Increasing EE contents and features in FGA vehicles, lead to high CAN Bus load. Many more CAN messages have to be transmitted, with hard timing requirements in terms of periodicity and maximum latency time. Managing in a proper way messages priorities, offset values and launch types, improves CAN Bus performances, but can be no longer sufficient by itself to meet the increased timing requirements. In this paper it is described the new approach developed by FGA in order to optimize system performances. The new method is based on a detailed definition of functional and timing requirements. A simulation tool has been used to explore a variety of potential new multiple-CAN EE architectures.

In the oil and gas upstream processes, notably for deep water subsea wells, where equipment are commonly deployed beyond 2000m (6500ft) of water depth, the uninterrupted monitoring of process variables such as pressure, temperature and production flow is crucial. CAN technology, compared to the 4-20mA so commonly used in this process today, simplifies the sensor arrangement by using a single bus for several sensors without risking reliability, provides more accurate measurements readings and reduces the cost of special cabling. In the other hand, CAN demands complex electronics to reliably acquire signals while making them accessible to the topside system. Current industry design life for subsea equipment varies from 20 to 30 years, with the requirement of little or no maintenance. This paper presents the particularities of CAN used by subsea players. It will also show a typical arrangement of CAN in a subsea equipment, comparing this solution to the analogic 4-20mA technology and proposes a CAN Compatibility Test which consists of a reproducible method to validate the sensors arrangement and guarantee its correct operation by the measure and analysis of bus signals with the objective of foreseeing limitations and problems early in the project phase reducing risks for the systemÕs long term operation.

Reprogramming of ECUs as well as their in-vehicle calibration are typical and important automotive use cases requiring high data rates. To meet the high timing requirements for reprogramming, techniques such as data reduction and parallelization have been used to optimize for CAN. Faster data protocols such as FlexRay and Ethernet have also been introduced. The first part of this case study compares these well-known and practice-proved measures with the capabilities of CAN FD. In particular its influences on the transport protocol and write/erase times of current hardware devices are demonstrated using a real environment. For in-vehicle measurement and calibration the ASAM XCP Working Group already has extended the current version 1.2 to include the XCP transport layer for CAN FD. The second part of this case study shows the potential of increased data throughputs now possible with CAN FD due to the higher payload size of 64 bytes. Also shown are possible future XCP protocol enhancements which support simple portability of existing AUTOSAR ECU implementations of the XCP slave.

In the context of future vehicular applications, new models must to be defined to enable the access and interconnection of existing control systems. This paper presents a model of a Gateway for the interconnection between two networks, on one hand IEEE 1609, and on the other hand Controller Area Network (CAN). The former defines Wireless Access in Vehicular Environment (WAVE) the second is a serial communication bus that is used by the automotive industry for interconnecting all kind of devices into a car, such as ABS (antilock-braking system), etc. A possible application of the Gateway is to use the potential collision messages not only as warning messages for the vehicle driver but as control messages for the device controlling the brake into a vehicle. The GatewayÕs model is developed using the Unified Software Development Process and its language the Unified Modeling Language (UML).

Some customers of the automotive industry demand cars for very special purposes. Various requirements can be fulfilled by using standard automotive know how or after sales solutions. Others need a dedicated development in special departments. A very special challenge is the provision of police cars. They need high end technology to fulfill the tasks of the police. This paper will give an insight to these features and will show the necessities during the development of the police cars providing historic current and future perspectives. It should become clearer why there is a need for in-car-networks and in particular the advantages of dedicated networks like CiA 447.

The new CAN FD frame format that is currently being integrated into ISO 11898-1 in- troduces a second bit time configuration into CAN networks. While the nominal CAN bit time is still used at the beginning and at the end of the frames, for arbitration and for acknowledge, called the Arbitration Phase the new data bit time may be used for the main part of the frames, called the Data Phase. The data bit time may be shorter than the nominal bit time in order to speed up frame transmission. This paper describes the constraints for the CAN FD bit time configuration and how to harmonize the two bit rates for smooth switching between them. It also describes the transceiver delay compensation mechanism which is needed for data bit times that are in the range of or even shorter than the transceiver loop delay.

The new CAN format CAN FD (CAN with flexible data rate) allows to increase the data rate in the data phase up to 10 MBit/sec. Existing CAN transceivers and additional components for ESD and emu improvements are specified up to 1MBit/sec and for higher bit rates the requirements especially for the transceiver have to be analyzed. This report will give an answer to this question.

A description of the new CAN FD format is given, describing all the changes, not only for the data rate and payload size. An analysis of how this affects the overall data rate of the CAN bus is shown. The changes in the new measure and calibration standard XCP1.2 to support CAN FD are described, and then an analysis of the busload can be calculated with CAN FD, plus the likely improvements in the XCP download and flash times. Benefits can also be made to the measure performance using DAQ. The CAN FD changes mean either the same measure data can be sent with reduced bandwidth, more data can be send at the same rasters, or data can be send in faster raster then previously possible.

