Automotive Networking

(EC2341-1)

Dr. Bommegowda K. B.
Assistant Professor
Department of Electronics and Communication Engineering

1
 Course Learning Objectives (CLOs)

After studying this Course, the student should be able:

• To understand the requirements and functioning of

networking in Electric Vehicles.

• To understand the functioning of different bus systems.

• To understand variants of Ethernet used in automobiles.

2
 UNIT – I

Introduction:
AUTOSAR Basics, Software Components & Application
Layer. The various networking options, the connected
vehicle: Communication, LIN, SENT.

09 Hours
 UNIT – II

CAN and FlexRay:

CAN: CAN High Speed and CAN Low-Speed Proto cols,
CAN FD, CAN XL, CAN SIC; FlexRay: “Event-triggered” and
“time triggered” aspects, Protocol management, Medium
Access; MOST: The concept of MOST, Physical layer and
medium, Topology, LVDS, and its applications.

15 Hours
 UNIT - III
Variants of Ethernet PHY used in Automobiles:
The variants of Ethernet PHY used in automobiles: 100 M
bit/s Ethernet in automobiles, Automotive Ethernet at 1
Gbit/s, multi-Giga Ethernet in automobiles, Automotive
Ethernet at 10 Mbit/s, Power over Ethernet - PoE IEEE
802.3bu, Deterministic, real-time, and automotive Ethernet.

16 Hours

5
 Course Outcomes (COs)

Explain the significance of AUTOSAR; Discuss LIN &

CO1
SENT Bus networks.
Explain the architecture & application of the CAN bus
CO2
system.
Explain the architecture & application of high-speed
CO3
bus systems used in automotive networking.
CO4 Describe the variants of Ethernet used in automobiles.
Explain the concept of PoE and Deterministic
CO5
automotive ethernet.

6
Text Book:
• Dominique Paret and Hassina Rebaine, “Autonomous and Connected
Vehicles Network Architectures from Legacy Networks to
Automotive Ethernet", Wiley, 2022.

Reference Books:
• Bosch, “ Automotive Handbook", 11th Edition, Wiley, 2022.
• Gilbert Held, “Inter- and intra-vehicle communications", Auerbach
Publications, 2008.

7
8
 Assessment Weightage in Marks

Mid Semester Exam 1 (MSE 1) 20

Mid Semester Exam 2 (MSE 2) 20
Mini Project 10
Total 50

Teaching No. of Full Questions

Course
Unit Name Hours in*
Outcome
MSE1 MSE2 SEE
Introduction
I 9 2 - 2 CO1

CAN and FlexRay

II 15 2 2 3 CO2, CO3
Variants of Ethernet PHY
III 16 - 2 3 CO4, CO5
used in Automobiles

9
 Background

• Automotive networking refers to the interconnected

system within vehicles that facilitates communication
between various electronic components, such as
• Sensors
• Actuators
• Control units

• This technology has evolved significantly to meet the

growing demand for safer, more efficient, and connected
driving experiences.

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1. Historical Context:
Initially, vehicles relied on isolated systems with minimal electronic
communication. With the rise of ECUs, a need for reliable
communication emerged, leading to the development of protocols like
CAN in the 1980s.

2. Key Components:
Electronic Control Units (ECUs):
Mini-computers that manage specific functions, such as braking or
engine control.

Sensors and Actuators:

Devices that gather data (e.g., speed, temperature) and execute actions
based on control unit commands.

Communication Protocols:
Standards enabling seamless data exchange across components.

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3. Importance in Modern Vehicles:
• Automotive networks ensure the integration of advanced technologies
such as ADAS, infotainment, and V2X communication.
• They enhance operational efficiency, safety, and the overall user
experience.

4. Advancements:
• Introduction of high-speed protocols like FlexRay for safety-critical
systems.
• Adoption of Ethernet and wireless technologies to support bandwidth-
intensive applications like autonomous driving and multimedia
streaming.

5. Future Trends:
• Increasing focus on cybersecurity to protect against threats.
• 5G and IoT integration for real-time data sharing and smart vehicle
ecosystems.
• Development of software-defined vehicles that can adapt and update
functionalities over time.
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13
14
 AUTOSAR
[AUTomotive Open Systems Architecture]
• It is a worldwide development partnership of automotive interested
parties founded in 2003.

• It pursues the objective of creating & establishing an open &

standardized software architecture for automotive ECUs.

• Provides a set of specifications that describes basic software modules,

defines application interfaces & builds a common development
methodology based on standardized exchange format.

