Introduction of CAN FD into the next generation of vehicle E/ E architectures. Vector CAN FD Symposium 2017, Marc Schreiner, Daimler AG

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1 Introduction of CAN FD into the next generation of vehicle E/ E architectures Vector CAN FD Symposium 2017, Marc Schreiner, Daimler AG

2 Agenda Introduction Future Vehicle Architectures Integration of CAN FD Implications of CAN FD Future Expectations for CAN FD Summary Dr. Marc Schreiner RD/FEQ 2/22/2017 2

3 Introduction New trends will bring about dramatic changes in automobile engineering in future: Connected driving Autonomous driving Shared vehicles Electric driving Strong impact on in-vehicle networking is expected: More bandwidth needed New requirements on communication concepts Higher complexity Dr. Marc Schreiner RD/FEQ 2/22/2017 3

4 Future Vehicle Architectures diagnosis body controller chassis controller powertrain controller telematics controller The consequence of this challenge is the introduction of automotive Ethernet. 100 BASE-T1 physical layer architecture with Ethernet backbone structure new communication concepts: e.g. SOME/IP, DoIP, IEEE 1722, IEEE 1588, SecOC, E2E, ipdu Multiplexing etc. All these mechanisms blow up bandwidth and PDU payload size but Ethernet can handle this easily. Classical CAN, LIN and FlexRay (as it is used today) cannot keep up with automotive Ethernet. body chassis powertrain telematic Ethernet CAN(FD) FlexRay LIN classical CAN frame: 8 byte 500 kbit/s Ethernet frame: 1500 byte! 100 Mbit/s There is a big gap between old and new technologies. Dr. Marc Schreiner RD/FEQ 2/22/2017 4

5 CAN FD in the World of Automotive Ethernet CAN FD offers up to 64 byte payload and up to 2 Mbit/s transmission speed. In future 5 Mbit/s? example: ipdu multiplexing CAN- ID CAN FD payload byte PDU header 1 PDU 1 PDU PDU 2 PDU (8 Byte) header 2 (6 Byte) header n PDU n (x Byte) PDU-ID length PDU-ID: 24-bit addressing for PDU PDU-length: 8-bit PDU length CAN FD bridges the gap between classical invehicle networking to current Ethernet communication features. Especially ipdu multiplexing, E2E and SecOC features can be introduced into the CAN world. Despite of this CAN remains low-priced, robust and readily manageable. Same mechanism used for Ethernet communication (however with larger headers). Multiple PDUs are dynamically combined into single frames delimited by headers. Makes transmission much more effective. Would not make sense with 8 byte frames. Dr. Marc Schreiner RD/FEQ 2/22/2017 5

6 Integration of CAN FD Applications Will be used in all domains of an architecture. There is no dedicated use case, the use cases are universal. Captures directly new applications, not only a replacement for existing classical CAN networks. There is no typical CAN FD baud rate, different combinations are reasonable. The baud rate is a trade-off between application requirements and physical capabilities. With current physical layer 3 baud rate ratios are practicable to cover all use cases. Classical CAN is still used in new architectures however with declining ratio (carry-over ECUs). topology arbitration phase data phase large, few restrictions 250 kbit/s 500 kbit/s medium, only short stubs 500 kbit/s 1000 kbit/s small, pure line topology 500 kbit/s 2000 kbit/s Dr. Marc Schreiner RD/FEQ 2/22/2017 6

7 Integration of CAN FD Topologies The highest baud rate that can meet automotive requirements with current CAN physical layer is 2 Mbit/s. The main limiting factor for CAN FD communication speed is signal distortion on the physical layer that imposes asymmetry on the received signals. If CAN FD should operate at 2 Mbit/s the topology structure should be limited to a pure line topology. At 1 Mbit/s it is advisable to stay with a bus and stub structure and limit the stub lengths. For really large and structurally undefined topologies it is advisable to stay at 500 kbit/s. Just benefit from the extended payload! pure line 2 Mbit/s ECU ECU ECU ECU ECU 120 Ω bus and stub 1 Mbit/s ECU 120 Ω ECU ECU CAN FD System Design Marc Schreiner, CAN in Automation icc2015, , Vienna, Austria ECU 120 Ω 120 Ω ECU Dr. Marc Schreiner RD/FEQ 2/22/2017 7

8 Implications of CAN FD CAN Cables There is no ISO specification for CAN FD cables. CAN FD is specified for a system impedance of 60 Ω (same as CAN). CAN FD cables should match this value in terms of their characteristic impedance, i.e. 120 Ω. However most common twisted pair cables have lower values even varying with temperature. This results in signal asymmetry even in ideal topologies limiting communication speed. Particular attention has to be paid for the selection of proper CAN FD cables, conflicts between mechanical and electrical requirements exist. CANH - CANL CANH - CANL 120Ω 120Ω ECU1 ECU2 ECU3 ECU4 loopback ECU2 vary 1m.. 10m vary Z L Ω TX_ECU2 RX_ECU3 vary 1m.. 10m vary Z L Ω CANH - CANL CANH - CANL TX_ECU2 RX_ECU1 TX_ECU2 RX_ECU4 vary 1m.. 10m vary Z L Ω Dr. Marc Schreiner RD/FEQ 2/22/2017 8

9 Implications of CAN FD Wake Up Mechanism CAN bus wake up was defined in ISO The wake up requirement can be met with any classical CAN message but it cannot be met with many CAN FD messages. New optional wake up parameters in ISO :2016 have not yet penetrated the market. Possible workarounds: Limit ID range accordingly Use classical CAN messages for wake up Use dedicated wake messages with appropriate IDs Use dedicated wake messages with appropriate wake pattern in payload and slow data phase frame U diff t wake dom. classic frame 11-bit ID classic frame 29-bit ID FD frame even ID, 11-bit ID FD frame odd ID, 11-bit ID FD frame even ID, 29-bit ID FD frame odd ID, 29-bit ID t wake rez. t wake dom. t wake rez. consecutive dom. bits requirements for wake up: t wake dom. > 5µs t wake rez. > 5µs t wake rez. < t timeout 500 kbit/s RTR, IDE, FDF 6 µs RTR, FDF, r0 6 µs ID18, RRS, IDE 6 µs RRS, IDE 4 µs ID0, RRS 4 µs t n/a 2 µs Dr. Marc Schreiner RD/FEQ 2/22/2017 9

10 Expectations for CAN FD in Future Optimize CAN FD cables! Create a standard for CAN FD cables and fix the issue with characteristic impedance mismatch. Improve the CAN FD physical layer! Prompt introduction of ISO :2016 features removing the work around solutions for the wake up issue. Improve signal integrity at the dominant to recessive edge to increase topology size and communication speed. Enable CAN FD for 5 Mbit/s! Improve EMC emissions. CiA ringing suppression Dr. Marc Schreiner RD/FEQ 2/22/

11 CAN FD Summary CAN FD was the right innovation at the right time. CAN FD can bridge the gap between classical invehicle networking and new communication concepts introduced with automotive Ethernet. CAN FD continues to be a universal bus system that is easily manageable at a decent price ratio. Some improvements are still desirable, especially in terms of the physical layer. Further developments should go for achieving a data rate of 5 Mbit/s under automotive conditions. Dr. Marc Schreiner RD/FEQ 2/22/

12 Introduction of CAN FD into the next generation of vehicle E/E architectures Vector CAN FD Symposium 2017, Marc Schreiner, Daimler AG

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