The paper presents a study of an alternative realization of ECU with selective wakeup functionality inspired by the ISO11898-6 standard. Designed ECU enables so-called partial networking, which is one of the recent methods for improving energy efficiency in automotive electronics. The ECU is based on currently available devices used in automotive ECUs including a 16-bit MCU and a DC/DC-based system basis chip. These devices do not provide hardware support for partial networking according to ISO11898-6 and the selective wakeup functionality is then mainly realized by the MCU software. The performed experiments evaluate the power saving potential of such an ECU as well as timing aspects of remote wakeup. The overall ECU consumption of 235uA during bus idle and 3.4mA during ongoing bus activity was measured in selective sleep mode. Furthermore, the consumption during bus activity can be further reduced by optimizing the design of the CAN transceiver IP. Experiments also show that after bus idle, worst case the fourth CAN frame is detected correctly. With respect to those parameters, the proposed solution can be an interesting alternative to the dedicated PN CAN transceivers, especially when cost and EMC performance is considered. The practical limitations of such an approach and their proposed solution are also discussed.

This paper introduces a novel approach for systematical development of CAN-based systems with guaranteed functional correctness and optimal performance. This approach relies on formal methods for faithful modeling and analysis of such systems, whilst taking into consideration the effects of critical parameters, such as bit stuffing and buffer utilization. As a proof of concept, the approach has been applied on existing benchmarks simulating realistic automotive networks. The results are similar to ones obtained using domain-specific tools e.g. Netcarbench. Moreover, this work creates new perspectives and reveals potential application for the generation of optimal device configurations for the recently developed CAN FD protocol.

The use of higher bit-rates is not difficult to implement into modern microcontrollers. Even the smallest microcontrollers can handle clock-speeds in the 50 MHz range enough to run CAN-FD bus at 10 Mbit/s. Also, the smallest MCU on the market today offer a 32-bit core with 32 kByte Flash and 8 kByte SRAM, as well as a great number of peripheral circuits. Compared to the overall chip size, the CAN-controller represents just 1% of the total area, with the result that the move from a classic CAN-controller to a CAN-FD version will increase the total chip area by just 0.5%. More challenging for the industry is how to handle the physical layer and in particular, the cable layout. CANÕs strength is its robustness, but this means that it can be forgiving of less than ideal CAN configurations. In most cases a correct bit-length and some resistance between the two wires is enough to make the CN communication work, because as long as the value at the sampling point is correct the CAN-frame is accepted. When the noisy edge comes close to the sample point, CAN is less forgiving. If you need higher bandwidth, the only solution is to increase the bit-rate and learn how to handle the short bits without any problem. The laws of physics are the same for CAN-FD, FlexRay, Ethernet etc., so that if a cable works with one of the above protocols, it will work for all others at the same bit-rate.

The new CAN FD specification offers several enhancements over the current ISO 11898-1 standard such as an eightfold increase in the data field length and enhanced data throughput. In order to provide high efficiency of the software, the CAN controllerÕs host interface and message handling need to be streamlined and optimized. This paper discusses the implementation and verification of a new FIFO-based CAN FD core with an application programming interface that minimizes processor read and write cycles and has dedicated sideband signals to support DMA-based message transfers. The core contains supportive debug logic to assist the system in analyzing and optimizing CAN traffic, something especially important when using higher data rates. Verification testbench and lab setup are presented as well.

There are two approaches for power saving within the ÒEfficient Energy ManagementÓ context of AUTOSAR, which are related to CAN communication: ÒPartial NetworkingÓ and ÒPretended NetworkingÓ. When looking for the maximum energy saving potential, both concepts seem to have something in common: The necessity of additional hardware, in order to have highest efficiency. The newest generation of microcontroller families is offering very low power consumption characteristics. This makes it worth to consider an implementation of either Partial- or Pretended Networking in software, instead of using hardware based solutions.

Industry is facing antagonist trends, one requiring more bandwidth for higher data exchange at lower cost, and the other trend requiring better energy efficiency. CAN is at the heart of the equation and multiple innovations are considered to tackle both trends individually and together, with at the end, a convergence of requirements and constraints at the Physical Layer side. This article describes CAN Flexible Data Physical layer technical challenges, potential use case scenario to support it, including the boundary conditions linked to robustness performance requirements, and the savings offered at the network side versus alternative solutions. In parallel, to optimize energy usage, the selective wake up of systems connected to CAN is growing adoption inside Automotive industry, and can highly benefit other markets. Each individual innovation contributes to keep and reinforce usage of CAN, improving efficiency or increasing connectivity, now combined together, new challenges need also to be considered.

Following the presentation of the new CAN FD technology by Bosch during the international CAN Conference in 2012, CAN in Automation has initiated work to extend the CANopen standards to incorporate the new possibilities offered by this enhanced CAN standard. To support this standardization effort, the technical activities previously performed within the interest group CANopen have been spun off to a new CANopen SIG application layer which currently works on an update of CiA 301, the basic CANopen specification. This paper presents the current status of the standardization process within the SIG application layer and also discusses possible enhancements of different device profiles with respect to the new technology.

