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    CAN Bus Tutorial

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    Vincentius Nikim
    The document discusses the Controller Area Network (CAN) bus protocol, which was created by Bosch in the 1980s for use in automobiles. It describes how CAN bus works as a decentralized, multi-master serial bus protocol used for inter-system communication. Key aspects covered include the origins and standards of CAN bus, the network topology, nodes, controllers, transceivers, and communication principles such as broadcasting, arbitration, and short frame lengths for quick transmission.

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    CAN Bus Tutorial

    Uploaded by

    Vincentius Nikim
    347 views8 pages
    The document discusses the Controller Area Network (CAN) bus protocol, which was created by Bosch in the 1980s for use in automobiles. It describes how CAN bus works as a decentralized, multi-master serial bus protocol used for inter-system communication. Key aspects covered include the origins and standards of CAN bus, the network topology, nodes, controllers, transceivers, and communication principles such as broadcasting, arbitration, and short frame lengths for quick transmission.

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    The document discusses the Controller Area Network (CAN) bus protocol, which was created by Bosch in the 1980s for use in automobiles. It describes how CAN bus works as a decentralized, multi-master serial bus protocol used for inter-system communication. Key aspects covered include the origins and standards of CAN bus, the network topology, nodes, controllers, transceivers, and communication principles such as broadcasting, arbitration, and short frame lengths for quick transmission.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    347 views8 pages

    CAN Bus Tutorial

    Uploaded by

    Vincentius Nikim
    The document discusses the Controller Area Network (CAN) bus protocol, which was created by Bosch in the 1980s for use in automobiles. It describes how CAN bus works as a decentralized, multi-master serial bus protocol used for inter-system communication. Key aspects covered include the origins and standards of CAN bus, the network topology, nodes, controllers, transceivers, and communication principles such as broadcasting, arbitration, and short frame lengths for quick transmission.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 8
    At a glance
    Powered by AI
    The key takeaways are that CAN bus was developed in the 1980s by Bosch for automotive applications to allow efficient communication between distributed electronic control units. It has since become an industry standard serial communication protocol.

    CAN bus was developed to address the need for efficient communication between the growing number of electronic control units in automobiles. Existing serial protocols did not meet the requirements, so Bosch developed the CAN bus protocol which is decentralized, fault-tolerant, and supports real-time communications.

    The main ISO standards related to CAN bus are ISO 11898-1 which defines the data link and physical layers, ISO 11898-2 and 11898-3 which cover the physical medium attachment and signaling, and ISO 11898-4 which adds time-triggered communication.

    JC Electronica - CAN bus tutorial

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    The CAN bus protocol. A tutorial (I)


    Abstract
    Author

    Created by BOSCH in the 80's and primarily intended for the automotive industry, Controller Area Network (CAN)
    protocol is becoming an industry standard for inter-system serial communications.
    Joan C. Abelaira

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    JC Electronica - CAN bus tutorial

    Origins of CAN
    Since the late 70's electronics in automobiles has been growing up to the point a medium-segment car manufactured today (2008) can
    contain up to 70 ECUs (Electronic Control Units). As automotive electronic elements are physically distributed and efficient
    communication between them offers a better behaviour of the car' electronics as a whole, communication plays a key role.
    Existing serial protocols like RS232 and their variants (RS422, RS485, etc.), I2C or SPI did not fulfil the automotive requirements.
    Bosch GmbH developed a multi-master serial bus protocol, frame-based (data organization) and message-based (opposite to addressbased architectures), the Controller Area Network or CAN. Released in 1986, first ICs were produced next year. In 1991, CAN
    specification v2.0 was released. In 1994, ISO-11898 standardizes CAN protocol layers 1 and 2 (physical and data link).
    The architecture is designed to support any programming language, such as C and C++. The full benefits of the instruction set may
    require extensions to standard languages, libraries, or the use of assembly language. XMOS has designed XC, a version of C that
    supports I/O, multi-core and precision timing.
    ISO standards of CAN
    There are so far four ISO standards related to CAN (see below). The first one, ISO 11898-1 describes the CAN protocol and just covers
    the Data Link Layer (MAC and LLC) and the Physical Layer (PLS). This is the field of the CAN controller, with hardware-implemented
    functions.

