityDefCamp
This document provides an overview of in-vehicle networks and hacking vehicle networks. It discusses how Controller Area Networks (CAN) are commonly used to allow electronic control units to communicate by broadcasting messages over a bus. The author then describes their own attempts to connect to a Volkswagen Passat's CAN bus, identify messages, spoof commands, and flood the network. They were able to control door locks and windows. The document concludes that vehicle network security relies mainly on obscurity and that authentication and encryption are needed to properly secure in-vehicle communication.
This report was submitted in partial fulfillment of requirement of Bachelor degree in Computer Science & Engineering in Veer Surendra Sai University of Technology, Burla, Odisha, India.
The document discusses Local Interconnect Network (LIN), a simple automotive network protocol that can be used as an economical alternative to CAN bus in some applications. LIN uses inexpensive UART/SCI peripherals and internal oscillators. It has lower data rates and node counts than CAN but provides less error detection. LIN is best for low-speed applications like sensors and small actuators, with a single master and multiple slaves on a bus topology. The protocol uses 6-bit identifiers and 8-byte frames for messaging between nodes and different frame types. Common automotive applications mentioned include sensors, lighting, seating and door controls.
which is used in automobiles which has speed up to 1mbs bits in a 40 meter length cable, it is implemented in where there is of multiple networks ,it has wide range of applications in automobile , in this ppt we show implimentation of can using xilinx
CAN BUS was created by Bosch as a method for enabling robust serial communication in automotive applications. It allows vehicle systems to be broken into workable sections and isolated using a shared network. This increases reliability and affordability while decreasing wiring complexity. CAN BUS uses a two-wire network to transmit sensor and module data in binary form. Technicians can use diagnostic tools connected to the CAN BUS to isolate faults in individual components like electric window motors or air flow sensors, requiring critical thinking to properly diagnose the root cause. Understanding how to leverage CAN BUS as a diagnostic tool, rather than relying on it exclusively, allows technicians to work more efficiently and increase profitability.
The document provides guidance on diagnostic techniques for Ducati service technicians, including an overview of the CAN network and fault analysis tools, instructions for documenting diagnostic processes and technical reports, and case studies related to common issues on Ducati Multistrada, Hypermotard, and 1199 Panigale models from 2013 to 2014.
CAN (Controller Area Network) is a standard bus system for connecting electronic control units within vehicles. It allows microcontrollers and devices to communicate with each other in applications without a host computer. CAN achieves data transfer rates of up to 1Mbps over distances of 40 meters and supports up to 2032 nodes. It uses a multi-master broadcast type of network with error detection capabilities and prioritizes messages based on identifiers. CAN was introduced in 1986 and standardized in 1993 for automotive applications due to its robustness, reliability and low cost.
The document describes the CAN bus and ALMA Monitor and Control Bus (AMB) network used for communication between electronic modules in the ALMA telescope. The AMB uses CAN 2.0B with a maximum bus length of 35 meters at 1 Mb/s. Each node is assigned a unique identifier between 0-2047. Messages contain the node ID, relative memory address (RCA), and data. A timing signal TE pulses every 48ms to synchronize command execution. The AMB allows modules to monitor statuses and send/receive control commands for functions like reading a power supply voltage value located at a specific RCA.
This document discusses the Controller Area Network (CAN) bus, which allows microcontrollers and devices in vehicles to communicate. It describes CAN's implementation as a message-based serial bus protocol that operates in the physical and data link layers. The key components of CAN architecture and message frames are outlined, along with common applications like automobiles, advantages like high throughput, and limitations such as potential unfair access.
Can protocol implementation for data communication (2)karuna418
This document describes a project to implement CAN protocol for data communication. It discusses CAN protocol, its advantages for secure multi-master communication. It also includes the aim, introduction, components like MAX232, LCD, circuit diagram and applications of CAN protocol. The results show CAN protocol provides robust error detection and flexible communication for applications like vehicles and industrial controls.
CAN (Controller Area Network) is a serial bus system used to communicate between embedded microcontrollers. It uses a message-oriented transmission protocol with prioritized messages identified by unique identifiers. Error detection occurs at both the message level, through CRC and ACK errors, and bit level, via monitoring and bit stuffing. Implementations include Basic CAN, Full CAN, FIFO, and Enhanced Full CAN. Over 20 manufacturers produce microcontrollers with CAN interfaces, such as Cygnal, Intel, and Motorola.