While CAN with Flexible Data Rate (CAN FD) promises to revolutionize the data rates and data frame lengths in CAN networks, the lack of interoperability of CAN nodes with CAN FD nodes limits the mixing of these types of devices on the same network. There are several possible solutions allowing the mixture of CAN FD nodes into existing CAN networks. These solutions have varying levels of system impact and trade-offs. Some of these solutions are described and explained.

When designing a CAN FD bus system one main target is to achieve a reliable communication under all operating conditions. Therefore, the bus designer has to consider many constraints and choose the proper bit timing configuration. The two most relevant constraints are the frequency tolerance of the used oscillator and the asymmetry of the bits caused by physical layer effects. This paper derives a set of formulas to calculate the maximal accepted oscillator tolerance in CAN FD. Then it compares the oscillator tolerance of classical CAN and CAN FD. It shows that for realistic and non-extreme bit timing configurations CAN FD and classical CAN accept the same oscillator tolerance. Furthermore, this paper introduces a metric called Òphase marginÓ that allows to assess the robustness of a CAN FD bus system, i.e. up to which extent of physical layer effects the communication is reliable. Exemplary results show how this margin changes with the data phase bit rate.

CAN FD has been introduced as a way of improving the data throughput and integrity of CAN bus systems. FlexRay is the emerging technology for automotive high speed control networking. The adoption of a faster network such as FlexRay has the ability to reduce the weight of the vehicle electrical architecture by replacing a number of lower speed networks with a single faster network. This in turn reduces the number of gateway ECUs, wiring and connectors, and reduces system complexity. By increasing the data throughput CAN FD has the potential for car manufacturers to delay the adoption of a faster network such as FlexRay by breathing new life into existing CAN architectures. In this paper the features of CAN FD and FlexRay are compared in terms of the cost of implementation, data throughput and protocol complexity. A conclusion is made on the impact of CAN FD on FlexRay technology.

This paper discusses considerations regarding wireless coexistence and wireless system density when CAN traffic is transferred via wireless links. Wireless application communication requirements of safety-related crane applications are presented using CANopen and CANopen Safety in industrial environments. A methodology will be in- troduced for assessing coexistence of wireless CAN applications with today used wireless industrial networks and with future systems e.g. conform to EN 300 328 V1.8.1. Test specification and test implementation issues are highlighted. Furthermore, exemplary test results are presented that show the potentials and ad- vantages of a systematic, application oriented test approach. Finally, further work is proposed and future requirements and guidance of international guidelines and standards is addressed.

Residual error analyses for CAN networks have been performed for years. It is well documented, that commonly used equations do not fully apply for analytic computing of the residual error probability of CAN networks. Also too high bit error probability values have commonly been used in the analyses. Furthermore, CANopen networks have been analyzed as CAN networks, without taking into account the additional safeguards provided by various CANopen services. Results have been very pessimistic, which has lead to significant unnecessary cost and complexity in various applications. This paper presents a complete analysis for CANopen communication, based on the most commonly supported services without dedicated safety extensions. The analysis for CAN communication is based on widely accepted equations and parameter values. In addition to the CAN communication, effect of the most commonly supported CANopen communication services will be analyzed. Some improving factors needed to be neglected to keep the analysis understandable. Main result is that CANopen offers significant improvement in dependability of the communication by filling the gaps of CAN layer. CANopen provides several magnitudes higher dependability than the analog instrumentation. After analysis, some solutions to reduce effectiveness of residual errors are listed, most of which are introduced in various device profile.

Since the beginning of 2012, Bosch has released the first version of the CAN FD specification to fulfill the increasing demands for bandwidth and cost efficient communications protocols. CAN FD enhances the CAN protocol to support bit-rates higher than 1 Mbit/s and payloads longer than 8 bytes per frame. Many OEMs worldwide are very interested and some are heavily committed to this approach. As announced in the last CAN FD Tech Day, new devices from several silicon vendors will be launched onto the market soon. The use of different implementations will lead to the question how interoperable they are. Experiences in established automotive bus systems like CAN, LIN and FlexRay have shown that it is not a matter of course that devices of different manufacturers work together in diverse environmental conditions. Conformance testing is the solution to this problem for ensuring a level of interoperability of devices from different suppliers in a system environment. This presentation points out how conformance tests are drafted and specified, which techniques are used as well as how traceability, reproducibility and dependability are achieved. Last but not least, a detailed overview of the NWIP - ISO16845-1 in conjunction with the respective test system implementation will be presented.

The objective of this paper is to investigate the integration of CAN FD in today`s vehicle E/E-architecture from an OEM point of view. For this purpose physical layer capabilities are discussed and feasible scenarios of implementing CAN FD into mixed vehicle networks are addressed.