Automotive Networking

(EC2341-1)

Dr. Bommegowda K. B.
Assistant Professor
Department of Electronics and Communication Engineering

Course Learning Objectives (CLOs)

After studying this Course, the student should be able:

• To understand the requirements and functioning of

networking in Electric Vehicles.

• To understand the functioning of different bus systems.

• To understand variants of Ethernet used in automobiles.

UNIT – I

Introduction:
AUTOSAR Basics, Software Components & Application
Layer. The various networking options, the connected
vehicle: Communication, LIN, SENT.

09 Hours
 UNIT – II

CAN and FlexRay:

CAN: CAN High Speed and CAN Low-Speed Proto cols,
CAN FD, CAN XL, CAN SIC; FlexRay: “Event-triggered” and
“time triggered” aspects, Protocol management, Medium
Access; MOST: The concept of MOST, Physical layer and
medium, Topology, LVDS, and its applications.

15 Hours

UNIT - III
Variants of Ethernet PHY used in Automobiles:
The variants of Ethernet PHY used in automobiles: 100 M
bit/s Ethernet in automobiles, Automotive Ethernet at 1
Gbit/s, multi-Giga Ethernet in automobiles, Automotive
Ethernet at 10 Mbit/s, Power over Ethernet - PoE IEEE
802.3bu, Deterministic, real-time, and automotive Ethernet.

16 Hours

Course Outcomes (COs)

Explain the significance of AUTOSAR; Discuss LIN &

CO1
SENT Bus networks.
Explain the architecture & application of the CAN bus
CO2
system.
Explain the architecture & application of high-speed
CO3
bus systems used in automotive networking.
CO4 Describe the variants of Ethernet used in automobiles.
Explain the concept of PoE and Deterministic
CO5
automotive ethernet.

6
Text Book:
• Dominique Paret and Hassina Rebaine, “Autonomous and Connected
Vehicles Network Architectures from Legacy Networks to
Automotive Ethernet", Wiley, 2022.

Reference Books:
• Bosch, “ Automotive Handbook", 11th Edition, Wiley, 2022.
• Gilbert Held, “Inter- and intra-vehicle communications", Auerbach
Publications, 2008.

Assessment Weightage in Marks

Mid Semester Exam 1 (MSE 1) 20

Mid Semester Exam 2 (MSE 2) 20
Mini Project 10
Total 50

Teaching No. of Full Questions

Course
Unit Name Hours in*
Outcome
MSE1 MSE2 SEE
Introduction
I 9 2 - 2 CO1

CAN and FlexRay

II 15 2 2 3 CO2, CO3
Variants of Ethernet PHY
III 16 - 2 3 CO4, CO5
used in Automobiles

9
 Background

• Automotive networking refers to the interconnected

system within vehicles that facilitates communication
between various electronic components, such as
• Sensors
• Actuators
• Control units

• This technology has evolved significantly to meet the

growing demand for safer, more efficient, and connected
driving experiences.

10

1. Historical Context:
Initially, vehicles relied on isolated systems with minimal electronic
communication. With the rise of ECUs, a need for reliable
communication emerged, leading to the development of protocols like
CAN in the 1980s.

2. Key Components:
Electronic Control Units (ECUs):
Mini-computers that manage specific functions, such as braking or
engine control.

Sensors and Actuators:

Devices that gather data (e.g., speed, temperature) and execute actions
based on control unit commands.

Communication Protocols:
Standards enabling seamless data exchange across components.

11

3. Importance in Modern Vehicles:

• Automotive networks ensure the integration of advanced technologies
such as ADAS, infotainment, and V2X communication.
• They enhance operational efficiency, safety, and the overall user
experience.

4. Advancements:
• Introduction of high-speed protocols like FlexRay for safety-critical
systems.
• Adoption of Ethernet and wireless technologies to support bandwidth-
intensive applications like autonomous driving and multimedia
streaming.

5. Future Trends:
• Increasing focus on cybersecurity to protect against threats.
• 5G and IoT integration for real-time data sharing and smart vehicle
ecosystems.
• Development of software-defined vehicles that can adapt and update
functionalities over time.
12
 13

14

AUTOSAR
[AUTomotive Open Systems Architecture]
• It is a worldwide development partnership of automotive interested
parties founded in 2003.

• It pursues the objective of creating & establishing an open &

standardized software architecture for automotive ECUs.

• Provides a set of specifications that describes basic software modules,

defines application interfaces & builds a common development
methodology based on standardized exchange format.

15
 AUTOSAR ensures standardized interfaces for SWCs in
the application layer & application SWC help in
generating simple applications to support the vehicle
functions.
Communication b/w SWC is enabled via specific ports
using a VFB.

▪ Benefits of AUTOSAR
1. More efficient development for all manufacturers.
2. Increased speed of development.
3. Reduced development time for interfaces b/w
vehicle sub-systems.
4. Improved safety through standardization.

16

Scalability

G Transferability of
software

O Safety requirements

A Sustainable utilization of
natural resources
L
Maintainability throughout the
S whole Product Life Cycle

Collaboration between various

partners
17

• AUTOSAR concept is based on modular components with

defined interfaces.

• Working on the development & introduction of an open &

standardised software architecture for the automotive
industry.

• A fundamental concept of AUTOSAR is the separation b/w:

Application &
Infrastructure

• An application in AUTOSAR consists of SWC

interconnected by connectors.

18
 Fig. 1. Simplified component view / Block diagram of AUTOSAR/ ECU Software architecture
19

AUTOSAR Layer Model

Fig. 2. AUTOSAR layered architecture

20

Communication of Software Components

• An application in AUTOSAR consists of

interconnected AUTOSAR software components.

• Communication between SWC’s takes place over

two kinds of ports.
➢ Client/Server Ports
➢ Sender/ Receiver Ports
➢ Virtual Functional Bus

21
• Client/Server Ports
Where server is a provider of a service & the client is a user
of a service.

• Sender/ Receiver Ports

Where a sender distributes information to one or several
receivers in synch. as well as asynch. environment.

• Virtual Functional Bus

It is the abstraction of the AUTOSAR SWC interconnections
of the entire vehicle.

22

Fig. 3. AUTOSAR system design

23

AUTOSAR Methodology
• AUTOSAR requires a common technical approach for
some steps of system development.

• Describes all major steps of the development of a

system, from the system-level configuration to the
generation of an ECU executable.

• It does not prescribe a precise order in which activities

should be carried out.

• It is a work-product flow & it defines the dependencies

of activities on work-products.

