Arun Nath K S

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Basic Study of Automotive Protocols / Standards

CAN Bus
The CAN bus is a broadcast type of bus. means that all nodes can "hear" all transmissions.

There is no way to send a message to just a specific node; all nodes will invariably pick up all traffic. The CAN hardware, however, provides local filtering so that each node may react only on the interesting messages.

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Bus Speed Vs Distance

At

a speed of 1 Mbit/s, a maximum cable length of about 40 meters (130 ft.) 100 meters (330 ft) at 500 kbit/s 200 meters (650 ft) at 250 kbit/s commonly available transceivers 500 meters (1600 ft) at 125 kbit/s 6 kilometers (20000 ft) at 10 kbit/s
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CAN Connectors
9-pin

DSUB, proposed by CiA. 5-pin Mini-C and/or Micro-C, used by DeviceNet and SDS. 6-pin Deutch connector, proposed by CANHUG for mobile hydraulics.

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Higher Layer Protocols

The CAN standard defines the hardware ("the physical layer" - there are several) and the communication on a basic level ("the data link layer"). The CAN protocol itself just specifies how to transport small packets of data from point A to point B using a shared communications medium. It contains nothing on topics such as flow control, transportation of data larger than can fit in a 8-byte message, node addresses, establishment of communication, etc. In order to manage the communication within a system, a higher layer protocol (HLP) is required. The term HLP is derived from the OSI model and its seven layers. The HLP typically specifies things like: Start-up behavior How to distribute message identifiers among the different nodes in a system How to translate the contents of the data frames Status reporting within the system
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Different Higher Layer Protocols

The are many (several dozens) higher layer protocols for the CAN bus. The most common ones are listed below. In addition, you may want to read the articles below explaining the differences between the major HLPs.
CanKingdom CANopen CCP/XCP Device Net J1939 OSEK/VDX SDS
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J1939

J1939 is a set of standards defined by SAE. They are used in heavy-duty vehicles (trucks and buses, mobile hydraulics, etc.) In many ways, J1939 is similar to the older J1708 and J1587 standards, but J1939 is built on CAN. The physical layer (J1939/11) describes the electrical interface to the bus. The data link layer (J1939/21) describes the rules for constructing a message, accessing the bus, and detecting transmission errors. The application layer (J1939/71 and J1939/73) defines the specific data contained within each message sent across the network.

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J1939 cont
Higher-layer

protocol built on CAN Used in heavy-duty vehicles The speed is nearly always 250 kbit/s

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Other related protocols and standards

There

are a number of protocols and standards closely related to CAN. Read about some of them below.
FlexRay LIN J1587 J1708 J2534 RP1210A, RP1210B CCP/XCP
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FlexRay
The FlexRay Communications System is a robust, scalable, deterministic, and fault-tolerant digital serial bus system designed for use in automotive applications. It was developed by the FlexRay Consortium, a cooperation of leading companies in the automotive industry, from the year 2000 to the year 2010. The FlexRay Consortium has concluded its work with the finalization of the FlexRay Communications System specifications Version 3.0.1. The FlexRay specifications V3.0.1 were submitted to ISO in order to be published as a standard for road vehicles. It is designed to be faster and more reliable than CAN and TTP, but is also more expensive.

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FlexRay
FlexRay's

prominent features are:

High data rates (up to 20 Mbit/s) Time- and event-triggered behavior Redundancy Fault-tolerance Deterministic

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LIN

The protocol for the Local Interconnect Network (LIN) is based on the Volcano-Lite technology developed by the Volvo spin-out company Volcano Communications Technology (VCT). Since other car corporations also were interested in a more cost effective alternative to CAN, the LIN syndicate was created. In the middle of 1999 the first LIN protocol (1.0) was released by this syndicate. The protocol was updated twice in 2000. In November 2002 LIN 1.3 was released with changes mainly made in the physical layer. The latest version LIN 2.0 was released in 2003. The LIN protocol is a compliment to the CAN and the SAE J1850 protocols for applications that are not time critical or does not need extreme fault tolerance, since LIN is not quite as reliable as CAN. The aim of LIN is to be easy to use and a more cost effective alternative to CAN. Examples of areas where LIN is and can be used in a car: window lift, mirrors, wiper and rain sensors.

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LIN
The

LIN physical layer is based on ISO 9141 (the K-line). Master/slave organization Single wire plus ground Time triggered scheduling 1-20 kbit/s Dominant/recessive bits Serial, byte oriented communication Max 40 m wire length
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AUTOSAR

AUTOSAR (AUTomotive Open System ARchitecture) is an open and standardized automotive software architecture, jointly developed by automobile manufacturers, suppliers and tool developers. The AUTOSAR-project created a methodology that can be used to create the Electric/Electronic system architecture starting from the design-model
Step 1: Input Descriptions Step 2: System Configuration Step 3: ECU-configuration Step 4: Generation of Software Executables

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Thank You

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