CAN (Controller Area Network) Bus ProtocolAbhinaw Tiwari
The document discusses the CAN bus protocol. It provides an introduction that describes CAN as a multi-master, broadcasting, serial communication protocol for reliable data exchange between electronic control units. It then discusses CAN applications in automotive, industrial, medical and other fields. The document outlines CAN characteristics such as message prioritization, arbitration, data protection methods, and advantages like reliability and robustness in noisy environments. It concludes that CAN is well-suited for applications requiring many short messages with high reliability.
The document discusses the history and development of the Controller Area Network (CAN) bus technology. It describes how CAN buses were developed in the 1980s to address the wiring harness problems resulting from increased electronics in automobiles. CAN buses allow microcontrollers and devices to communicate through a serial bus, supporting flexible messaging and error detection. The document outlines the key aspects of CAN bus design and how it became widely adopted in the automotive industry, particularly to support onboard diagnostics (OBD) through standardized diagnostic trouble codes.
Control Area Network (CAN) based accident avoidance systemNitin Jagtap
This document summarizes a project presentation on a CAN-based accident avoidance system. The system uses an LPC2129 microcontroller connected to ultrasonic sensors via a CAN bus to detect objects and prevent collisions. It has front-end and rear-end subsystems to monitor the vehicle's surroundings. The presentation covers the components used, software, features of the microcontroller and ultrasonic sensors, how CAN improves on earlier systems, and applications for this type of accident avoidance technology.
The document provides an overview of automotive embedded systems and network technologies. It discusses electronic control units (ECUs) and their functions. Two main automotive bus protocols are described: Local Interconnect Network (LIN) and Controller Area Network (CAN). LIN uses a single wire connection and supports speeds up to 20kbps, while CAN uses a two-wire connection and supports speeds up to 1Mbps. The document outlines the frame structures, message types, and error handling approaches for both LIN and CAN networks.
This document provides an overview of CAN BUS systems used in automotive applications. It discusses the requirements for CAN BUS, including the use of twisted pair cable and termination resistors. The document describes the CAN frame format, including the arbitration, control, data, and CRC fields. It explains the OSI layers for CAN, including the physical layer that transmits electrical signals and the data link layer that handles carrier sensing and collision avoidance. Advantages of CAN BUS are its support for multiple masters, reduced wiring complexity, error detection capabilities, and high speeds up to 1Mbps. CAN BUS is also compared to FlexRay, with CAN having lower cost but lower maximum speed.
overview and working of CAN protocol .
application of CAN protocol.
CAN protocol fault confinement
what can is?
why we need CAN protocol?
how CAN protocol works
Controller Area Network (CAN) is a digital bus system used for communication between electronic control units (ECUs) inside vehicles. It uses a synchronous serial data transmission protocol. CAN has become the de facto standard for in-vehicle networks due to its robustness, error detection and fault confinement capabilities. The document discusses the key features and implementation of CAN, including the different data frames, error handling mechanisms, and physical layers that make CAN well-suited for real-time and safety-critical automotive applications.
This document provides an overview of Controller Area Network (CAN) protocol. It describes what CAN is, why it is used, the basic concepts and definitions of CAN 2.0A and 2.0B protocols including identifiers, arbitration, message formats, and error handling. It also discusses CAN implementations focusing on requirements for CAN controllers, message buffering and filtering. Finally, it provides information on Motorola's CAN modules.
This pdf is about the CAN communication protocol, which is vital for automobiles.A Brief Overview. The CAN bus protocol is defined by the ISO 11898-1 standard and can be summarized like this: The physical layer uses differential transmission on a twisted pair wire. A non-destructive bit-wise arbitration is used to control access to the bus. This is made with the help of Engineersgarage.
The document discusses distributed systems in vehicles, focusing on CAN bus (Controller Area Network bus). It describes how CAN bus was developed to allow communication between electronic control units using just 1 pair of wires at high speed. CAN bus is now widely used in vehicle systems for functions like powertrain, comfort, and infotainment. Key aspects covered include the CAN protocol specifications, frame formats, error detection methods, and node error states.
Accident avoidanve using controller area network protocolMadhuri Apar
This document describes the design of a CAN-based accident avoidance system for vehicles. It uses ultrasonic sensors to detect objects and the LPC2129 microcontroller to process sensor readings and transmit data via CAN protocol. If an obstacle is detected, the system will trigger alarms and automatically apply emergency braking to prevent accidents. The system is intended to increase road safety by warning distracted drivers or taking evasive action if drivers cannot respond in time to potential collisions.