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Design steps go from the system-level configuration to the generation of an ECU executable.

Fig. 4. The four main steps of the methodology

25

AUTOSAR Interfaces
• These are used in defining the ports of SWC and/or BSW
modules.

• Through these ports, SWC or BSW modules can

communicate with each other.

• AUTOSAR implements this communication b/w SWC and

BSW modules either locally or via a n/w.

1. AUTOSAR Interface
2. Standardised AUTOSAR Interface
3. Standardised Interface

26

Basic Software (BSW) Structure

The layered architecture has been further refined in the
area of Basic Software.

27
Around 80 Basic Software modules have been defined (11
main blocks + Complex Drivers).

Fig. 5. Basic software structure

28

Intra & Inter ECU Communication

• During design time of an AUTOSAR application, the VFB is used to

manage the communication b/w the SWC’s.

• VFB is an abstract component i.e., represented by the RTE at the

runtime, & generated uniquely for each ECU in the AUTOSAR s/m.

• The VFB communicates via dedicated ports, which means that the
communication interfaces of the application software must be mapped
to these ports.

• The VFB handles communication both within the individual ECU and
between ECUs.

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Fig. 6. Types of communication between the SWCs

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 Networks and Architecture
a. The various networking options
Today and in coming years, functional architectures
are divided into different in-vehicle networks (IVNs).

31

The main tasks entrusted to these subsystems are:

1. Power train management:
combustion engine, hybrid, electric, transmission, and its environment (CAN, CAN FD,
CAN XL, SENT)
2. Chassis management :
suspension, road handling, relations with tires and tire pressure levels (CANx and FlexRay)
3. Vehicle body management: (LIN and CAN)
4. Comfort management:
heating, air conditioning (CAN, CAN FD, and CAN XL)
5. Infotainment management:
audio, video, (D2B, CANx, and later MOST, LVDS, Ethernet)
6. Communications management:
(V2V, V2I, I2V, V2X, 5G)
7. Safety management:
braking, lighting (CAN, CAN FD, CAN XL, and Ethernet)
8. ADAS management:
(CAN, CAN FD, CAN XL)
32

CAN - Controlled Area Network

CAN FD - CAN with Flexible Data Rate
CAN XL - CAN with Extended data field Length
CAN HS - CAN High Speed
SENT - Single Edge Nibble Transmission (1 Nibble = 4 bits)
LIN - Local Interconnect Network
D2B - Domestic Digital Bus
MOST - Media Oriented Systems Transport
LVDS - Low-Voltage Differential Signaling
V2V - Vehicle-to-Vehicle
V2I - Vehicle-to-Infrastructure
I2V - Infrastructure-to-Vehicle
V2X - Vehicle-to-Everything
V2P - Vehicle-to-Pedestrian
V2C - Vehicle-to-Cloud
V2D - Vehicle-to-Device
33
 All these specific networks, which have their own features

• Bitrates
• lengths
• media types
• topologies
• data collision management
• overlap
• complement one another
• interlink
• constantly exchange data

• an autonomous vehicle system includes vast lengths of wires and

cables of differing types and vast quantities of copper, which
represents an enormous amount of energy consumption, and
therefore pollution.

• Science of vehicle architecture will continue to evolve from day to day,

on the basis of automakers’ sensibilities, technological progress, and
developments in connections.
34

Fig. 7. An example of communication network architecture

35

1. Power Train Management

• It refers to the process of controlling the engine, transmission, and
other systems in a vehicle.

Fig. 8. Components in EV Power train

36
• Managed by CAN HS / CAN FD / CAN XL networks.

• The data rates of these networks (between 1 and several

Mbit/s) are generally sufficient for these applications.

• Huge numbers of sensors employed are in the environment

of the
engine
sensing temperature
pressure
absolute magnetic position
linear or angular sensors
rotary sensors

• a new development on LIN and its direct competitor.

• Ethernet serves as the global supervisor and vehicle
management system.
37

2. Chassis Management

• Chassis – load bearing part of a car's frame.

• It is the horizontal section of the vehicle that connects other
components of the structure together.
• The chassis is a set of mechanical components that make it possible
to transfer power from the drive unit to the wheels.

• Dynamic management of the chassis of the suspension, road

handling, relations between the tire types, their pressure levels and
the suspension system.

• CAN High Speed or FD or XL and FlexRay

38

39
 40

Functions of an Automotive Chassis

• Weight Distribution
• Absorb and Distribute Crash Energy
• Support Different Car Components
• Balance Car Structure

41

3. Vehicle Body Management

• In a vehicle, the surface area/volume covered by the term “body”
often varies.
• It tends to be made up of different zones:

Passenger
Cockpit
compartment

Comfort Infotainment
zone zone

42
3 a. Cockpit
• The cockpit normally accommodates the driver, and contains all the
controllers for driving the vehicle.

(steering wheel, indicator controls, accelerator pedal, brakes, etc.).

• It also contains all the on-board instruments that provide the driver with
necessary information.

(speedometer, tachometer, control screens, etc.).

43

3 b. Passenger Compartment
• The classic controls that are necessary for the usual “working parts” of a
vehicle (doors, windows, trunk, roof, etc.) and to start and stop the vehicle
(immobilizers, using LF, UHF, HF (NFC), UWB, or other solutions via a mobile
phone).

• In addition, the passenger zone will be enriched with a host of options,

including controls for articulated seats.

• In the passenger zone where the data rates of the controls are medium and
latency is not a highly critical issue.

• The main protocols used - CAN, CAN FD, CAN XL, LIN, and SENT, except for
the purposes of infotainment, which will come through Ethernet.

44

3 c. Comfort Zone
• The controls for the comfort of the cabin (heating, air conditioning,
ventilation, etc.) do not require high data rates, and generally use CAN Low
Speed at 125 kbps or standard CAN FD, and XL at around 500 kbps in some
cases.

45
 3 d. Infotainment zone
• An infotainment system in a vehicle provides a combination of entertainment
and information for the occupants. It can include features like:
• Entertainment: Radio, music, videos, and streaming
• Communication: Voice calls, text messages, emails, & social networking
• Navigation: Driving information and navigation tools
• Mobile device mirroring: Mirroring a mobile device's screen on the
vehicle's screen

46

4. Communications Management
V2V - Vehicle-to-Vehicle V2I - Vehicle-to-Infrastructure
I2V - Infrastructure-to-Vehicle V2X - Vehicle-to-Everything
V2P - Vehicle-to-Pedestrian V2C - Vehicle-to-Cloud
V2D - Vehicle-to-Device

5. Safety Management & ADAS Management

• Conventionally, by the driver’s direct action.
• Management of the very specific operation of the seatbelt pretensioners and
airbag deployment during a collision. Nowadays, these tasks are often
handled by a specific protocol: PSI5 (peripheral sensor interface).
• Assistance systems varying in complexity, which offer support to the driver
and to the vehicle’s ADASs.

