A new error handling algorithm for controller area network in networked control system

<span lang="EN-US">Real-time communication is important in control network. In real-time communication, message need to be delivered from source to destination within specification. Embedded Ethernet and Controller Area Network (CAN) protocol can be used in control network to achieve hard real-time communication. For embedded Ethernet protocol, Carrier Sense Multiple Access with Collision Detection (CSMA/CD) is the media access control (MAC) used to control data transmission between nodes in network. Back-off algorithm in CSMA/CD is used to handle packet collisions and retransmission. For CAN protocol, it is communication protocol developed mainly for automotive application. It has priority arbitration to handle collisions and retransmission. In this project, embedded Ethernet network models and CAN network models are developed and simulated in MATLAB Simulink software. Several back-off algorithms, which are Binary Exponential Backoff (BEB), Linear Back-off Algorithm, Exponential-Linear back-off Algorithm and Logarithm Back-off Algorithm are proposed and implemented into Embedded Ethernet network model to evaluate the performance. Both embedded Ethernet and CAN network models are extended to 3 nodes, 10 nodes, and 15 nodes to evaluate performance at different network condition. The performance criteria evaluated and discussed are average delay and jitter of packets. The results show that in network with high number of nodes, Linear Back-off Algorithm and Exponential-Linear back-off Algorithm shows improvement in packets delay and jitter. For CAN network, the packet jitter is relatively low.</span>

The Controller Area Networks (CAN) are widely used in industrial Networked Control Systems (NCSs), such as construction machineries, hybrid vehicles, robotics, and other applications. The message response time (MRT) or communication delay is the main issue to degrade the performance of CAN-based NCSs since its exact value is time-varying and unpredictable. The online acquisition of exact MRT can be quite helpful for the delay compensation of NCSs. However, since the clocks on different nodes are asynchronous, the MRT acquisition in CAN is a challenging work. The current delay acquisition methods for asynchronous systems are not suitable for the delay compensation in CAN-based NCSs because they either increase the bus load of CAN or cannot acquire the exact MRT in real time. In this paper, we propose a novel online real-time MRT estimation method for periodic CAN messages based on the analysis of message traces on CAN bus. The proposed method can estimate the exact MRT of the received message instance in real time without increasing the bus load and can be conveniently embedded into the CAN nodes without requiring additional equipment. In order to validate the proposed method, practical experiments are carried out and the experimental results show that the proposed method can effectively estimate the exact MRT of periodic CAN messages.

<div class="section abstract"><div class="htmlview paragraph">The amount of data communicated in automotive networks is increasing rapidly, leading to more complex systems alongside the rising number of Electronic Control Units (ECUs) in modern vehicles. As the number of ECUs has risen, Controller Area Network (CAN) communication bandwidth has been pushed to its limit. Existing solutions - such as using multiple CAN buses, sending multiple CAN frames or switching to another protocol - require a significant system-design effort and replacement of hardware and software. This has paved the way for CAN Flexible Data-rate (CAN FD), which extends the CAN standard and permits significantly higher data rates, enabling faster firmware upgrades. However, some changes must be made like: exchange the classical CAN microcontroller with a CAN FD microcontroller and also a CAN FD transceiver must be used.</div><div class="htmlview paragraph">This article will explore the benefits of CAN FD, how it compares with the classical CAN protocol, requirements for systems and how to introduce CAN FD into existing CAN networks.</div></div>

This paper presents a dynamic precedence queue mechanism to resolve unexpected transmission delay of a lower priority transaction in a controller area network (CAN)-based system that keeps a fixed priority in data transactions. The mechanism is implemented in the upper sublayer of the data link layer (DLL), which is fully compatible with the original medium access control layer protocol of the CAN. Thus, the mechanism can be implemented dynamically while the data transactions are continuing without any hardware modification. The CAN protocol was originally developed to be used in the automotive industry and was recently applied for a broader class of automated factories. Even though the CAN is able to satisfy most real-time requirements found in automated environments, it is not able to enforce either a fair subdivision of the network bandwidth among the stations or a satisfactory distribution of the access delays in message transmissions. The proposed solution provides a superset of the CAN logical link layer control, which can coexist with older CAN applications. Through real experiments, effectiveness of the proposed mechanism has been verified.