Ethernet is a widely used local area network (LAN) technology. It uses bus, star, ring, or tree topologies to transmit data via coaxial cable or twisted pair wires. Devices connect to the cable and compete for access using Carrier Sense Multiple Access with Collision Detection (CSMA/CD). IEEE standards define Ethernet specifications, including standards for Fast Ethernet, Gigabit Ethernet, and 10-Gigabit Ethernet transmission speeds. Wireless LANs also use Ethernet standards to transmit data over radio frequencies instead of cables.
The document discusses the Standard Interoperability PLM (SIP) project. The SIP project aims to:
1. Develop a methodology and associated testing platform for PLM standards.
2. Create an open community and shared knowledge base around PLM standards.
3. Validate the methodology on real business cases through experimentation.
The SIP project has yielded positive results including validation on a business case with Dassault Aviation, a simulation and testing environment, and an open community. Going forward, the project will focus on applying the methodology to other processes, standards, and defining recommended practices.
This document presents a model-based validation approach for CANopen systems using the BIP framework. It provides an overview of the CANopen protocol, describing its various communication mechanisms. Formal models of CANopen are developed in BIP, including atomic components for devices and their communication objects. These models capture CANopen's different communication models like producer/consumer and master/slave. A case study of a pixel detector control system is used to validate the modeling approach. The document concludes that model-based design in BIP allows for systematic development and validation of complex CANopen systems through simulation and analysis.
which is used in automobiles which has speed up to 1mbs bits in a 40 meter length cable, it is implemented in where there is of multiple networks ,it has wide range of applications in automobile , in this ppt we show implimentation of can using xilinx
CAN BUS was created by Bosch as a method for enabling robust serial communication in automotive applications. It allows vehicle systems to be broken into workable sections and isolated using a shared network. This increases reliability and affordability while decreasing wiring complexity. CAN BUS uses a two-wire network to transmit sensor and module data in binary form. Technicians can use diagnostic tools connected to the CAN BUS to isolate faults in individual components like electric window motors or air flow sensors, requiring critical thinking to properly diagnose the root cause. Understanding how to leverage CAN BUS as a diagnostic tool, rather than relying on it exclusively, allows technicians to work more efficiently and increase profitability.
The document provides guidance on diagnostic techniques for Ducati service technicians, including an overview of the CAN network and fault analysis tools, instructions for documenting diagnostic processes and technical reports, and case studies related to common issues on Ducati Multistrada, Hypermotard, and 1199 Panigale models from 2013 to 2014.
CAN (Controller Area Network) is a standard bus system for connecting electronic control units within vehicles. It allows microcontrollers and devices to communicate with each other in applications without a host computer. CAN achieves data transfer rates of up to 1Mbps over distances of 40 meters and supports up to 2032 nodes. It uses a multi-master broadcast type of network with error detection capabilities and prioritizes messages based on identifiers. CAN was introduced in 1986 and standardized in 1993 for automotive applications due to its robustness, reliability and low cost.
The document describes the CAN bus and ALMA Monitor and Control Bus (AMB) network used for communication between electronic modules in the ALMA telescope. The AMB uses CAN 2.0B with a maximum bus length of 35 meters at 1 Mb/s. Each node is assigned a unique identifier between 0-2047. Messages contain the node ID, relative memory address (RCA), and data. A timing signal TE pulses every 48ms to synchronize command execution. The AMB allows modules to monitor statuses and send/receive control commands for functions like reading a power supply voltage value located at a specific RCA.
This document discusses the Controller Area Network (CAN) bus, which allows microcontrollers and devices in vehicles to communicate. It describes CAN's implementation as a message-based serial bus protocol that operates in the physical and data link layers. The key components of CAN architecture and message frames are outlined, along with common applications like automobiles, advantages like high throughput, and limitations such as potential unfair access.
Can protocol implementation for data communication (2)karuna418
This document describes a project to implement CAN protocol for data communication. It discusses CAN protocol, its advantages for secure multi-master communication. It also includes the aim, introduction, components like MAX232, LCD, circuit diagram and applications of CAN protocol. The results show CAN protocol provides robust error detection and flexible communication for applications like vehicles and industrial controls.
CAN (Controller Area Network) is a serial bus system used to communicate between embedded microcontrollers. It uses a message-oriented transmission protocol with prioritized messages identified by unique identifiers. Error detection occurs at both the message level, through CRC and ACK errors, and bit level, via monitoring and bit stuffing. Implementations include Basic CAN, Full CAN, FIFO, and Enhanced Full CAN. Over 20 manufacturers produce microcontrollers with CAN interfaces, such as Cygnal, Intel, and Motorola.