47

The Connected Vehicle

1. Communication 2. Big Data

1.1 Types of Communications

a. in-in
b. in-out
c. in-out-in

1.2 Communication Standards

1.3 V2X

1.4 DSRC/ITS-G5

1.5 3GPP C-V2X & 5G NR C-V2X

48
2. Big Data

• Big data represents a major automakers, OEMs, startups, engineering

firms, IT firms, research labs, and also schools and universities.

• It has become a tool that is capable of modifying the services and

offers of automotive products from one day to the next, combining AI
and computing techniques with data analysis, to handle vast
quantities of heterogeneous data.

• Big-data techniques require new skill sets and organizations to

develop vehicles and associated services in a different way.

49

Big-data applications in the automobile sector

• Updating maps and road states.

• Dynamically creating and constructing databases for digital
simulations for the testing phases.
• Support for the associated simulation techniques.
• Statistical analysis of acquired driving experience and projection of
prospective.
• Statistical studies of quality and reliability.
• Summarizing big data produced by measurements.
• Statistical studies of feedback, by text mining as applied to repair
workshops.

50

1. Communication

1.1 Types of communications in an automobile

Communications that only take place within the

IN-IN vehicle & are not intended for transmission to
the outside world.

Communications that are designed to be sent

IN-OUT
into the outside world.

Bidirectional exchanges of data between the

IN-OUT-IN
vehicle & the outside world.
51
These communications can also be classified into other
well-known categories:

Vehicle-to- V2V communications are used in safety systems

vehicle with non-line-of-sight (NLOS) transmission.
(V2V)

Apply to a variety of highly interactive

Vehicle-to-
security/safety systems including interactions
infrastruct
with road signs to gain information about the
ure (V2I)
road.

Vehicle-to- Vehicles transmit and receive information

everything about their surroundings, for effective
(V2X) operation.
Vehicle-to-pedestrian (V2P) Vehicle-to-device (V2D)
Vehicle-to-grid (V2G) Vehicle-to-cloud (V2C) 52

These communications can also be classified on the basis

of their connectivity, the technologies used or the market
they serve:

● In terms of connectivity type:

° Dedicated short-range communication (DSRC)
° Cellular connectivity
● In terms of technology type:
° Automated driver assistance
° Intelligent traffic systems
° Emergency vehicle notification
° Passenger information system
° Fleet and asset management
° Parking management system
° Line of sight
° Non-line of sight
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Fig. 9. Example of V2X communications around a connected vehicle

54
 1.2 Communication Standards

• There are multiple bodies managing standards in this

domain. The most prominent are the
• ISO (International Organization for Standardization)
• IEEE (Institute of Electrical and Electronics Engineers)
• ETSI (European Telecommunications Standards Institute)
• The ETSI is the main standardization organization in this
field, regulating all 5G technology, ITS (Intelligent
Transport Systems), and Communications Architecture in
the 5.9 GHz frequency band.
55

1.3 V2X (Vehicle-to-Everything)

• As there are increasing numbers of sensors in vehicles, generic V2X

communication offers considerable progress and an improvement in
road safety.
• It allows vehicles to communicate with other vehicles, &
infrastructures. With this technology, vehicles can communicate with
one another.

• 03 main themes are of interest in the automotive market:

• Autonomous and semi-autonomous vehicles need an effective
communication system so they can work properly.
• The increasing problem of road congestion may lead to accidents.
• Automakers need to turn their attention to new functions.
56

Fig. 10. Example of V2X and P2X communication

Fig. 11. Example of V2V communications 57

1.4 DSRC/ITS-G5
• (Dedicated short-range communication / Intelligent Transport
Systems - European standard for vehicular communications)

• DSRC/ITS-G5 is a technology developed between 2005 and 2015,

based on IEEE 802.11p.

• In the absence of any cellular network, DSRC/ITS-G5 allows for

operation on a dedicated channel that offers automatic secure
transmission of critical safety messages between objects, and other
data, in real time.

58

1.5 3GPP C-V2X

(Third-generation partnership program cellular-based V2X)

• It is the first step in the evolution and adoption of 5G in V2V

communications between vehicles of different makers and different
types.

• In principle, this technology requires the presence and assistance of a

communication network.

• It is an important step in strengthening road safety, keeping traffic

flowing smoothly, and deploying autonomous and connected
vehicles in self-driving mode.

59

To encourage C-V2X communications, two parallel

modes of operation are intended

without using a cellular network to allow this type of C-V2X works with
vehicles to communicate with other connections to mobile infrastructures
vehicles such as LTE (4G) and 5G

PC5 interface - direct communication interface LTE - Long Term Evolution

Uu interface - uses the cellular network infrastructure
60
 The Main Functions of 3GPP C-V2X
The main functions of V2X technology are to

• Help maintain public safety

• Help prevent accidents by sharing acquired information
with other drivers via sensors installed on the roads and
in the vehicles
• Make the roads safer
• Improve the driving experience
• Improve fuel efficiency
• Prevent vehicle theft, if the vehicle has good V2X
technology
61

1.5 5G NR C-V2X
(5G New Radio Cellular-based V2X)

• This technology is designed to be used in an intelligent

transport system (ITS), with V2X communications among the
vehicles and their surroundings, through commercial LTE and
5G networks.

• 5G NR offers technical advantages over current networks:

➢ high throughput
➢ long-range
➢ data transport
➢ connecting a larger number of objects and devices
➢ Latency is much lower
➢ provides greater reliability and scalability
62

Applications of 5G NR C-V2X
• Connected autonomous driving.

• Ubiquitous service access for drivers & passengers.

• Integration of vehicles into smart cities & intelligent transport systems.

• Creation of high-resolution video streaming b/w two vehicles for real-

time information-sharing & alerts.

• Improved “non-line-of-sight” safety (over a distance of around 1.5 km).

• Better knowledge of the surrounding situation, by also directly

communicating with the vehicles around.

• Fuel savings & reduced travel time.

63
 Bus Systems used in Vehicle

1. CAN (Controller Area Network)

2. LIN (Local Interconnect Network)

3. MOST (Media Oriented Systems Transport)

4. SENT (Single Edge Nibble Transmission)

5. Flexray

64

LIN (Local Interconnect Network)

• It is a local subsystem for supporting the vehicle

network using superordinate CAN networks.

