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T3 IntraVehicleNetworking CAN PHY

The document discusses the requirements for networking three ECUs in a Mercedes-Benz application and how CAN protocol meets these requirements. It then lists several other applications that have similar requirements that CAN protocol is suitable for. The document provides details about the CAN protocol including its layers, medium access control, error handling, and synchronization methods.

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Joan Rubio
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23 views20 pages

T3 IntraVehicleNetworking CAN PHY

The document discusses the requirements for networking three ECUs in a Mercedes-Benz application and how CAN protocol meets these requirements. It then lists several other applications that have similar requirements that CAN protocol is suitable for. The document provides details about the CAN protocol including its layers, medium access control, error handling, and synchronization methods.

Uploaded by

Joan Rubio
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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Ilker Demirkol

[email protected]
 Driven by Mercedes-Benz for networking of 3 ECUs with reqs:
 Error-resistance to cope with strong EMI
 Prioritized communication (e.g. for safety critical applications)
 Fast data rate (Class C network: 125 kbit/s – 1 Mbit/s)
 Cost-effectiveness for wires and nodes

 Same requirements defined by other apps


 Hence…
 Automotive, aviation, space, maritime industry
 Cars, trucks, buses, airplanes
 Rockets, space shuttles , ships
 Medical equipment
 X-Ray, Electro-Cardiograms (ECG) , operating room
 Industrial and home automation
 Production machines, lifts and escalators
 Heating, light control
 Household appliances
 Washers, Dryers, Coffee machines
 Consumer electronics
 Model railway
1985 Start of development of CAN at Bosch GmbH
1986 V1.0 specification of CAN
Bosch solution presented as CAN at the SAE congress in Detroit*
1991 Specifications of the extended CAN2.0 protocol by Bosch
• Part 2.0A – 11-bit identifier
• Part 2.0B – 29-bit identifier (extended frame format)
1991 First car equipped with CAN: Mercedes W140 S-class
1992 CAN in Automation (CiA) is established as the international users
and manufacturers group
1994 First standardization at ISO is completed (ISO 11898)
* “Automotive serial controller area network”, in Society of Automotive Engineers (SAE) International Congress No. 860391, Detroit, MI, 1986.
1998 Development phase of time-triggered CAN (TTCAN) networks

1999 Explosion of CAN-linked equipment in all motor vehicle and industrial apps

2003 ISO 11898 becomes a standard series (ISO 11898-1, 11898-2, ...)
2004 TTCAN becomes ISO 11897-4

2012 Bosch released the CAN FD 1.0 (flexible data rate: data rates up to 5 Mbit/s)

2015 The CAN FD protocol is standardized in ISO 11898-1


6
7
8
3 Classes of ECUs (up to 40 ECUs):

PSM Passenger seat module

CAN Bus for Powertrain and Chassis (500 Kbps) Media oriented system transport (MOST) network
CAN Bus for Body Electronics (125 Kbps) Local interconnect networks (LINs)
(Ref: “Automotive communications-past, current and future”, 2005) 9
 Open System Interconnection (OSI) model vs. CAN:
No. of
ISO/OSI ref model CAN protocol specification
layer

7 Application Application specific

6 Presentation

5 Session
Optional:
4 Transport Higher Layer Protocols (HLP)

3 Network

2 Data Link
CAN protocol
1 Physical (with free choice of medium)
 Obj: Data bit translation into hardware-specific operations

 Defines electrical, mechanical, and procedural interface to the transmission


medium (wire, air, optical fiber, etc.)

 Main functions:
 (De-)modulation of the bits to communication signal
 Channel coding: Insertion of redundant information for error detection/correction
 Synchronisation: Determination of a common time basis
 Responsible for Point-to-Point/Point-to-Multipoint transfer

 Main functions:
 Framing (i.e. sequence of bits)
 Addressing
 Error detection & recovery
 Flow control
 Medium access
Medium Access
Control

Deterministic Stochastic

Centralized Decentralized Non


Collision-free
control control Collision-free
Master/Slave TDMA CSMA/CR CSMA/CD
e.g. LIN-Bus e.g. FlexRay e.g. CAN-Bus e.g. Ethernet
HLP Higher Layer Protocols uC/IC/ECU

Logical Link Control


Specification
of the Bosch DL
Medium Access Control CAN Controller
CAN protocol
(ISO 11898-1) Physical Signalling
PHY Physical Medium Attachment
CAN Transceiver
ISO 11898-2/3 Medium-Dependent Interface
Transmission Medium CAN Bus
 Several stds available to suit different applications:
 CAN High Speed up to 1 Mbps (ISO 11898-2)
▪ Most common CAN-based sol’n used
 Low Speed or Fault Tolerant CAN at up to 125 Kbps (ISO 11898-3)
 Truck and bus protocol up to 250 Kbbps (ISO 11992)
 Single wire CAN up to 50 Kbps (SAE J2411)

15
 Bus topology
 ISO 11898-2/3 uses twisted pair
 Two wires w/ voltages CAN_H, CAN_L
 Max. 30 connected nodes

Source: ISO 11898


 Bit-1 (Recessive) vs. Bit-0 (Dominant)
 Differential signaling
 GQ1: How would the demodulation (signal to bit
conversion) work?
 GQ2: What would be the effect of interference?

17
 What happens if simultaneously:
 2 Bit-1’s are sent?
 2 Bit-0’s are sent?
 1 Bit-1 and 1 Bit-0 is sent?
1 1 1
0 0

1 1 1 0 1

1 0 1 0 1

18
 Clock drift and hence time sync. is a challenge for low-cost solutions
 CAN:
 No global time source/clock signal
 No difference bw. bit-1 and not sending anything (bus idle), both correspond to recessive
 Bit time known due to uniform clock rate for every node (e.g. 1μs for 1Mbps)
 But, where are the bit edges?

recessive
dominant Bus idle Bus idle

CAN message
 Synchronization by edge detection in CAN signal
 2 types of synchronization:
▪ Hard synchronization with first recessive-to-dominant edge (Start Of Frame (SOF)
bit) after bus idle
▪ Continuous re-synchronization at every recessive-to-dominant edge transition
Synchronization Re-synchronization

1 bit
recessive
SOF

dominant Bus idle Data Pa ck et Bus idle

CAN message

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