A Comparative Study of Physical Layers of In-Vehicle Multiplexing Systems

Author(s): Mohsin M. Jamali

Source: SAE Transactions , 1999, Vol. 108, SECTION 6: JOURNAL OF PASSENGER CARS,
PART 2 (1999), pp. 2315-2321
Published by: SAE International

Stable URL: http://www.jstor.com/stable/44733886

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 1999-01-1271

A Comparative Study of Physical Layers of In-Veh

Multiplexing Systems
Mohsin M. Jamali
The University of Toledo

Copyright © 1999 Society of Automotive Engineers, Inc.

ABSTRACT 4. Provides benefits in packaging, styling and cost-

effective assembly.
Today's vehicles use electronic control units to 5. control
Addition of new nodes to accommodate new features
engine/transmission, body and other amenities. is These
simple.
electronic control units are integrated into a computer
6. Enables an off-board diagnostic tool to obtain emis-
network generally known as multiplexing system. There sion data from the vehicle.
are a number of protocols, recommended practices avail-
able from SAE, ISO and other organizations for Multiplexing
imple- systems have also many challenges. For
menting the multiplexing system. This paper willexample, providevehicles equipped with multiplexing systems
an overview of various protocols, recommended would need complicated and computerized maintenance
prac-
tices available for in-vehicle networks. It provides techniques.
a com- Diagnosing of faulty components will be a
parison of the physical layer of various protocols.challenge. Most vehicles either currently have or will
have multiplexing systems in future. There are many
INTRODUCTION types of vehicles such as passenger cars, trucks, buses,
construction, agricultural equipment, marine equipment.
With the advances in VLSI and computers more and There are also many protocols, standards, which have
been developed for these vehicles by SAE, ISO and
more electronics are being introduced in today's cars and
trucks [1-2]. Electronics in automobiles provide fuel other organizations. Most of these protocols, standards
economy, safety, improved reliability, and help meet and recommended practices have been tailored to meet
emission requirements. There are a number of Elec- the needs of that particular line of vehicles.
tronic Control Units (ECUs) in a vehicle. These ECUsSAE has many technical standard development commit-
may be used to control engine, transmission, Anti-lock
tees who meet on regular basis and develop these stan-
Brake Systems (ABS), cruise, steering, air bag system,
dards. SAE J-1 850 standard for Class B data
vehicle, traction, Heating Ventilation Air Conditioning
communications [14 ] has been developed for
(HVAC) systems, entertainment, doors, and locks etc. cars. Robert Bosch, ISO and SAE have provide
cations on Controller Area Network (CAN) [8
California Air Resources Board (CARB) and EPA are very
Truck
much interested in finding out vehicle emission data. and bus committee is working hard on de
They have mandated Original Equipment Manufacturers and maintenance of SAE J 1578 [18], SAE J 1
(OEMs) to provide emission data to the government. To and SAE J 1939 [20-21] documents for multiple
tems
achieve this goal and other benefits of network systems, which can be used for heavy duty trucks,
and
various electrical and electronic sub-systems are inte- off highway vehicles. Recently to provide al
grated with a multiplexing system [3-13]. Some of the electronic amenities in the vehicle an Intelligen
benefits of the multiplexing system are as follows: portation System (ITS) data bus committee is de
an ITS Data Bus (IDB) [22 ]. ISO has developed
1 . Signals can be transmitted on a data network usingnational standard ISO 9141-2 [23] to satisfy t
twisted pair, coaxial cable, or fiber optics, etc. requirements for interchange of digital informat
• Eliminates the need of heavy-duty power cables.can use ISO 9141-2 physical layer specifications
• Reduces the wire harness size and weight. the OBD II requirements.
• Reduces the system wiring and redundant sen-
There are a number of protocols available in the
sors. such as Body Electronics Area Network (BEA
2. Useful for fuel-efficient vehicles. Chrysler Collision Detection (CCD) or SAE J 1
Time Triggered Protocol (TTP) [26], Protocol for
3. Improves derivability, safety and comfort.
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Automotive Low and Medium Speed Network (PALM- Speed CAN (HSC) [16] and a low speed SAE J 241 1 Sin