• It is derived from the fact that all ECUs are

located within a demarcated installation space
(e.g. in the door).

• It is suitable for low data rates of up to 20kbps &

is typically limited to a max. of 16 bus subscribers.

65

• The bus subscribers are usually arranged in a linear bus

topology & connected to each other by a single wireline.

Fig. 12. LIN bus with master and slave nodes

• Bus comprises a central ECU, as the master,& the four slaves.

• Master also functions as a gateway to the Chassis CAN, the Body CAN & the
Diagnostics CAN.

66
 67

1. Characteristics
Master/slave access control
Deterministic signal transmission
Communication in the form of very short messages
Character-based transmission (UART)
Bit rate max. 20 kbps
Data transfer over an unshielded single wireline
Max. bus length 40 m
Max. no. of nodes 16, typically fewer than 12

68

2. Applications:
Door module with door lock, power-window drive &
door-mirror adjustment

Control of the power-sunroof drive unit

Control of the wiper motor for the windshield wiper
Sensor for rain & light detection
AC system
Headlight electronics
Control of motors for seat adjustment

69
3. Message format

70

LIN message frame is divided into two major parts, namely

• “Message Header" is always transmitted only by the

master node & consists of break, sync (synchronization),
and identifier fields.

•“Message Response" can be transmitted by both the

master and slave nodes & consists of data & checksum
fields.

71

Break: Marks the start of frame. It is used to enable all the slaves to listen to the upcoming
parts of the header.

Sync: It allows the slave devices to adjust their internal baud rates to synchronize with the
bus.

Identifier: provides identification for each message & specifies which nodes in the n/w
needs to receive or respond to each transmission.

Response Space: time gap b/w the ID field & the first data byte message response part of
the LIN frame.

Data: Marks the beginning of the message response.

Checksum: LIN bus defines the use of one of two checksum algorithms to calculate the
value in the 8-bit checksum field.
72
 SENT (Single Edge Nibble Transmission)

• It is a point-to-point scheme for transmitting signal values from a

sensor to a vehicle controller.

• It is intended to allow for transmission of high-resolution data with a

low system cost.

• It is a serial bus protocol for single-direction, point-to-point

communications, used to transmit signal data from smart sensors to
an ECU.

• It helps replace analog signaling b/w sensors & microcontrollers.

• It is simpler and less expensive.

• It represents an alternative to CAN Low Speed and LIN.

73

Fig. 13. Relative positions of the different communication protocols

used in the automobile industry

74

1. Hardware
• The SENT protocol is a one-way, asynchronous voltage interface
which requires three wires:

o a signal line (low state < 0.5V, high state > 4.1V)

o a supply voltage line (5V)

o ground line

• SENT uses pulse-width modulation to encode four bits (one

nibble) per symbol.
75
2. SENT Message
• The basic unit of time in SENT is called a tick, where a
tick can be between 3-90μs.

• Each message is preceded by a calibration pulse with a

period of 56 ticks for framing & calibration of tick length.

• After the calibration pulse, each nibble is transmitted with

a fixed-width low signal, followed by a variable-length
high period.

• The low pulse width is 5 (or more) ticks in length, while

the high pulse width can vary, for a total period b/w
falling edges of b/w 12-27 ticks.

76

Fig. 14. Composition of a SENT message

• SENT carries data over four bits (nibbles/quartets)

77

78
• A calibration/synchronization pulse (56 clock ticks)
• A pulse corresponding to a nibble (4 bits) containing status information and
communication (between 12 and 27 clock ticks)
• A sequence of between 1 and 6 data nibbles (each between 12 and 27 clock
ticks), representing the values of the signals that need to be communicated.
• A nibble for the error detection code (between 12 and 27 clock ticks)
• An optional pause pulse – if used, this compensates for the variable duration
of the messages.
79

3. Physical Layer in SENT/SPC (Short PWM Code)

Fig. 15. Physical layer in SENT/SPC

80

• Receiver side (ECU) provides the stabilized 5V to the sensor.

• Receiver i/p is formed by the parasitic capacitance of the i/p pin & its ESD
protection, & the 560Ω/2.2nF EMC LPF to suppress RF noise coupled to the
communication line.

• Open-drain o/p pin on the MCU pulls down the communication line to generate
the Master Trigger pulse.

• Tx provides a bidirectional open-drain I/O pin with an EMC filter to suppress the RF
noise coupled to the communication line.

• Communication line is pulled down by its o/p driver to generate the SENT pulse
sequence
81
 Automotive Networking
(EC2341-1)

UNIT – II
CAN and FlexRay

Dr. Bommegowda K. B.
Assistant Professor
Department of Electronics and Communication Engineering

NMAM Institute of Technology, Nitte

UNIT – II
CAN and FlexRay:

CAN: CAN High Speed and CAN Low-Speed Protocols, CAN

FD, CAN XL, CAN SIC; FlexRay: “Event-triggered” and “time
triggered” aspects, Protocol management, Medium Access;
MOST: The concept of MOST, Physical layer and medium,
Topology, LVDS, and its applications..
15 Hours

CAN (Controller Area Network)

• First bus system to be introduced to a motor vehicle in

mass production.

1. Applications:
• Classification based on the field of application
concerned.

1. High-speed CAN (CAN-C)

2. Low-speed CAN (CAN-B)

3
Characteristics
Data transfer rates: up to 1 Mbps
Data capacity: up to 8 bytes/message
Non-destructive bus-access method
Low power consumption
Flexibility of configuration
Very high reliability of data transfer
Fault detection and signaling
Handling of intermittent and permanent faults
Short-circuit resistance
4

Networking of electronic control units by CAN

5

High-speed CAN (CAN-C)

• CAN-C is defined in ISO Standard 11898-2
& operates at a bit rates of 125 kbps to 1 Mbps.

• Data transfer is to meet the real-time requirements of

the drivetrain.

• Used for networking the following systems:

Engine-management system
Electronic transmission control
Vehicle stabilization systems (e.g. ESP)
Instrument cluster
6
 Low-speed CAN (CAN-B)
• It is defined in ISO standard 11898-3 & operates at a bit
rate of 5 to 125 kbps.

• This speed is sufficient to meet the real-time

requirements

▪ Control of the air-conditioning system

▪ Seat adjustment
▪ Power-window unit
▪ Sliding-sunroof control
▪ Mirror adjuster
▪ Lighting system
▪ Control of the navigation system 7

2. Topology used
• Bus topology
• All network nodes are connected to a
bus & each node is able to receive all
information sent on the bus.
• Failure of one station would not
affect the functionality of the data
TX 'ion s/m.