CAN (Controller Area Network) Bus ProtocolAbhinaw Tiwari
The document discusses the CAN bus protocol. It provides an introduction that describes CAN as a multi-master, broadcasting, serial communication protocol for reliable data exchange between electronic control units. It then discusses CAN applications in automotive, industrial, medical and other fields. The document outlines CAN characteristics such as message prioritization, arbitration, data protection methods, and advantages like reliability and robustness in noisy environments. It concludes that CAN is well-suited for applications requiring many short messages with high reliability.
The document discusses the history and development of the Controller Area Network (CAN) bus technology. It describes how CAN buses were developed in the 1980s to address the wiring harness problems resulting from increased electronics in automobiles. CAN buses allow microcontrollers and devices to communicate through a serial bus, supporting flexible messaging and error detection. The document outlines the key aspects of CAN bus design and how it became widely adopted in the automotive industry, particularly to support onboard diagnostics (OBD) through standardized diagnostic trouble codes.
Control Area Network (CAN) based accident avoidance systemNitin Jagtap
This document summarizes a project presentation on a CAN-based accident avoidance system. The system uses an LPC2129 microcontroller connected to ultrasonic sensors via a CAN bus to detect objects and prevent collisions. It has front-end and rear-end subsystems to monitor the vehicle's surroundings. The presentation covers the components used, software, features of the microcontroller and ultrasonic sensors, how CAN improves on earlier systems, and applications for this type of accident avoidance technology.
The document provides an overview of automotive embedded systems and network technologies. It discusses electronic control units (ECUs) and their functions. Two main automotive bus protocols are described: Local Interconnect Network (LIN) and Controller Area Network (CAN). LIN uses a single wire connection and supports speeds up to 20kbps, while CAN uses a two-wire connection and supports speeds up to 1Mbps. The document outlines the frame structures, message types, and error handling approaches for both LIN and CAN networks.
This document provides an overview of CAN BUS systems used in automotive applications. It discusses the requirements for CAN BUS, including the use of twisted pair cable and termination resistors. The document describes the CAN frame format, including the arbitration, control, data, and CRC fields. It explains the OSI layers for CAN, including the physical layer that transmits electrical signals and the data link layer that handles carrier sensing and collision avoidance. Advantages of CAN BUS are its support for multiple masters, reduced wiring complexity, error detection capabilities, and high speeds up to 1Mbps. CAN BUS is also compared to FlexRay, with CAN having lower cost but lower maximum speed.
overview and working of CAN protocol .
application of CAN protocol.
CAN protocol fault confinement
what can is?
why we need CAN protocol?
how CAN protocol works
Controller Area Network (CAN) is a digital bus system used for communication between electronic control units (ECUs) inside vehicles. It uses a synchronous serial data transmission protocol. CAN has become the de facto standard for in-vehicle networks due to its robustness, error detection and fault confinement capabilities. The document discusses the key features and implementation of CAN, including the different data frames, error handling mechanisms, and physical layers that make CAN well-suited for real-time and safety-critical automotive applications.
This document provides an overview of Controller Area Network (CAN) protocol. It describes what CAN is, why it is used, the basic concepts and definitions of CAN 2.0A and 2.0B protocols including identifiers, arbitration, message formats, and error handling. It also discusses CAN implementations focusing on requirements for CAN controllers, message buffering and filtering. Finally, it provides information on Motorola's CAN modules.
This pdf is about the CAN communication protocol, which is vital for automobiles.A Brief Overview. The CAN bus protocol is defined by the ISO 11898-1 standard and can be summarized like this: The physical layer uses differential transmission on a twisted pair wire. A non-destructive bit-wise arbitration is used to control access to the bus. This is made with the help of Engineersgarage.
The document discusses distributed systems in vehicles, focusing on CAN bus (Controller Area Network bus). It describes how CAN bus was developed to allow communication between electronic control units using just 1 pair of wires at high speed. CAN bus is now widely used in vehicle systems for functions like powertrain, comfort, and infotainment. Key aspects covered include the CAN protocol specifications, frame formats, error detection methods, and node error states.
Accident avoidanve using controller area network protocolMadhuri Apar
This document describes the design of a CAN-based accident avoidance system for vehicles. It uses ultrasonic sensors to detect objects and the LPC2129 microcontroller to process sensor readings and transmit data via CAN protocol. If an obstacle is detected, the system will trigger alarms and automatically apply emergency braking to prevent accidents. The system is intended to increase road safety by warning distracted drivers or taking evasive action if drivers cannot respond in time to potential collisions.