NET) [27], and Vehicle Area Network (VAN) [28]. Some of gle Wire CAN (SWC). Following sections briefly describe
these protocols have been used in the production vehi- physical layer for each of these practices.
cles and others are proposals to OEMs, SAE and ISO.
SAE J 1850 CLASS B DATA COMMUNICATION
Whenever a computer network or a protocol is estab-
INTERFACE - There are two physical layer s
lished, it is always compared with the following 7- layer
tions available in this standard namely Pulse Wi
ISO/OSI model [3].
ulation (PWM) and Variable Pulse Width Mod
1 . The Physical Layer (VPW). The network using PWM approach will use
2. The Data Link Layer unshielded twisted pair with differential voltage at
41 ,6Kbps data rate. The data is transmitted using VPW
3. The Network Layer
approach on a single wire at 10.4Kbps. The bus length
4. The Transport Layer will be 40 m in both cases. The length is divided in two
5. The Session Layer parts namely on the vehicle allowing 35 m and 5 m off
the vehicle.
6. The Presentation Layer
7. The Application Layer
SAE J2411 SINGLE WIRE CAN (SWC) NETWORK
The physical layer is responsible for transmitting and FOR VEHICLE APPLICATIONS - This document defines
receiving raw bits over a communication channel. It a low speed vehicle serial data network communication.
defines the voltage levels for O's and 1's and specifies This document will be useful for the implementation of
whether the transmission may proceed in both directions. CAN protocol for cost sensitive applications. Cost sav-
It also deals with physical medium and specifies number ings may be achieved in high volume applications from
of pins on the connector etc. physical media components and low cost microcontroller
or Application Specific Integrated Circuit (ASIC) design
The data link layer forms the data into frames and pro-
used in the network. It specifies the physical layer
cesses the acknowledgment. It specifies the communica-
requirement for any Carrier Sense Multiple Access/Colli-
tion control characters, controls the flow of information
sion Resolution (CSMA/CR). The physical layer is a sin-
and performs error detection. The network layer deter-
gle wire, vehicle ground referenced bus. The bus is driven
mines routing of the packets. The transport layer
with high voltage.
accepts data from the session layer and split it into pack-
ets. It is responsible for dividing the packets and sending The bus is capable of operating with either 1 1 bit or 29-bit
them on different networks. The session layer allows the identification field of the CAN specifications. The bus can
user to log on to a machine. It may allow the traffic to go be operated in two modes namely normal communication
in both directions and is responsible for synchronization. (25 Kbps) and high-speed communication (80 Kbps)
The presentation layer performs the encoding operation modes. The normal communication mode is for serial
or specifies the format of the data presented. The top data communication purposes. The high-speed commu-
layer which is the application layer contains variety of nication mode is to download data when the on-board
protocols that are commonly needed. network is connected to an off-board-testing device. The
network may be operating above the specified EMC lev-
MULTIPLEXING FOR IN-VEHICLE SYSTEM els. ECUs in this network will generally communicate in
normal mode but they can go to high-speed mode upon
Since there are number of recommended practicesreceiving
for a command from the download system man-
developing multiplexing systems, their implementationager.
can be very challenging. This study is provided to reduce
the learning phobia of these multiplexing systems. SAE
It J2284-500 HIGH SPEED CAN (HSC) FOR
would provide basic understanding, comparison and VEHICLE APPLICATIONS AT 500 KBPS - The docu-
ment provides physical layer specifications for a
applications of various recommended practices. Different
protocol implementation at 500 Kbps for automotive
recommended practices for different multiplexing sys-
tems mentioned above define either all or some of the cle applications. The communication network will
unshielded twisted pair with as many as 1 6 ECUs
layers of the OSI model. Physical layer is the lowest layer
of the seven-layer OSI model. In addition to above speci- network shall operate on differential voltages with a
imum distance of 30 m and a 120 Í2 terminating r