• Star topology
• Achieves a high level of flexibility in
adapting to the networking task.
• Coupler is used to build a star
topology & simply forwards the
messages to the individual segments.
8

3. Data transmission system

Network nodes in the CAN

9
 • The brain of the ECU
• It interprets incoming CAN
messages & decides what
messages to transmit

• It is typically integrated with the

MCU
• Ensures all communication
adheres to the CAN protocol
(message encoding, error detection,
arbitration etc.)

• It connects the CAN controller to

the physical CAN wires
• Converting controller data into
differential signals for the CAN
bus & vice versa
• Provides electrical protection 10

Voltage Levels in the CAN System

Voltage level of the low-speed CAN Voltage level of the high-speed CAN
(CAN-B) (CAN-C)

11

4. CAN Protocol

CAN Protocol layers

12
 . It represents the information in
the form of data structures used by
the application.

. Used to manage the messages.

• Used to decide which message
should be sent at which time.
• Message filtering.

. Processes the messages

prepared by the object layer.
• responsible for fault detection
and signaling.

. It consists of the physical

components of the network.

13

5. Message format
Message transfer is based on 4 different frame formats

• Tx’ed msg. contains data provided

Data frame by the Tx’ing station

• Station can request data they need

Remote frame from the data source

• If station detects error, it

Error frame communicates this to other stations

• Creates delay b/w a preceding &

Overload frame subsequent data frame

14

CAN message format

15
 Basic-CAN module Full CAN module
16

• The host processor decides what the received

messages mean and what messages it wants to
transmit.
• Sensors, actuators, and control devices can be
connected to the host processor.

•CAN controller- often an integral part of the MC

• Receiving:
CAN controller stores the received serial bits from
the bus until an entire message is available

• Sending:
Host processor sends the transmit message to a
CAN controller, which transmits the bits serially
onto the bus

• Receiving:
it converts the data stream from CAN bus levels to
levels that the CAN controller uses.
It has protective circuitry to protect the CAN
controller.

• Transmitting:
it converts the data stream from the CAN controller
Basic-CAN module to CAN bus levels.
17

CAN FD (CAN with Flexible Data-rate)

• To bridge the gap in performances with other protocols,

the company (Robert Bosch) that developed CAN,
published a version 1.0 of the specification “CAN with
flexible data-rate, or CAN FD” in 2011.

• The specification was presented publicly in April 2012, at

the 13th international CAN Conference (iCC), focusing on
CAN in Automation (CiA).

18
 Properties of CAN FD

• The communication protocol CAN 2.0, described by ISO 11898-1.

• Maintaining the physical layer of CAN, and remaining closely compatible

and interoperable with ISO 11898-2.

• The requirement to increase the network’s data rate.

• The need to support two different bitrates in the same message.

• Preservation of the arbitration phases at the same bitrate as CAN 2.0.

• Only the protocol controllers may need to be reinforced with CAN FD.

• Aim of preventing or reducing the need for major software modifications.

19

CAN FD Message Frame Format

CAN FD frame is made up of three phases:

• two arbitration phases (one at the start & one at the end of the frame)
• third data phase in the center of the frame, which may be at a higher
data rate.

General layout of a CAN FD frame

20

The seven fields in a CAN FD frame

21
 CAN XL (CAN Extended data-field Length)
• CAN XL is intended for backbone and sub-backbone network applications.

• It is designed for easy integration into TCP/IP network systems.

• The 3rd generation of the CAN protocol builds upon the well-known
arbitration principle used in CAN CC and CAN FD.

• It introduces additional features - extended payload length of up to 2048

bytes and configurable data throughput rates of up to 20 Mbit/s.

• CAN XL retains the robustness and reliability of CAN CC and CAN FD.
22

Key features of CAN XL

1. Variable payload up to 2048 byte

2. Scalable data bit rate up to 20 Mbit/s
3. Achieving complex topologies by adapting bit rate
4. Improved error detection capability
5. Easy integration into Ethernet environments
6. Supporting service-oriented communication
7. Separated priority and addressing functionality
8. Enabling integration of CAN FD nodes into CAN XL networks
9. Supporting virtual CAN networks
10. Indicating multiple higher-layer protocols
11. Completion ecosystem, specified by CiA (CAN in Automation)
12. Supported by AUTOSAR

23

Applications of CAN XL

• In-vehicle networks
provides increased flexibility for network topologies and bit rates.
It allows to connect of CAN networks to an Ethernet backbone,
supporting the trend towards software-defined vehicles (SDV).

• Industrial automation
used to integrate embedded control networks, to simplify system
integration in robot applications and automated-guided vehicles (AGV).

• Commercial vehicle body applications

allows multiple virtual network applications to be mapped into a single
CAN XL backbone network.

24
CAN XL data link layer (DLL)

• CAN XL DLL supports data fields in the range from 1 byte to 2048 byte.

• The CAN XL DLL provides higher-layer management information, and

improved reliability using two CRC fields.

25

LLC and MAC sub-layers

LLC frame fields

FTYP frame type

BRS bit rate switch
ESI error state indicator
SDT service data unit type
SEC simple extended content
DLC data length code
VCID virtual CAN network ID
AF acceptance field
LLC data logical link control data
26

MAC data frame in XL frame format (XLFF)

• The data frame type XLFF of variable length performs and controls
data transmission and reception between CAN XL nodes.
• The XL data frame can transmit 1 byte to 2048 bytes in the data
field, while the data length can change in one-byte steps.
• CAN XL nodes can transmit and receive all frame formats specified
in ISO standards.
• On transmission, an LLC frame is converted into a MAC frame.
• On reception, a MAC frame is converted into an LLC frame.

27
CAN SIC (CAN Signal Improvement Capability)

• A CAN SIC transceiver allows the building of more complex

network topologies at higher communication bit rates.

• With current high-speed CAN transceivers, 2 Mbps can be

achieved with a linear network topology.
•
• 5 Mbps can be reached with point-to-point communication.

• With an SIC transceiver, 5 Mbps can be achieved with networks

that use stars and long stub lines.

28

The main targets for the “CAN SIC XL” transmitter used
with CAN XL are:

• In the arbitration phase, support CSMA and a minimum of 500 kbit/s

• In the data phase, support a minimum of 10 Mbit/s
• Reduce the timing asymmetry of the signal
• Hardware compatibility, with the same pinning as for CAN FD
transceivers

29

There are two SIC transceiver concepts:

• The Tx actively controls the dominant-to-

Transmitter (Tx)
recessive transition & afterwards
based concepts
• upto 500ns of the subsequent recessive phase.