Ethernet is a widely used local area network (LAN) technology. It uses bus, star, ring, or tree topologies to transmit data via coaxial cable or twisted pair wires. Devices connect to the cable and compete for access using Carrier Sense Multiple Access with Collision Detection (CSMA/CD). IEEE standards define Ethernet specifications, including standards for Fast Ethernet, Gigabit Ethernet, and 10-Gigabit Ethernet transmission speeds. Wireless LANs also use Ethernet standards to transmit data over radio frequencies instead of cables.
The document discusses the Standard Interoperability PLM (SIP) project. The SIP project aims to:
1. Develop a methodology and associated testing platform for PLM standards.
2. Create an open community and shared knowledge base around PLM standards.
3. Validate the methodology on real business cases through experimentation.
The SIP project has yielded positive results including validation on a business case with Dassault Aviation, a simulation and testing environment, and an open community. Going forward, the project will focus on applying the methodology to other processes, standards, and defining recommended practices.
This document presents a model-based validation approach for CANopen systems using the BIP framework. It provides an overview of the CANopen protocol, describing its various communication mechanisms. Formal models of CANopen are developed in BIP, including atomic components for devices and their communication objects. These models capture CANopen's different communication models like producer/consumer and master/slave. A case study of a pixel detector control system is used to validate the modeling approach. The document concludes that model-based design in BIP allows for systematic development and validation of complex CANopen systems through simulation and analysis.
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Design flow for Controller Area Network systems
1. A model based design flow for CANbased systems
Alexios Lekidis1, Marius Bozga1,
Didier Mauuary2, Saddek Bensalem1
1UJF-Grenoble 1 / CNRS-VERIMAG, 2Cyberio
14th international CAN Conference
Eurosites Republique, Paris (France)
November 12-13,2013
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
1/35
2. Outline
1) Design challenges for CAN-based systems
2) Model-based design flow using BIP
•
•
•
•
BIP overview
CAN protocol model
Application software modeling
Construction of the system model
3) Application and experimental results
4) Conclusion and ongoing work
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
2/35
3. Outline
1) Design challenges for CAN-based systems
2) Model-based design flow using BIP
•
•
•
•
BIP overview
CAN protocol model
Application software modeling
Construction of the system model
3) Application and experimental results
4) Conclusion and ongoing work
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
2/35
4. CAN system example: automotive application
Engine
Control
Transmission
Control
Traction
Control
Gearbox
Control
Seat
Control
Suspension
Control
Environment
Control
Dashboard
Airbag
Control
Antilock
Breaks
Each unit in the
network
may incorporate
many subsystems
Lekidis, Bozga, Mauuary, Bensalem
Lights
Control
• Increased communication complexity
• System design becomes difficult
A model-based design flow for CAN-based systems
3/35
5. Emergence of higher layer protocols
• Organize and abstract low-level communication complexity
• Extend its usage to a wide range of applications including:
• Machine automation, medical devices, photovoltaic systems,
maritime electronics e.t.c.
CANopen
DeviceNet
J1939
CAN
Controller
CAN Bus
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
4/35
6. Emergence of higher layer protocols
• Organize and abstract low-level communication complexity
• Extend its usage to a wide range of applications including:
• Machine automation, medical devices, photovoltaic systems,
maritime electronics e.t.c.
CANopen
DeviceNet
J1939
System integration
and validation is too
difficult
CAN
Controller
CAN Bus
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
4/35
7. Emergence of higher layer protocols
• Organize and abstract low-level communication complexity
• Extend its usage to a wide range of applications including:
• Machine automation, medical devices, photovoltaic systems,
maritime electronics e.t.c.