This paper deals with the speed synchronization controller design for networked integrated motor-transmission (IMT) powertrains via controller area network (CAN). It is well known that, in current implementations, CAN has been widely used in the control system design of automotive powertrains. However, on the other hand, the application of CAN would not only lead to network-induced delays but also bring about protocol constrains, e.g., data package capability and utilization ratio limitation, which would deteriorate the system and make the controller design a challenging problem. This paper is to provide a co-design methodology that can cope with all these problems and ensure satisfactory control effect for the speed synchronization control of IMT powertrain systems. First, a networked IMT powertrain system using CAN as underlying network is presented and the dynamic model for the speed synchronization control is derived. Second, the network-induced delay model is introduced and improved considering data packet capability and utilization ratio limitation. The control-orient discrete-time model is also derived based on the improved delay model. Third, a co-design methodology using sliding mode controller and offline priority scheduling based on Lyapunov stability criterion is proposed. The results of simulations and tests show the effectiveness of the proposed co-design methodology.

This paper presents induction motor control system operation using matrix converter based on the controller area network (CAN). The hardware control system is designed with dual microcontrollers which communicate to each other by a dual-port RAM. The advantages of matrix converter are utilized with the CAN network on the field oriented control method of induction motor. The performances of the motor control fully guarantee the system stability and the successful data communication by network. The experimental results are given on 5Hp induction motor to verify the effectiveness and feasibility of the control system using network.

Controller area network (CAN) data-reduction techniques have been developed to reduce CAN bus loads, which have increased due to the large number of electronic control units in modern automobiles. Automotive communication uses various in-vehicle network. These techniques make it possible that same information to be sent using less bandwidth. However, the existing CAN DR algorithms only consider the CAN network. Automotive communication uses various in-vehicle network (IVN) protocols such as CAN, FlexRay, and Ethernet. The use of DR techniques may cause compatibility issue in heterogenous IVNs. This paper proposes a gateway system for data-reduced communication between Ethernet and CAN systems with data-reduction. The proposed gateway system receives a compressed CAN message, decompresses it, and transmits it to the Ethernet network. Additionally, the gateway receives a normal Ethernet message, compresses it, and transmits it to the CAN protocol. An evaluation of the performance of the developed gateway system is also presented.

This paper integrates the IEEE 802.11 g ad-hoc wireless network and the control area network (CAN) in the present network control systems (NCS) or wireless - NCS (WNCS). Both the TCP and the CAN protocols are adopted as the communication gateway in a remote control system. The time delay between the application layer of the client and the application layer of the remote control target has been measured and analyzed in this paper. Experimental results on an AC 400 W servo motor indicate that the communication jam mainly causes the instability due to the induced time delay. In this paper, by applying the adaptive Smith predictor with the switching sampling time, satisfactory control performance of WNCS can be obtained even though the time delay seriously increases. Moreover, the feasibility of the proposed WNCS has been proven through experimental results.

Controller Area Network (CAN) protocol is a well-established and widely accepted communication technology for in-vehicle communications. However, the increase in the number of sensors deployed in cars brings complexity and cost to the automobile industry since CAN is a wired network. So, short range wireless communications technologies that operate in unlicensed band are seen as potential alternative to CAN network. Bluetooth is considered as a highly promising candidate for such intra-vehicle wireless networks. This paper uses a CAN to Bluetooth gateway which enables the conversion of CAN message into Bluetooth message. This is necessary to achieve the wireless communication via Bluetooth modules. On the other hand, it is necessary to maintain the reliability of communication that is offered by wired network, CAN. This paper aims to investigate experimentally, the level of reliability that is offered by wireless networks using these gateways. A lab car is used for experimental purpose which introduces closed environment and the Non-Line-of-Site (NLoS) paths between the Bluetooth modules. Finally, this paper proposes a suitable model for in-vehicle wireless networks.