• All nodes suppress the recessive signal after the

Receiver (Rx)
dominant-to-recessive transition, triggered by
based concepts
the internal Rx.

• The suppression time depends on the product

& is optimised for a particular bitrate.

30
CAN SIC XL transceiver

• For higher bitrates (10 Mbps and above) the CAN SIC
XL transceivers and CAN SIC specified in CiA 610-3 are
suitable.

• The CAN SIC XL transceivers have three modes :

➢ SIC mode
➢ Fast TX mode
➢ Fast RX mode

31

• The transceiver drives dominant and recessive

SIC Mode
bits, as happens in Classic CAN.

• The transceiver drives level-1 and level-0

Fast Tx Mode signals with differential voltage levels of –1V
and + 1V.

Fast Rx Mode • The transceiver does not drive the network.

32

CAN SIC transceiver: TJA146x family – NXP

Fig. Block diagram of CAN SIC and SIC XL Line driver (TJA146x from NXP)

33
 FlexRay
• It supports open & closed-loop control
technologies in the automotive sector.

• Aim is to provide a s/m with high transfer rates

that will work in a deterministic & fault-tolerant
manner.

• Main fields of application are drivetrain s/m &

active safety s/m.

34

1. Characteristics
- Deterministic transfers possible.

- Optional bus guardian monitors network access & protects

against faults.

- Collision-free transmission while an operation is in progress.

- Redundant transmission of information on two channels.

- High transmission speed of up to 10 Mbps; up to 20 Mbps with

parallel transmission on two channels.

- Event & time-controlled transmission of information is possible.

35

2. Topology
• Point-to-point
• Bus topology
• Star topology
➢ Passive star topology
➢ Active star topology
• Cascaded star topologies
• Hybrid topologies
• Two-channel topologies
36
3. Event-triggered & time triggered aspects

1. Event-Triggered Communication
• It is based on the occurrence of specific events, such as sensor readings or actuator
activations.

• Key Features:
o Dynamic Segment: FlexRay uses a dynamic segment in its communication cycle
for event-triggered communication.
o Flexible Bandwidth: This segment is used to send messages that are not time-
critical or have variable timing requirements.
o Dynamic Priority: The messages are transmitted based on a priority mechanism
using a mini-slotting technique (similar to CAN arbitration).

• Advantages:
o Efficient for asynchronous messages.
o Allows on-demand communication when an event occurs.

37

2. Time-Triggered Communication

• It relies on a pre-defined schedule to ensure deterministic behaviour.

• Key Features:
o Static Segment: FlexRay allocates a static segment for time-triggered
communication.
o Global Synchronization: Nodes are synchronized to a global clock,
ensuring precise timing.
o Deterministic Slots: Each node is assigned specific time slots for
communication.

• Advantages:
o Predictable and deterministic communication, crucial for safety-critical
systems.
o Avoids collisions and ensures timely delivery of messages.

38

3. Integration of Event-Triggered and Time-Triggered Modes

• Hybrid Communication Cycle: FlexRay divides its communication cycle

into static (time-triggered) and dynamic (event-triggered) segments:

o Static Segment: Ensures predictable and reliable data exchange.

o Dynamic Segment: Provides flexibility for asynchronous and sporadic

data.

• Benefits:

o Combines deterministic behaviour with flexibility.

o Supports mixed-criticality systems, where safety-critical tasks use the

static segment, and non-critical tasks use the dynamic segment.

39
 4. Applications
• Time-Triggered: Used in systems where timing is
critical, such as powertrain control, ADAS, and braking
systems.

• Event-Triggered: Ideal for non-critical tasks like

infotainment, diagnostics, or environmental monitoring.

40

FlexRay Hardware

FlexRay network node architecture

41

• FlexRay controller of a subscriber:

Comprises the host processor, communication controller &
bus driver for each channel.

• Each node contains a bus guardian to monitor each bus

driver.
• Transmission Agents:
Twisted-pair cabling design (STP or UTP)

42
Host Professor:
It gathers information from the sensors, which is forwarded to the CC for transmission.
Information received by the CC is forwarded to the actuators for processing.

Communication Controller (CC):

Realizes all aspects relating to the protocol.
Its tasks include scheduling, synchronizing with other network nodes, creating a bit stream
from the information of the host.

Bus Driver (BD):

Role of a transceiver. It converts logical information into physical voltages that are
carried on copper wires, & vice versa.
Protective function against Electrostatic Discharge.

Bus Guardian (BG):

Device that will only permit transmissions if the connected network node is authorized to
send a message.
43

3. FlexRay Frame Format

44

Reserved bit: Payload preamble:

Intend for future modifications to - Indicates whether or not the payload segment
the protocol. contains an NMV.
- NMV enables the host processor to transmit data
directly without processing or prepared by CC

Null frame:
Indicates a null frame that contains
no usable information.

Sync frame:
This frame is intended to be used
for s/m synchronisation

Startup frame:
Startup frames are used in the n/w
starting phase

Payload:
Max. length of 254 bytes.
Transfers the payload i.e. further
processed by host processor.
Trailer:
Contains a single field in which a 24-bit CRC
MOST (Media Oriented Systems Transport)
• It is specifically developed for the networking of infotainment
systems in vehicles.

• Requirements
Transmission of multimedia data requires a high data rate & a
synchronization of the data transfer between source & sink.

Features
• Supports the logical networking of up-to 64 devices
• Offers a data rate of 24.8 Mbps (MOST 25)
• Versions with higher data rates of 50 Mbps (MOST 50) &
150 Mbps (MOST 150) 46

Topology
• One of the device acts as the “timing master”

Ring structure of the

MOST system

47

Device model

48
 Interface of an application
It is the driver layer through is realized as a FBlock.
which applications &
system services have access Each device must at least
to the NIC. implement a special
FBlock, NetBlock, which is
required for management
functions within the
system.

hardware controller i.e.,

provides access to the responsible for controlling the
transmission agent. (optical physical layer & implements
transmission by POF the basic transfer services.
cable)
49

• Data Transfer
- It is organized into data frames, which are generated by
the timing master with a fixed data rate & passed on by
subsequent devices in the ring.

- Timing master normally generates data frames with a cycle

of 44.1 kHz, & in rarer cases 48 kHz.