CANopen
DeviceNet
CAN
Controller
CAN Bus
Lekidis, Bozga, Mauuary, Bensalem
J1939
System integration
and validation is too
difficult
Successful
design
remains a
challenge
A model-based design flow for CAN-based systems
4/35
8. Conformance testing
Verifies the correct
implementation and
integration of the system
Essential step towards
interoperability and
portability
Occurs late in the
development cycle
Requires the final
system implementation
Potential design errors can lead to a new
implementation of the system
Performance aspects are ignored during the design
process
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
5/35
9. Solution: Model-based design
Formal approach expressing the behavior and functionality of embedded
systems
•
Validation and verification enabled at any stage
•
Formal models for the software and hardware allowing:
•
Separation of concerns
•
Modularity
•
Reusability
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
6/35
10. Solution: Model-based design
Formal approach expressing the behavior and functionality of embedded
systems
•
Validation and verification enabled at any stage
•
Formal models for the software and hardware allowing:
•
Separation of concerns
•
Modularity
•
Reusability
Previous work is based on multilanguage frameworks, in order to provide
a design flow for automotive systems
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
6/35
11. Solution: Model-based design
Formal approach expressing the behavior and functionality of embedded
systems
•
Validation and verification enabled at any stage
•
Formal models for the software and hardware allowing:
•
Separation of concerns
•
Modularity
•
Reusability
Previous work is based on multilanguage frameworks, in order to provide
a design flow for automotive systems
Semantically unrelated formalisms lead
to lack of continuity
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
6/35
12. Solution: Model-based design
Formal approach expressing the behavior and functionality of embedded
systems
•
Validation and verification enabled at any stage
•
Formal models for the software and hardware allowing:
•
Separation of concerns
•
Modularity
•
Reusability
Previous work is based on multilanguage frameworks, in order to provide
a design flow for automotive systems
Semantically unrelated formalisms lead
to lack of continuity
Lekidis, Bozga, Mauuary, Bensalem
Rigorous design flow for
CAN-based systems:
•
Based on a single
semantic framework
•
Encapsulates the
protocol’s communication
mechanisms and
primitives
•
Incremental design using
composite components
A model-based design flow for CAN-based systems
6/35
16. Outline
1) Design challenges for CAN-based systems
2) Model-based design flow using BIP
•
•
•
•
BIP overview
CAN protocol model
Application software modeling
Construction of the system model
3) Application and experimental results
4) Conclusion and ongoing work
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
8/35
17. BIP component framework
•
BIP (Behavior-Interaction-Priority) is a formal
language for the hierarchical construction of
composite components
Composition
glue
Priorities (conflict resolution)
Interactions (collaboration)
B
•
E
H
A
V
I
O
R
Atomic
components
Provides a rich set of tools for analysis and
performance evaluation
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
9/35
18. BIP: Atomic components
Finite state automata (Petri nets) extended with data and
functions described in C/C++
TICK
s:=0
t:=0
SEND
s
[s<100]
S_COM
RECV
r
SEND
s:=s+1
TICK
t:=t+1
TICK
S_COM
Lekidis, Bozga, Mauuary, Bensalem
r:=0
t:=0
R_COM
RECV
print(r)
TICK
TICK
t:=t+1
R_COM
A model-based design flow for CAN-based systems
10/35
19. BIP: Interactions
Communication between components involving data
exchange
s:=0
t:=0
SEND
s
[s<100]
S_COM
r:=r+s
TICK
RECV
r
SEND
s:=s+1
TICK
t:=t+1
TICK
S_COM
Lekidis, Bozga, Mauuary, Bensalem
r:=0
t:=0
R_COM
RECV
print(r)
TICK
TICK
t:=t+1
R_COM
A model-based design flow for CAN-based systems
10/35
20. BIP: Interactions
Communication between components involving data
exchange
s:=0
t:=0
SEND
s
[s<100]
S_COM
r:=r+s
TICK
RECV
r
SEND
s:=s+1
TICK
t:=t+1
TICK
S_COM
Lekidis, Bozga, Mauuary, Bensalem
r:=0
t:=0
R_COM
RECV
print(r)
TICK
TICK
t:=t+1
R_COM
A model-based design flow for CAN-based systems
10/35
21. BIP: Priorities
Used among competing interactions
TICK<R_COM
s:=0
t:=0
SEND
s
[s<100]
S_COM
r:=r+s
TICK
RECV
r
SEND
s:=s+1
TICK
t:=t+1
TICK
S_COM
Lekidis, Bozga, Mauuary, Bensalem
r:=0
t:=0
R_COM
RECV
print(r)
TICK
TICK
t:=t+1
R_COM
A model-based design flow for CAN-based systems
10/35
22. The BIP toolset
Offers:
Translators from
various languages
and models into
BIP
Source-to-source
transformers
Code generation
by dedicated
compilers
More information and
related material at:
http://bip-components.com
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
11/35
23. Modeling the CAN protocol
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
12/35
24. Main aspects of the CAN protocol model (1)
•
•
•
•
Represents the classic CAN protocol functionality [CAN