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    Documents ISO 11898-2 and ISO 11898-3 cover the PMA and PMS of Physical Layer, implemented by the transceivers and physical
    bus medium. Two speeds (125 kbps and 1 Mbps) are standard.
    For the MDI sub-layer (physical connector), no standard exists but CiA DS-102 recommends SUB-D9.
    Finally, ISO 11898-4 adds time triggered communication to the event-driven communication defined in ISO 11898-1.
    CAN network, bus and nodes
    A CAN network consists of a number of nodes which are linked via a physical transmission medium (the bus). Typically the topology is
    linear as in the picture below, but a star configuration can be used if necessary.

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    For Electromagnetic Immunity the bus is implemented as a symmetric differential UTP (Unshielded Twisted Pair), with termination
    resistors. Line resistance should be less than 60 m. The maximum data rate is 1 Mbps with a maximum bus length of 40 meters. The
    maximum number of CAN nodes is 32 according to ISO. CAN bus lines are designated as 'high' (CANH) and 'low' (CANL). For high speed
    bus, characteristic bus impedance is 120 and is not specified for low speed.
    Nodes and ECUs (Electronic Control Units) can somehow be seen as interchangeable terms. Primitive ECUs had simple hardware (a
    transceiver and a controller) and software . Current software state-of-the-art includes RTOS (Real-Time Operating System), network
    management functions and error management. As ECU software has become complex a parallel effort has been done to setup a
    standardizing architecture, like AUTOSAR presented below.

    AUTOSAR
    AUTOSAR stands for AUTomotive Open System ARchitecture. It is a reference software architecture for automotive (ECU)
    software developed by a joint of car manufacturers and related companies. The official website is www.autosar.org. Picture below
    describes the software layers under its architecture.

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    A key of AUTOSAR is the RTE (Run Time Environment) that decouples the ECU software components from the network
    management functions. The RTE automatically provides each software component with the required network information.

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    CAN controllers and transceivers


    CAN controller and transceiver form the interface with which the host communicates through the bus. The controller performs the
    communication tasks with the network and interfaces with the host. In some cases there is an optoisolation between the transceiver
    and the controller to protect the ECU from a bus overvoltage.

    The transceiver interfaces the controller (logical signals) to the bus (differential) with a general schematic shown below. If a logical
    '1' is set through TxD, both transistors are cut off and both CANH and CANL voltages are 0,5Vcc via de pull up resistors. If a logical
    '0' is set, CANH voltage raises and CANL lowers thus appearing a differential voltage, detected by all the Receivers in the network.

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    Note that if bus drivers set different logical values, the bus will be in the logical '0' state (CANH > CANL). Therefore the logical '0' is
    called dominant (gains) and the logical '1' recessive (looses). This is used for bus arbitration. High-speed transceivers (up to 1 Mbps)
    are different from Low-speed transceivers (125 kbps). The latter are fault-tolerant and a bus failure of one wire does not lead to a total
    communication failure, therefore being reserved for safety signals. CAN transceivers offer very low EMI and a large common mode
    operating range. For added noise immunity and EMI, common mode chokes (CMC) can be connected to each node (ECU) bus lines.
    CAN communication principles
    For improved reliability in critical applications, CAN bus protocol is decentralized. This means there is no master node and each node
    can access the bus to send messages when it is free. An ECU (node) can fail without severely affecting the network.
    Bus access is also event-driven, that is a node broadcasts a message whenever there is a new data for other nodes. There is no time
    schedule or fixed data rates.
    CAN bus is also said to have a broadcasting scheme, so a message sent by a node is received by all the other nodes in the network.
    Each receiving node selects whether to accept or discard it by the message identifier (MID) included in the frame.
    CAN bus is also quick. Frames are short and last for hundreds of microseconds. So the latency for a node until the bus is free to
    broadcast a message is of that order.

    go to part II
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    JC Electronica - CAN bus tutorial

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