50

Data frame of MOST device (MOST 25)

51
 Initial data byte of the frame includes
the information for synchronization
of data transfer.

Information of the allocation of

the bytes for the synchronous and
asynchronous channel.

60 bytes are allocated for the

synchronous & asynchronous
channels.

62nd & 63rd bytes carry the control

channel information.

Last byte carries a 7-bits of data for

frame control & 1-bit for parity
check.
52

LVDS (Low-Voltage Differential Signaling)

• It is a standard differential data transmission

method conforming to the requirements of
high-data rate telematic applications.

• This standard supports data rates from 100

Mbps to 2 Gbps, with low energy consumption.

53

In addition, it offers other advantages, including:

● Compatibility with low-voltage power supply

● Robust signal transmission
● Low noise generation
● High noise rejection

➢ Commonly used LVDS transceivers operate in

dedicated point-to-point configurations

54
 Fig. Physical layer of LVDS in point-to-point mode

• In this configuration, LVDS is capable of transmitting

signals at a high data rate over significant distances,
using min. energy & producing min. noise.

• These performances can be achieved with a CAT3 cable &

connectors, and/or FR4 hardware.

55

Automotive Networking
(EC2341-1)

UNIT – III
Variants of Ethernet PHY used in Automobiles

Dr. Bommegowda K. B.
Assistant Professor Grade-III
Department of Electronics and Communication Engineering

UNIT - III
Variants of Ethernet PHY used in Automobiles:
The variants of Ethernet PHY used in automobiles: 100 M
bit/s Ethernet in automobiles, Automotive Ethernet at 1
Gbit/s, multi-Giga Ethernet in automobiles, Automotive
Ethernet at 10 Mbit/s, Power over Ethernet - PoE IEEE
802.3bu, Deterministic, real-time, and automotive Ethernet.

16 Hours

TEXTBOOK:
T1. Dominique Paret and Hassina Rebaine, “Autonomous and Connected Vehicles
Network Architectures from Legacy Networks to Automotive Ethernet”, Wiley, 2022.
2
 Background
• A LAN is a data communication n/w connecting various
terminals or computers within a building or limited
geographical area.

• The connection b/w the devices could be wired or

wireless.

• Example:
➢ Ethernet
➢ Token rings
➢ Wireless LAN

Ethernet

• It is the most widely used LAN technology & is defined

under IEEE standards 802.3.

• The reason behind its wide usability is that it is easy to

understand, implement, and maintain.

• It offers flexibility in terms of the topologies that are

allowed (bus topology).

• Ethernet operates in two layers of the OSI model,

the physical layer and the data link layer.

Key Features of Ethernet

1. Speed: supporting speeds of up to 100 Gbps.

2. Flexibility: wide range of devices and operating systems.

3. Reliability: uses error-correction techniques.

4. Cost-effectiveness: It is relatively low-maintenance, requiring minimal ongoing support.

5. Interoperability: allows devices from different manufacturers to communicate with each other
seamlessly.

6. Security: It includes built-in security features.

7. Manageability: These networks are easily managed.

8. Compatibility: It is compatible with a wide range of other networking technologies.

9. Simplicity: Ethernet is a simple technology that is easy to understand and use.

12. Scalability: It can easily accommodate the addition of new devices, users, and applications.

13. Broad compatibility: Ethernet is compatible with a wide range of protocols and technologies.

14. Ease of integration: Ethernet can be easily integrated with other networking technologies.

5
Advantages of Ethernet

1. Speed:
When compared to a wireless connection, Ethernet
provides significantly more speed.

2. Efficiency:
It consumes less electricity, even less than a Wi-Fi
connection. As a result, these ethernet cables are thought
to be the most energy-efficient.

3. Good data transfer quality:

Because it is resistant to noise, the information
transferred is of high quality.

Ethernet v/s Automotive Ethernet

• Standard Ethernet, widely used in LAN & WAN since its 1980 launch
and 1983 IEEE standardization, was initially unsuitable for
automotive applications due to its susceptibility to noise &
interference.

• The key difference b/w standard Ethernet & Automotive Ethernet

lies in their physical layers.

• Automotive Ethernet utilizes single twisted pair cables for full duplex
communication, which are lighter & can be either shielded or
unshielded.

• This adaptation results in a 30% weight reduction compared to

traditional CAN/LIN harnesses & is less prone to automotive
environmental challenges.

The variants of Ethernet PHY used in automobiles

PHY (Physical Layer)

It refers to the component responsible for converting data
into electrical signals that can be transmitted over physical
wires.

Ethernet PHY used in automobiles is designed to meet the

stringent requirements of automotive networks, including
robustness, low latency, & EMC.

8
The main variants of automotive Ethernet PHY include:

Multi-Gig
Variant 100BASE-T1 1000BASE-T1 10BASE-T1S 10BASE-T1L Automotive
Ethernet (2.5G,
5G, 10GBASE-
Parameter T1)
Speed 100 Mbps 1 Gbps 10 Mbps 10 Mbps 2.5G, 5G, 10G

Cable Single twisted Single twisted Single twisted Single twisted Single twisted
pair pair pair pair pair

Standard IEEE 802.3bw IEEE 802.3bp IEEE 802.3cg IEEE 802.3cg IEEE 802.3ch

Use Case In-vehicle High-speed Low-cost, multi- Long-distance High-bandwidth

networking automotive drop bus communication, applications
(IVN) for applications, networks typically for such as
cameras, radar, ADAS replacing CAN industrial or autonomous
and ECUs and LIN in commercial driving, AI-
sensor and vehicle based
control applications processing
applications

100 Mbit/s Ethernet in automobiles (100BASE-T1)

Key Features of 100BASE-T1

• Speed: 100 Mbps (Full Duplex)

• Cable: Single twisted pair (Unshielded or Shielded)
• Standard: IEEE 802.3bw (approved in 2016)
• Topology: Point-to-point connection
• Encoding: 3B2T (Three Bits to Two Ternary symbols)
• Distance: Up to 15 meters (can be extended with repeaters)
• EMC Performance: Designed for automotive environments with high
noise immunity

10

Advantages of 100BASE-T1 in Automotive Applications

Lightweight and Cost-Effective: Uses a single twisted pair, reducing

cabling weight compared to traditional Ethernet or CAN networks.
High Data Rate: Provides 100 Mbps, which is significantly faster than
legacy automotive protocols like CAN, LIN, and FlexRay.
Low Latency: Ensures fast communication, critical for real-time automotive
applications such as ADAS (Advanced Driver-Assistance Systems).
Automotive-Grade Reliability: Designed to withstand temperature
variations, vibrations, and electromagnetic interference.
Compatibility with AVB (Audio Video Bridging) and TSN (Time-
Sensitive Networking): Ensures synchronized data transmission for
infotainment and real-time control systems.