The Partial controller area network (CAN), which can partially turn on and off the operation of electronic control unit (ECU), is a low-power technology and can reduce the CO2 emissions and power consumption of an automobile compared with the existing automobile CAN. However, a problem arises in the application of the Partial CAN whereby the existing automobile CAN databases that contain all the CAN frames of the automobile have many period frames. The periodic frame wakes the ECU every constant cycle, so the power consumption and CO2 emissions savings of ECU are ineffective. To solve this problem, we proposed a new algorithm for applying the Partial CAN that can evade the period wake-up of the ECU. In this paper, we introduce a new algorithm for applying the Partial CAN and analyze the performance of the proposed algorithm by comparing with the existing algorithm.

In manufacturing systems, Controller Area Network (CAN) based systems has been widely used. Hence the reliability of the Controller Area Network has become increasingly important. In order to ensure production safety and reduce unnecessary maintenance costs, evaluating the reliability of a CAN network becomes necessary. The reliability of the CAN network can be assessed by determining the status of nodes and predicting the times of each node reaching its bus off states using node transmit error counter (TEC) values. However, the TEC values of the nodes cannot be accessible online in most industrial applications. This paper presents a novel method for node TEC value estimation based on the segmented discrete time Markov chains using network error information. We also consider the special scenario where data frame arbitration area is damaged by the error so that node identifier (ID) information of the interrupted data frame cannot be identified. Case studies are carried out to demonstrate the effectiveness of proposed method. Experiment results show that the estimation results using the proposed method agree well with actual observations.

Virtual instrumentation has experienced significant advancements in recent decades, providing efficient and reliable solutions for the connection and communication of electronic devices in various applications. This article explores the most relevant developments in the field, focusing on the integration of Controller Area Network (CAN) networks and microcontrollers in distributed sensor projects. The article also presents a case study in which a CAN network is implemented along with the ESPWroom32 microcontroller in a distributed sensor project for alcoholic beverage production. The sensors used in each stage of the process, such as ultrasonic, load, water level, and motion sensors, are described, highlighting the importance of redundancy in monitoring critical parameters to ensure safety and proper process operation.

Nowadays robots have advanced from single-platform system to a networked multi-platform system. However, sequential and synchronous control methods that traditionally have been adapted to robots and automation systems are not functioning well for networked robots and control systems. In this paper a networked robot control system based upon controller area network (CAN), of which components are implemented with mostly aperiodic and event-triggered approaches to exchange messages and methods properly, are developed and tested to know its performance regarding proper timing and delay between CAN and robots, and critical section problem arising from process synchronization and coordination of robots.

The concept of Controller Area Network (CAN) has been largely used in real-time automatically control applications such as the systems used in industries, automobiles, aircraft, and automated factories. If installing CAN network is in dispersed authentic time applications mortally requires increasing the scope of spread the area, and communicate freely with other Local Area Networks and self-governing novel CAN segments or remote CAN 2.0 nodes. This has efficient highly secured distributed real time control serial communication protocol. Its application areas are from high speed networks to low cost multiplex wiring. In automotive electronics, engine control units, sensors, control unit systems, etc. are connected using CAN with bitrates up to 1 Mbps. At the same time it is cost effective to build into vehicle body electronics, e.g. lamp clusters, electric windows etc. to replace the wiring harness otherwise required. A purpose to implement an interworking device called Wireless Interworking Unit (WIU) which is enabling local/remote CAN2.0A nodes to commune over IEEE 802.11b WLAN (MAC) using packet encapsulation method. By using this method a smart network can be implemented for intelligent, self governed, automated, energy hoarder work in vehicles, machines, robots, space aircrafts etc. Computer simulation modeling of such idea is very beneficial for any small industries, organization. This paper presents simulation modeling results for WIU using NS-2 TOOL.

The response time distributions of the frames sent on a Controller Area Network (CAN) bus are of prime interest to dimension and validate automotive electronic architectures. However, the existing work on the timing behaviour of the CAN network does not take into account that all the data exchanges between the Electronic Control Units (ECUs) are driven by different and independent clocks which are subject to clock drifts. This paper proposes a model for clock drifts and describes their impact on the CAN frame response time distributions. By implementing the clock drifts in a CAN simulation tool, we show experimentally that the response time distributions converge, for drift values chosen randomly within the same range on all ECUs, whatever the initial phasings between the sending nodes. Furthermore, we show that, as a result of the clock drifts, the situations leading to the worst case response times are transient.