specification version 2.0]
Supports the Basic CAN interface [ISO 11898-1]
Is compliant with the High-Speed physical layer
standard [ISO 11898-2]
Does not consider transmission errors
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
13/35
25. Main aspects of the CAN protocol model (1)
•
•
•
•
Represents the classic CAN protocol functionality [CAN
specification version 2.0]
Supports the Basic CAN interface [ISO 11898-1]
Is compliant with the High-Speed physical layer
standard [ISO 11898-2]
Does not consider transmission errors
Engine
Control
Airbag
Control
Traction
Control
Seat
Control
CAN Bus
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
13/35
26. Main aspects of the CAN protocol model (1)
•
•
•
•
Represents the classic CAN protocol functionality [CAN
specification version 2.0]
Supports the Basic CAN interface [ISO 11898-1]
Is compliant with the High-Speed physical layer
standard [ISO 11898-2]
Does not consider transmission errors
Engine
Control
Airbag
Control
Traction
Control
Seat
Control
CAN Bus
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
13/35
27. CAN protocol model
REQUEST
frame
RECV
frame
REQUEST
CAN station
SOF
ARBITRATION
CONTROL
SOF
DATA
frame
RECV
frame
CAN station
ACK
ARBITRATION
EOF
SOF
CONTROL
ARBITRATION
DATA
ACK
CONTROL
DATA
ACK
EOF
CAN bus
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
14/35
EOF
28. Main aspects of the CAN protocol model (2)
Each CAN frame:
• Is one of the following types:
•
•
•
Data transmission (data frame)
Data request (remote frame)
Contains the following fields:
•
•
•
•
•
arb : frame identifier
rtr : Remote Transfer Request (RTR) bit
ide : Identifier Extension (IDE) bit
length : Length of data
payload : Frame data
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
15/35
31. CAN bus component
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
18/35
32. CAN bus component: Timing model
Discrete time step advance
Transmission of
one bit (τ bit )
corresponds to
one tick
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
18/35
33. CAN bus component: Timing model (2)
Used for the transmission of each frame field
Duration is indicated by a fixed number of ticks
Overall frame transmission time is:
• C frame = [32 + g + (8 × length) + s ]τ bit , where:
•
•
g denotes the number of ticks spent in the arbitration phase
•
Equal to 12 for a standard frame
•
Equal to 32 for an extended frame
s denotes the number of additional ticks related to bit-stuffing
The computation of the bit-stuffing for every frame can be:
• Fixed
• Stochastic
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
19/35
34. CAN bus component: Timing model (3)
The additional transmission time due to bit-stuffing is:
s
, where:
•
= (23 + w + 8 × length − 1)
C stuffing
τ bit
•
w g −1
=
•
•
•
100
Equal to 11 for a standard frame
Equal to 31 for an extended frame
s ∈ [1, 25] , where the upper bound indicates the worst
case
The detailed frame transmission time is:
•
=
C total
s
+ C stuffing [32 + g + (8 × length) + s ] + (23 + w + 8 × length − 1)
=
C frame
100 τ bit
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
20/35
35. Modeling the application software
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
21/35
36. Modeling the application software
•
•
Every application consists of a number of Devices
Each Device generates a set of frames
•
Transmission is defined by the following attributes:
•
•
•
•
Currently provided by XML-based descriptions
•
•
Periodic, event-triggered or purely stochastic
With or without offsets
Abortable or non-abortable request
Compliance with NETCARBENCH [Navet et al., 2007]
Accordingly provided Device examples with focus
on the transmission part
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
22/35
37. Device examples
ECU with periodic transmission
N periodic frames, where
periods are: P[i] , i=1,…,N
Lekidis, Bozga, Mauuary, Bensalem
ECU with stochastic transmission
N frames, with a transmission jitter
chosen by a given distribution and
periods: D[i] , i=1, .. N
A model-based design flow for CAN-based systems
23/35
38. Device examples
ECU with periodic transmission
N periodic frames, where
periods are: P[i] , i=1,…,N
Lekidis, Bozga, Mauuary, Bensalem
ECU with stochastic transmission
N frames, with a transmission jitter
chosen by a given distribution and
periods: D[i] , i=1, .. N
A model-based design flow for CAN-based systems
23/35
39. The CAN-based system model
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
24/35
40. Constructing the system model
Device 1
REQUEST
RECV
Device 2
REQUEST
Lekidis, Bozga, Mauuary, Bensalem
RECV
Device 3
REQUEST
RECV
Device n
REQUEST
RECV
A model-based design flow for CAN-based systems
Application
model
25/35
41. Constructing the system model
Device 1
REQUEST
Device 2
RECV
REQUEST
REQUEST
RECV
RECV
Device 3
REQUEST
REQUEST
RECV
RECV
Device n
REQUEST
REQUEST
RECV
Application
model
RECV
CAN station 1
CAN station 2
CAN station n
COMM
COMM
COMM
CAN
protocol
model
COMM
CAN bus
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
25/35