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 AUTOSAR ensures standardized interfaces for SWCs in
the application layer & application SWC help in
generating simple applications to support the vehicle
functions.
Communication b/w SWC is enabled via specific ports
using a VFB.

▪ Benefits of AUTOSAR
1. More efficient development for all manufacturers.
2. Increased speed of development.
3. Reduced development time for interfaces b/w
vehicle sub-systems.
4. Improved safety through standardization.

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 Scalability

G Transferability of
software

O Safety requirements

A Sustainable utilization of
natural resources
L
Maintainability throughout the
whole Product Life Cycle
S
Collaboration between various
partners
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• AUTOSAR concept is based on modular components with
defined interfaces.

• Working on the development & introduction of an open &

standardised software architecture for the automotive
industry.

• A fundamental concept of AUTOSAR is the separation b/w:

Application &
Infrastructure

• An application in AUTOSAR consists of SWC

interconnected by connectors.

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Fig. 1. Simplified component view / Block diagram of AUTOSAR/ ECU Software architecture
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AUTOSAR Layer Model

Fig. 2. AUTOSAR layered architecture

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Communication of Software Components

• An application in AUTOSAR consists of

interconnected AUTOSAR software components.

• Communication between SWC’s takes place over

two kinds of ports.
➢ Client/Server Ports
➢ Sender/ Receiver Ports
➢ Virtual Functional Bus

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• Client/Server Ports
Where server is a provider of a service & the client is a user
of a service.

• Sender/ Receiver Ports

Where a sender distributes information to one or several
receivers in synch. as well as asynch. environment.

• Virtual Functional Bus

It is the abstraction of the AUTOSAR SWC interconnections
of the entire vehicle.

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Fig. 3. AUTOSAR system design
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 AUTOSAR Methodology
• AUTOSAR requires a common technical approach for
some steps of system development.

• Describes all major steps of the development of a

system, from the system-level configuration to the
generation of an ECU executable.

• It does not prescribe a precise order in which activities

should be carried out.

• It is a work-product flow & it defines the dependencies

of activities on work-products.

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Design steps go from the system-level configuration to the generation of an ECU executable.

Fig. 4. The four main steps of the methodology

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 AUTOSAR Interfaces
• These are used in defining the ports of SWC and/or BSW
modules.

• Through these ports, SWC or BSW modules can

communicate with each other.

• AUTOSAR implements this communication b/w SWC and

BSW modules either locally or via a n/w.

1. AUTOSAR Interface
2. Standardised AUTOSAR Interface
3. Standardised Interface

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Basic Software (BSW) Structure
The layered architecture has been further refined in the
area of Basic Software.

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Around 80 Basic Software modules have been defined (11
main blocks + Complex Drivers).

Fig. 5. Basic software structure

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 Intra & Inter ECU Communication

• During design time of an AUTOSAR application, the VFB is used to

manage the communication b/w the SWC’s.

• VFB is an abstract component i.e., represented by the RTE at the

runtime, & generated uniquely for each ECU in the AUTOSAR s/m.

• The VFB communicates via dedicated ports, which means that the
communication interfaces of the application software must be mapped
to these ports.

• The VFB handles communication both within the individual ECU and
between ECUs.

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Fig. 6. Types of communication between the SWCs
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 Networks and Architecture
a. The various networking options
Today and in coming years, functional architectures
are divided into different in-vehicle networks (IVNs).

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The main tasks entrusted to these subsystems are:
1. Power train management:
combustion engine, hybrid, electric, transmission, and its environment (CAN, CAN FD,
CAN XL, SENT)
2. Chassis management :
suspension, road handling, relations with tires and tire pressure levels (CANx and FlexRay)
3. Vehicle body management: (LIN and CAN)
4. Comfort management:
heating, air conditioning (CAN, CAN FD, and CAN XL)
5. Infotainment management:
audio, video, (D2B, CANx, and later MOST, LVDS, Ethernet)
6. Communications management:
(V2V, V2I, I2V, V2X, 5G)
7. Safety management:
braking, lighting (CAN, CAN FD, CAN XL, and Ethernet)
8. ADAS management:
(CAN, CAN FD, CAN XL)
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CAN - Controlled Area Network
CAN FD - CAN with Flexible Data Rate
CAN XL - CAN with Extended data field Length
CAN HS - CAN High Speed
SENT - Single Edge Nibble Transmission (1 Nibble = 4 bits)
LIN - Local Interconnect Network
D2B - Domestic Digital Bus
MOST - Media Oriented Systems Transport
LVDS - Low-Voltage Differential Signaling
V2V - Vehicle-to-Vehicle
V2I - Vehicle-to-Infrastructure
I2V - Infrastructure-to-Vehicle
V2X - Vehicle-to-Everything
V2P - Vehicle-to-Pedestrian
V2C - Vehicle-to-Cloud
V2D - Vehicle-to-Device
33
All these specific networks, which have their own features