fied responsibilities of the physical layers, it also deals
tance
with speed, length, terminating resistance, AC & DC at both ends of the bus.
parameters, transceiver characteristics, wire length etc.
ISO 11898 ROAD VEHICLES-INTERCHANGE OF
The goal of this paper is to compare physical layer of var-
ious protocols. All of the protocols, recommended prac- DIGITAL INFORMATION-CAN FOR HIGH SPEED
COMMUNICATION - The document provides p
tices defined by SAE, ISO specify the physical layer
layer specifications for a CAN protocol implemen
except for CAN protocol developed by Robert Bosch [8].
SAE multiplexing committee has also developed two from 125 Kbps upto 1 Mbps for automotive vehicle
cations. The communication network may use s
physical layers for CAN namely SAE J 2284-500 High
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or unshielded twisted pair of wires. Number of nodes SAE J 2366-1 ITS DATA BUS (IDB) PHYSICAL
connected on the network is not specified. The network LAYER - This recommended practice is being proposed
shall operate on differential voltages with a maximum dis- by the ITS Data Bus Committee for interfacing of various
tance of 40 m and a 120 Q terminating resistance at both devices on the IDB bus. The data can be transmitted on
ends of the bus. unshielded twisted pair wire at 1 15.2 Kbps and upto 16
devices can be supported.
SAE J 1939/11 SHIELDED TWISTED PAIR FOR LIGHT/
All of the protocols, recommended practices are com-
HEAVY-DUTY VEHICLES - The recommended prac-
pared on the basis of number of nodes, bus speed,
tice provides physical layer using CAN protocol imple-
length, node voltages and medium characteristics.
mentation at 250 Kbps. This specification is useful for
Details are provided in the following Table 1 .
light- and heavy-duty vehicles on- or off road as well as
stationary applications. The communication network will
ISO 9141-2 ROAD VEHICLES-DIAGNOSTIC SYSTEMS
use shielded twisted pair with as many as 30 ECUsPART
per 2: -This international standard can be used to
segment. The network shall operate on differential volt-
satisfy the CARB requirements for interchange of digit
ages with a maximum distance of 40 m and a 120 Q ter-
information. In other words, OEMs can use this physic
minating resistance at both ends of the bus.
layer specifications to satisfy the OBD II requirements.
SAE J 1939/15 UNSHIELDED TWISTED PAIR FOR
The vehicles may have either a one-wire (K line only) or
LIGHT/HEAVY-DUTY VEHICLES - The recommended
two-wire (K and L line) data communication connection t
a OBD II diagnostic tool. K line is bidirectional and L lin
practice is under development and provides physical
is a unidirectional. Logic "0" is defined as the voltag
layer using CAN protocol implementation at 250 Kbps.
level of 20-30% of the VB battery voltage (VB=12 volts
This specification is useful for light- and heavy-duty vehi-
Logic "1" is defined as the voltage level of 70-80% of th
cles on- or off road as well as stationary applications.
The communication network will use unshielded twisted
VB battery voltage. The specification uses Non-Return-t
Zero (NRZ) as the coding scheme.
pair with as many as 1 0 ECUs per segment. The net-
work shall operate on differential voltages with a maxi-The ECU in logic "T' state should have a resistance t
mum distance of 40 m and a 120 fì terminating ground between line K and the ground of about 50K Q
resistance at both ends of the bus. The capacitance of line K to ground should not excee
500pF. The ECU in logic "0" should have a resistanc
SAE J 1708 UNSHIELDED TWISTED PAIR FOR between line K and the ground of not more than 110 Q
HEAVY-DUTY VEHICLES -The recommendedThe practice
capacitance should not exceed 2 nF when none o
is jointly proposed by SAE/TMC and defines thephysical
ECUs are connected. The diagnostic connector
layer for heavy-duty vehicles. The data can be should be SAE J 1962 [29].
transmit-
ted serially using a 18-gauge unshielded twisted pair
This standard does not specify number of nodes, bu
wire at 9600 bps. The communication network will sup-
length, medium, termination resistance and baud rat
port minimum of 20 nodes. The network shall operate on
Definition of lines is also different than other physical lay-
differential voltages with a maximum distance of 40 m
ers. This physical layer specification is not provided fo
and does not require terminating resistance.
comparison in Table 1 due to different definition of line
and other missing parameters.