42. Constructing the system model
Device 1
REQUEST
Device 2
RECV
REQUEST
REQUEST
RECV
RECV
Device 3
REQUEST
REQUEST
RECV
RECV
Device n
REQUEST
REQUEST
RECV
Application
model
RECV
CAN station 1
CAN station 2
CAN station n
COMM
COMM
COMM
CAN
protocol
model
COMM
CAN bus
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
25/35
43. Outline
1) Design challenges for CAN-based systems
2) Model-based design flow using BIP
•
•
•
•
BIP overview
CAN protocol model
Application software modeling
Construction of the system model
3) Application and experimental results
4) Conclusion and ongoing work
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
26/35
44. Deterministic powertrain network
Case study using the BIP design flow, where:
• The application software consists of:
•
•
5 Devices
30 periodic frames with associated:
•
•
•
•
•
•
CAN identifier, period and payload
HPF queuing policy in every Device
Fixed 10% bit-stuffing for all the frames
No transmission offsets
The Bus has a bit-rate of 500 kbit/s
Load equally distributed among the Devices
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
27/35
45. Experiments
The generated system model contains:
•
•
•
•
20 atomic components
60 connectors
255 transitions
1250 lines of BIP code
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
28/35
46. Results: Response times
•
Lekidis, Bozga, Mauuary, Bensalem
1 hour of real system
time was simulated in
5 minutes and 30
seconds
A model-based design flow for CAN-based systems
29/35
47. Results: Response times
•
•
1 hour of real system
time was simulated in
5 minutes and 30
seconds
The same results can be obtained using RTaWSim [RealTime-at-Work]
•
Much shorter simulation time (13.5 seconds)
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
29/35
48. Stochastic powertrain network
•
Extension to the previous case study:
I.
II.
Probabilistic margin (jitter) for every period
Stochastic bit-stuffing
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
30/35
49. Stochastic powertrain network
•
Extension to the previous case study:
I.
II.
Probabilistic margin (jitter) for every period
Stochastic bit-stuffing
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50. Stochastic powertrain network
•
Extension to the previous case study:
I.
II.
Probabilistic margin (jitter) for every period
Stochastic bit-stuffing
Lekidis, Bozga, Mauuary, Bensalem
A model-based design flow for CAN-based systems
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51. Stochastic powertrain network
•
Extension to the previous case study:
I.
II.
•
Probabilistic margin (jitter) for every period
Stochastic bit-stuffing
This analysis cannot be performed with RTaW-Sim
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A model-based design flow for CAN-based systems
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52. Outline
1) Design challenges for CAN-based systems
2) Model-based design flow using BIP
•
•
•
•
BIP overview
CAN protocol model
Application software modeling
Construction of the system model
3) Application and experimental results
4) Conclusion and ongoing work
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53. Summary
Proposed method: Rigorous design flow resolving
effectively the current challenges in CAN-based systems
•
•
•
•
Encapsulates the primitives and communication
mechanisms of the CAN protocol
Separates software and hardware design issues
Fully automated and tool-supported
Leads to the construction of a mixed hardware and software
system model used for:
•
•
•
•
Performance analysis
Verification of functional and extra-functional properties
Code generation
Conducted experiments on existing benchmarks
illustrate the capabilities and the method’s scalability
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54. Ongoing work
•
CAN protocol model
•
•
•
Selection of the most appropriate distribution for the
bit-stuffing and the period margin
Design flow for CAN FD-based systems
Considered application software
•
MATLAB/Simulink to BIP translation
•
Further extensions
•
Analysis and verification of properties using the
Statistical Model Checking BIP tool
Generation of optimal device configurations
Validation of CAN-higher layer protocols, such as
CANopen
•
•
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55. Extensions related to the CAN FD protocol
Applied only in the CAN protocol model
•
Additional frame fields:
• Flexible Data Format (FDF) bit
•
•
If recessive, RTR bit becomes automatically disabled
• Bit Rate Switch (BRS) bit
Timing model:
• Transmission of one bit will be shorter than one tick (τ bit )
• Switch factor related to the selection of CAN hardware
components
• The additional transmission time due to bit-stuffing in
CAN FD is:
7 + w + 8 × length
=
+ 4 τ bit
C stuffing
s
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A model-based design flow for CAN-based systems
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56. Thank you for your attention.
Further details: alexios.lekidis@imag.fr
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