• Bitrates
• lengths
• media types
• topologies
• data collision management
• overlap
• complement one another
• interlink
• constantly exchange data

• an autonomous vehicle system includes vast lengths of wires and

cables of differing types and vast quantities of copper, which
represents an enormous amount of energy consumption, and
therefore pollution.

• Science of vehicle architecture will continue to evolve from day to day,

on the basis of automakers’ sensibilities, technological progress, and
developments in connections.
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Fig. 7. An example of communication network architecture

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 1. Power Train Management
• It refers to the process of controlling the engine, transmission, and
other systems in a vehicle.

Fig. 8. Components in EV Power train

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• Managed by CAN HS / CAN FD / CAN XL networks.

• The data rates of these networks (between 1 and several

Mbit/s) are generally sufficient for these applications.

• Huge numbers of sensors employed are in the environment

of the
engine
sensing temperature
pressure
absolute magnetic position
linear or angular sensors
rotary sensors

• a new development on LIN and its direct competitor.

• Ethernet serves as the global supervisor and vehicle
management system.
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2. Chassis Management

• Chassis – load bearing part of a car's frame.

• It is the horizontal section of the vehicle that connects other
components of the structure together.
• The chassis is a set of mechanical components that make it possible
to transfer power from the drive unit to the wheels.

• Dynamic management of the chassis of the suspension, road

handling, relations between the tire types, their pressure levels and
the suspension system.

• CAN High Speed or FD or XL and FlexRay

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39
40
Functions of an Automotive Chassis

• Weight Distribution
• Absorb and Distribute Crash Energy
• Support Different Car Components
• Balance Car Structure

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3. Vehicle Body Management
• In a vehicle, the surface area/volume covered by the term “body”
often varies.
• It tends to be made up of different zones:

Passenger
Cockpit
compartment

Comfort Infotainment
zone zone

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3 a. Cockpit
• The cockpit normally accommodates the driver, and contains all the
controllers for driving the vehicle.

(steering wheel, indicator controls, accelerator pedal, brakes, etc.).

• It also contains all the on-board instruments that provide the driver with
necessary information.

(speedometer, tachometer, control screens, etc.).

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3 b. Passenger Compartment
• The classic controls that are necessary for the usual “working parts” of a
vehicle (doors, windows, trunk, roof, etc.) and to start and stop the vehicle
(immobilizers, using LF, UHF, HF (NFC), UWB, or other solutions via a mobile
phone).

• In addition, the passenger zone will be enriched with a host of options,

including controls for articulated seats.

• In the passenger zone where the data rates of the controls are medium and
latency is not a highly critical issue.

• The main protocols used - CAN, CAN FD, CAN XL, LIN, and SENT, except for
the purposes of infotainment, which will come through Ethernet.

44
3 c. Comfort Zone
• The controls for the comfort of the cabin (heating, air conditioning,
ventilation, etc.) do not require high data rates, and generally use CAN Low
Speed at 125 kbps or standard CAN FD, and XL at around 500 kbps in some
cases.

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 3 d. Infotainment zone
• An infotainment system in a vehicle provides a combination of entertainment
and information for the occupants. It can include features like:
• Entertainment: Radio, music, videos, and streaming
• Communication: Voice calls, text messages, emails, & social networking
• Navigation: Driving information and navigation tools
• Mobile device mirroring: Mirroring a mobile device's screen on the
vehicle's screen

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4. Communications Management
V2V - Vehicle-to-Vehicle V2I - Vehicle-to-Infrastructure
I2V - Infrastructure-to-Vehicle V2X - Vehicle-to-Everything
V2P - Vehicle-to-Pedestrian V2C - Vehicle-to-Cloud
V2D - Vehicle-to-Device

5. Safety Management & ADAS Management

• Conventionally, by the driver’s direct action.
• Management of the very specific operation of the seatbelt pretensioners and
airbag deployment during a collision. Nowadays, these tasks are often
handled by a specific protocol: PSI5 (peripheral sensor interface).
• Assistance systems varying in complexity, which offer support to the driver
and to the vehicle’s ADASs.