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Table 1 . Comparison of Various Physical Layers
1850 1850 1939 1939 2284 2366
Parameter 1708 VPW PWM /11 /15 -500 -1 2411 11898 Units

Number Of Nodes 20 32 32 30 10 16 16 32

Bus Length 40 40 40 40 40 30 40 40 Meters

Stub Length - 1 3 1 Meters
Off Vehicle Length 5 5 5 - 3 Meters
Bit Rate 9.6 10.4 41.6 250 250 500 115.2 25 125-1000 Kbps
Media UTP SW UTP STP UTP UTP UTP SW UTP/STP

Terminating Resistance - - 120 120 120 124 120 Q

Resistance Power - - - 400 400 220 - - 220 MiliWatts

Media Characteristics

Z maximum - - - 132 132 132 132 - 132 Q

R |ength maximum - - 50 50 70 - - 70 mQ/Meter

Com. Cable Capacitance 40 40 50 - pf/Meter
T Delay maximum - 5.0 5.0 5.5 - 5 ns/Meter
Rate Twist maximum 30 - - 50 30 Twist/Meter

ECUs Int. Capacitance (1) 470 250 100 100 100 - 330 20 pf
ECUs Diff Capacitance - 10 50 50 50 - 10 pf
ECUs Int. Resistance (1) 10.6 2.88 15 15 50 - 10.7 50 KQ
ECUs Diff Resistance (1) 100 100 100 - 100 KQ
Direct Voltage Connection
CAN_L/CAN_H Minimum - - -3 -3 -3 - - -3 Volts
CAN_L/CAN_H Maximum - - 16 16 16 - 16 16 Volts
Bus Disconnected

Vout-Diff (Recessive) - - 50 50 50 - - 50 Millivolts

Vout-Diff (Dominant) - - 2.0 2.0 2.0 1.6 - 2.0 Volts
Bus Connected

Vout-Diff (Recessive) 1.5mx 1.2mx 12 12 12 - 500 0 Milli Volts

Vout-Diff (Dominant) 6.25mn 3.8mn 3.0 3.0 3.0 1.4 4.55 2.0 Volts
Connector - 1962 1962 1939 1939 1962 - 1962 - SAEJ 1962,
SAEJ 1939/13

Coding Scheme - VPW PWM NRZ NRZ NRZ - NRZ NRZ

Number of Data Bytes 21 Variable Variable 0-8 0-8 0-8 - 0-8 0-8

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Table 2. Physical Layer Faults
PHYSICAL LAYER FAULT CONSIDERATIONS

There may be situations where faults will occur on network wiring. Most of the protocols have specified sim
layer faults and behavior of the network during faults. Following Table 2 provides the listing of the bus failures an
ior of the network.

Description of bus failure Behavior of network Required/Recommended by

One non-terminating node becomes The remaining nodes continue to SAE J 1850, SAE J 1939, S
disconnected from the bus. communicate with no degradation. SAE J 241 1 , ISO 1 1 898
Node loss of power or ground Remaining nodes continue to com- SAE J 1 850, SAE J 1 939,
municate with no degradation SAE J2284.SAE J 241 1 , ÍSO 1 1 898
CPU goes into reset, while its physical Remaining nodes continue to com- SAE J 2284
layer and IC is still powered municate with no degradation
CAN_H wire open or CAN_L wire open Data communication between nodes SAE J 1939, SAE J 2284, ISO 1 1898
on opposite sides of an interruption is
not required. Data communication
between nodes on the same side of
an interruption may be possible with
reduced signal to noise ratio.
CAN_H wire shorted to battery Communication between nodes is not SAE J 1 939, SAE J 2284, SAE J 241 1
required if V batt is greater than the ISO 1 1 898
maximum allowed common node volt-
age.

