Tech Explained: LRAD & Sound Cannons

Over the last few months, some of you might have heard about the massive Anti corruption protests happening in Serbia. This week, you may have seen some videos online (shared) of protestors being magically moved away from roads via an invisible force. I was fascinated by what was happening but wanted to potentially explain what it was and how it works.

LRAD in use against protestors

The system used there was most likely an LRAD (Long Range Acoustic Device) but this is just an educated guess on my part, not confirmed yet. It’s a non‑lethal tool originally designed for maritime communication to communicate verbal messages over long distance, but that’s now adapted for crowd control. At its core, the LRAD is essentially a high‑powered, directional loudspeaker. Instead of dispersing sound in all directions like your typical speaker, its array of piezoelectric transducers and acoustic horn concentrates sound into a narrow beam. This can emit sound levels that exceed 140-150 dB at close range. That’s like standing right next to a rocket taking off. You are ear drums can go toast. This noise can cause immediate discomfort, disorientation, and force people to step back involuntarily.

LRAD

In some LRAD systems, they use a chirp feature. Meaning, input to the speaker is a varying frequency. When multiple speakers emit sound at a single, fixed frequency, their sound waves overlap and create dead zones due to destructive interference. Chirp prevents the formation of persistent dead zones, ensuring the sound pressure remains uniformly strong and effective across the target area.

In the videos though, I don’t hear some massive sounds, so they might also be using a variation device called sound vortex cannon. Think of this like a shockwave from a jet engine as a single pulse. It can be higher frequency. This can exert physical pressure, literally pushing people backward. Check demo videos online.

It’s wild seeing military tech adapted for civilian use. LRAD has a sister tech called Long Range Area Denial, using microwaves. That’s some next level scary weapon. If there is interest, I will write about it in future.

Video Source: Internet

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Back to Basics: LIN

Today, let’s talk about Local Interconnect Network(LIN). I believe it’s an essential but yet often overlooked communication protocol in automotive tech because of its big brother CAN.

LIN came in the late 1990s when automotive manufacturers needed a simpler, cost-effective solution to complement CAN. While CAN was great for critical tasks like engine control or braking. But for simpler tasks, CAN was too complicated and expensive. This is exactly where LIN shines. It operates on a single data wire (Data & GND) serial communication, making it simpler and cheaper to implement. LIN transmits at speeds up to only 20kbps which is more than enough for non-critical tasks like controlling windows, mirrors, seat adjustments, and wipers. Why use & waste the CAN bandwidth for these routine tasks?

Its architecture consists primarily of one master node and multiple slave nodes(upto 16). The master node initiates communication by sending a header; slave nodes respond based on predefined data frames. LIN has a self-synchronization feature, meaning slave nodes synchronize automatically with the master’s clock every time a message is sent in the header frame. Hence, there is no need for additional timing signals. Since communication protocol is not complex, it’s usually handled in the microcontroller and doesn’t need a dedicated controller like CAN.

The uC’s output is level shifted by specific LIN transceivers for transmission/reception in the bus. The physical layer bus voltage can be between 9V-30V, depending on the IC. They require pull-ups like I2C, but it might already be built into the IC. Although speed of communication is low, you would need to keep the bus capacitance under 10nF for good signalling. Max distance supported is around 40m. EMI/EMC problems with LIN are relatively lesser because of lower rise times/speed compared with CAN.

LIN is everywhere in modern cars. Think of them as local masters handling all the less critical work and then sends the data to the CAN when needed via the microcontroller. They do their work without any major fuss and coexist with CAN in your cars.

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