11
Applications of 100BASE-T1 in Vehicles
Camera Systems: High-resolution surround-view, rear-view, and
driver-monitoring cameras.

Radar and LiDAR Sensors: Used for ADAS features such as collision
avoidance and adaptive cruise control.

ECU-to-ECU Communication: Connecting different electronic

control units (ECUs) in the vehicle.

Infotainment Systems: Connecting displays, head units, and media

controllers.

Gateway Modules: Bridging different in-vehicle communication

protocols.

12

Physical layer in 100BASE-T1

• Uses a medium access control (MAC) system and management information

base (MIB)
• Operates, point to point, on a single balanced twisted pair.
• The data encoding technique 4B/3B is used by 100BASE-T1 in converting the
4-bit (4B) nibbles from the MII, with a clock at 25 MHz.
• MII (medium-independent interface)
13

BroadR-Reach is an automotive Ethernet technology developed

by Broadcom to enable high-speed, full-duplex communication
over a single twisted pair cable. It later became the foundation for
100BASE-T1 in the IEEE 802.3bw standard.

BroadR-Reach Ethernet offers

• Low cost
• Longer cables
• Ethernet connection up to 500 m at 100 Mbit/s
• Transmission of Ethernet frames in full-duplex mode, with
unshielded twisted pairs

14
Physical layer in BroadR-Reach
Transmission Medium
•Single twisted pair cable reduces weight and cost compared to standard Ethernet
•Length: Typically, up to 15 meters (can be extended using repeaters)
•High immunity to electromagnetic interference (EMI)

MDI-Medium Dependent Interface [electrical interface b/w the

physical layer transceiver chip (PHY) & the transmission medium]

Transmitter (TX) Receiver (RX)

•Converts digital data (100 Mbps) into an •Receives the PAM-3 encoded signal from the
analog PAM-3 signal twisted pair cable
•Uses 3B2T encoding to convert 3-bit groups •Converts the analog signal back into a 100
into 2 ternary symbols Mbps digital stream
•Ensures synchronization and equalization •Uses echo cancellation and adaptive
for signal integrity equalization to reduce signal degradation
15

Main applications of 100 Mbits BroadR-Reach

The main applications of BroadR-Reach are based on ADAS. ADASs

can be passive or active:

● A passive ADAS simply provides drivers with alerts or warnings.

Ex: Lane departure warning
Reversing camera applications

● An active ADAS goes further than warnings and takes control to

apply corrective action.
Ex: an assisted parking ADAS

At a data rate of 100 Mbps, BroadR-Reach is most suitable for Passive ADAS
applications, because active ADASs require lossless video, for the image
recognition algorithms to function properly.
16

Automotive Ethernet at 1 Gbit/s (1000BASE-T1)

• Automotive Ethernet at 1 Gbit/s (Gigabit Ethernet, also

called 1000BASE-T1) is a high-speed communication
standard designed specifically for modern vehicles.

• It enables fast & reliable data transfer b/w various ECUs,

sensors, cameras, & other automotive components.

17
 Key Features of 1 Gbit/s Automotive Ethernet (1000BASE-T1)

• Single Twisted Pair Cable – Uses a single UTP cable for cost efficiency
and reduced weight.

• Full-Duplex Operation – Supports simultaneous two-way data

transmission.

• Deterministic Latency – Ensures predictable communication for

safety-critical applications.

• Robust Against Noise & Interference – Designed for the harsh

automotive environment.

• Reduced Power Consumption – Optimized for energy-efficient

operation in vehicles.

18

Applications of 1 Gbit/s Automotive Ethernet

(1000BASE-T1) in Vehicles

Advanced Driver Assistance Systems (ADAS) – High-speed data

transfer for cameras, LiDAR, and radar.

Infotainment & Connectivity – Supports high-definition video

streaming and internet-based services.

V2X Communication – Enables vehicle-to-everything (V2X)

communication for enhanced safety.

Autonomous Driving – Facilitates real-time data exchange between

AI processors and sensors.

19

Physical layer of 1 Gbit/s Ethernet

• PCS (Physical Coding Sublayer) uses a transmission code to improve the

transmission characteristics of the data.
• 80B/81B encoders need an overhead of 1 extra bit in addition to the useable
data
A single “0” at the start of the packet labels it as a data packet
A single “1” at the start of the packet labels it as a control packet
• There must be an effective way of encoding the bitstream into PAM-3 symbols
(encode the 3 binary data bits (in 8 possible combinations)) 20
 Multi-Giga Ethernet in Automobiles

• Multi-Giga Automotive Ethernet PHY group is in charge of the

transport of Ethernet frames at data rates over 1 Gbit/s in a vehicle.

• IEEE 802.3 (Standard for Ethernet Physical for Greater than 1 Gb/s Automotive Ethernet)

• Applications:
➢ in connected vehicles
➢ ADAS
➢ onboard infotainment equipment

• This standard uses the specification of

➢ medium access control (MAC)
➢ management information base (MIB)
➢ carrier sense multiple access with collision detection (CSMA/CD)
protocol
➢ medium-independent interfaces (MIIs)
21

Automotive Ethernet at 10 Mbit/s

• IEEE 802.3 has produced a 10 Mbit/s

• Ethernet technology called 10SPE (10 Mbps single pair Ethernet)

10BASE-T1S – IEEE 802.3cg

• Part of the 10BASE-T1 family of standards, IEEE 802.3cg is divided

into

➢ 10BASE-T1L: 10 Mbps transmission on a single balanced pair, up

to a distance of 1 km
➢ 10BASE-T1S: short-range 10 Mbps transmission on a single
balanced pair.

• These technologies are designed to offer a collision-free system, &

deterministic transmission on a multi-point network, which allows for
the use of a single pair to connect the sensors & ECUs.
22

The primary characteristics are

• 10 Mbps, 12.5 MBauds, 4B/5B, DME signal encoding, PAM 2.

• Limited to 8 nodes over 15–25 m.
• Stub length limited to 10 cm.
• Collision avoidance layer, facilitating the use of the full bandwidth of
10 Mbit/s.
• Arbitration using a round-robin procedure, ensuring each node has
medium access in deterministic time.

Differential Manchester encoding (DME) is a technique similar to Manchester

encoding used to convert digital data into a format suitable for transmission

23
Power over Ethernet – PoE IEEE 802.3bu

24