CAN_L wire shorted to battery Communication between nodes is not SAE J 1939, SAE J 2284, ISO 1 1898
required.
CAN_H wire shorted to ground Communication between nodes is not SAE J 1939, SAE J 2284, ISO 1 1898
required
CAN_L wire shorted to ground Communication between nodes may SAE J 2284, ISO 1 1898, SAE J 1939
be possible with reduced signal to
noise ratio.

CAN_H wire shorted to CAN_L wire Communication between nodes is not SAE J 2284, ISO 1 1898, SAE J 1939
required
Loss of one termination Unconnected Nodes can communicate with each SAE J 1850, SAE J 2284, ISO 1 1898,
shield other at reduced signal to noise ratio. SAE J 1939 SAE J 1939/1 1 ,
nodes can communicate with each ISO 11898
other with increased electro magnetic
interference.

SAE J 2366-1 ITS Data Bus (IDB) Physical Layer specifies number of fault conditions which should be acc
as specified in the document.

CONCLUSION a particular protocol depends on the application, vehicl

platform, OEMs product design philosophy and to satisf
the governmental regulations. OEM will eventually decid
This paper provided a comparative study of the physical
on the choice of a protocol and every one (subcontra
layer of various automotive protocols and recommended
practices. The Physical layer parameters describedtors
in and other designers) will simply comply with that
decision.
various protocols are very useful to system designers
and the transceiver, protocol integrated circuit manufac-
Most of the protocols use unshielded twisted pair of wires
turers. Integrated circuit manufacturers uses these
and a 120 £2 terminating resistance. They use almost
parameters so their devices can comply with the specifi-
identical physical medium characteristics, output voltages
cations. System designers use these parameters to make
and have similar recommended behavior during faults.
sure that their system will comply with the specifications.
They mostly differ in speed and number of nodes which
Their product should also meet the EMC requirements.
can be attached to the bus. Their transceivers will vary
slightly.
There are a number of protocols available in the litera-
ture useful for the design of multiplexing system. Use of

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ACKNOWLEDGEMENT 18. SAE J 1587 SAE Recommended Practice- Joint SAE/TMC
Electronic Data Interchange Between Microcomputer Sys-
tems in Heavy-Duty Vehicle Applications, Jan. 1994.
I would like to acknowledge the support of SAE standard
development committees for passenger car multiplex-
19. SAE J 1708 SAE Recommended Practice-Serial Data
ing, control and communication committee for truck and
Communication Between Microcomputer Systems
bus and ITS data bus committee for supplying various
Heavy-Duty Vehicle Applications, Oct. 1993.
documents while they are under development process.
20. SAE J 1939/11 SAE Recommended Practice- Physical
Layer 250K bits/s, Shielded Twisted Pair, Dec. 1994
REFERENCES
21. SAE J 1939/15 SAE Surface Vehicle Recommended Prac-

tice- Reduced Physical Layer 250K bits/s, Unhielded

1. William B. Ribbens, "Understanding Automotive Electron-
ics," SAE Publications 1998. Twisted Pair, Working draft.
22. SAE J 2366-1 SAE Surface Vehicle Recommended Prac-
2. R. K. Jurgen, "Automotive Electronics Handbook" McGraw
Hill, ISBN 0-07-033189-8 tice-ITS Data Bus Physical Layer. Document under ballo
ing process.
3. W. Stallings, " Data and Computer Communications" Fifth
23. ISO 9141-2 Road Vehicles-Diagnostic Systems Part 2:
Edition, Prentice Hall, Upper Saddle River, NJ 07458,
1997. ISBN 0-02-415425-3 CARB requirements for interchange of digital information.
24. H. Honda, S. Uehara, K. Sakai, T. Akatsuka and S.
4. N. Fujiiki, N. Hiwa, T. Isobe, T. Inoue, K. Akashi, " An Evalu-
ation of Multiplexing System for Automotive Distributed Akiyama,"Body Electronics Area Network (BEAN)," SAE
Control," SAE Paper 910718. Paper # 970297.

5. C. Luippini, T Braun, "Class 2: An Introduction to Medium25. SAE J 1567 Chrysler Collision Detection. Document can-
celled in 1994.
Speed Multiplexing," SAE Paper # 920222.
6. Y. Inoue, S. Uehara, K. Maguro, Y. Hirabayashi, "Multiplex26. H. Kopetz, "Fault Management in the Time Triggered Proto-
Systems for Automotive Integrated Control," SAE Paper # col (TTP), SAE Paper# 940140.
930002. 27. H. Kimura, Y. Himono, Y. Matsuda, N. Hiwa, Y. Nobutoki, H.

7. M. Azuma, Y. Takagi, N. Chujo, A. Kawasashi, "Develop- Sakamoto and T. Terada,"The Development of the
ment of A Class C Multiplex Control IC," SAE Paper # Advanced Protocol for Automotive Local Area Multiplexing
930003. Network (Advanced PALMNET)," SAE Paper # 940365.

8. Robert Bosch GmbH, "CAN Specification" Version 2.0 28. M. Ortis, I. Lacrouts-Cazenave and P. Herbault,"Van-The
ISO/TC22/SC3/WG1 document 1992. Optimized Industrial Solution for Vehicle Multiplexing (Vehi-
cle Area Network)," SAE Paper # 920223.
9. Multiplexing and Fibre-optics, SAE International Congress
and Exposition, SP-1012 1994. 29. SAE J 1962Diagnostic Connector.

10. Automotive Multiplexing Technology, SAE International

CONTACT
Congress and Exposition, SP-1070, 1995.
11. Multiplexing Technology,. SAE International Congress andMohsin Jamali received the B.Sc. from the Aligarh Mu
Exposition, SP-1 1371 996. lim University, India in 1975, M.S. from the University
12. Multiplexing SAE SP-1 224., SAE International Congress Saskatchewan, Saskatoon, Canada in 1979 and Ph.D.
and Exposition, 1997. degree from the University of Windsor, Windsor, Canada
13. K. Furuichi, K. Ishida, K. Enomoto, K. Akashi, "An Imple-in 1984. All degrees were in electrical engineering. He is
mentation of Class A Multiplex Application," SAE Paper a professor in the department of electrical engineering
#920230. and computer science at the University of Toledo, Ohio.
He has taught courses in the areas of microcontroller
14. SAE J 1850 SAE Standard Class B Data Communication
based digital systems design, PLCs and automotive elec-
Network Interface.
tronics. His research interests are in application specific
15. SAE J 2411 SAE Recommended Practice-Single Wire hardware design for real time applications.
CAN Network Vehicle Applications. Document under ballot-
419-530-8162, Fax:419-530-8146
ing process.
email: mjamali@uoft02.utoledo.edu
16. SAE J 2284-500 SAE Recommended Practice-High Speed
CAN (HSC) for Vehicle Applications at 500 K bits/s. Docu- ACRONYMS
ment under balloting process.
17. ISO 11898, International Standard Road Vehicles- ABS: Antilock Brake System
ASIC: Application Specific Integrated Circuit
Interchange of digital information-Controller area network
(CAN) for high-speed communication 1993. BEAN: Body Electronics Area Network

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CAN: Controller Area Network NRZ: Non-Return-to Zero
CARB: California Air Resources Board OEM: Original Equipment Manufacturer
CCD: Chrysler Collision Detection PALMNET: Protocol for Automotive Low and Medium
CR: Collision Resolution Speed Network
CSMA: Carrier Sense Multiple Access PWM: Pulse Width Modulation
ECU: Electronic Control Unit STP: Shielded Twisted Pair
EMC: Electromagnetic Compatibility SW: Single Wire
EPA: Environmental Protection Agency SWC: Single Wire CAN
HSC: High Speed CAN TMC: The Maintenance Council of the American
HVAC: Heating, Ventilation and Air Conditioning Trucking Associations
IDB: ITS Data Bus UTP: Unshielded Twisted Pair
ISO: International Standard Organization VAN: Vehicle Area Network
ITS: Intelligent Transportation System VLSI: Very Large Scale Integration
Kbps: Kilo- bits per second VPW: Variable Pulse Width Modulation

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