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 The Connected Vehicle
1. Communication 2. Big Data

1.1 Types of Communications

a. in-in
b. in-out
c. in-out-in

1.2 Communication Standards

1.3 V2X

1.4 DSRC/ITS-G5

1.5 3GPP C-V2X & 5G NR C-V2X

48
2. Big Data

• Big data represents a major automakers, OEMs, startups, engineering

firms, IT firms, research labs, and also schools and universities.

• It has become a tool that is capable of modifying the services and

offers of automotive products from one day to the next, combining AI
and computing techniques with data analysis, to handle vast
quantities of heterogeneous data.

• Big-data techniques require new skill sets and organizations to

develop vehicles and associated services in a different way.

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Big-data applications in the automobile sector

• Updating maps and road states.

• Dynamically creating and constructing databases for digital
simulations for the testing phases.
• Support for the associated simulation techniques.
• Statistical analysis of acquired driving experience and projection of
prospective.
• Statistical studies of quality and reliability.
• Summarizing big data produced by measurements.
• Statistical studies of feedback, by text mining as applied to repair
workshops.

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1. Communication

1.1 Types of communications in an automobile

Communications that only take place within the

IN-IN vehicle & are not intended for transmission to
the outside world.

Communications that are designed to be sent

IN-OUT
into the outside world.

Bidirectional exchanges of data between the

IN-OUT-IN
vehicle & the outside world.
51
These communications can also be classified into other
well-known categories:

Vehicle-to- V2V communications are used in safety systems

vehicle with non-line-of-sight (NLOS) transmission.
(V2V)

Apply to a variety of highly interactive

Vehicle-to-
security/safety systems including interactions
infrastruct
with road signs to gain information about the
ure (V2I)
road.

Vehicle-to- Vehicles transmit and receive information

everything about their surroundings, for effective
(V2X) operation.
Vehicle-to-pedestrian (V2P) Vehicle-to-device (V2D)
Vehicle-to-grid (V2G) Vehicle-to-cloud (V2C) 52
These communications can also be classified on the basis
of their connectivity, the technologies used or the market
they serve:

● In terms of connectivity type:

° Dedicated short-range communication (DSRC)
° Cellular connectivity
● In terms of technology type:
° Automated driver assistance
° Intelligent traffic systems
° Emergency vehicle notification
° Passenger information system
° Fleet and asset management
° Parking management system
° Line of sight
° Non-line of sight
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Fig. 9. Example of V2X communications around a connected vehicle

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 1.2 Communication Standards

• There are multiple bodies managing standards in this

domain. The most prominent are the
• ISO (International Organization for Standardization)
• IEEE (Institute of Electrical and Electronics Engineers)
• ETSI (European Telecommunications Standards Institute)
• The ETSI is the main standardization organization in this
field, regulating all 5G technology, ITS (Intelligent
Transport Systems), and Communications Architecture in
the 5.9 GHz frequency band.
55
1.3 V2X (Vehicle-to-Everything)

• As there are increasing numbers of sensors in vehicles, generic V2X

communication offers considerable progress and an improvement in
road safety.
• It allows vehicles to communicate with other vehicles, &
infrastructures. With this technology, vehicles can communicate with
one another.

• 03 main themes are of interest in the automotive market:

• Autonomous and semi-autonomous vehicles need an effective
communication system so they can work properly.
• The increasing problem of road congestion may lead to accidents.
• Automakers need to turn their attention to new functions.
56
Fig. 10. Example of V2X and P2X communication

Fig. 11. Example of V2V communications 57

1.4 DSRC/ITS-G5
• (Dedicated short-range communication / Intelligent Transport
Systems - European standard for vehicular communications)

• DSRC/ITS-G5 is a technology developed between 2005 and 2015,

based on IEEE 802.11p.

• In the absence of any cellular network, DSRC/ITS-G5 allows for

operation on a dedicated channel that offers automatic secure
transmission of critical safety messages between objects, and other
data, in real time.

58
 1.5 3GPP C-V2X
(Third-generation partnership program cellular-based V2X)

• It is the first step in the evolution and adoption of 5G in V2V

communications between vehicles of different makers and different
types.

• In principle, this technology requires the presence and assistance of a

communication network.

• It is an important step in strengthening road safety, keeping traffic

flowing smoothly, and deploying autonomous and connected
vehicles in self-driving mode.

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To encourage C-V2X communications, two parallel
modes of operation are intended

without using a cellular network to allow this type of C-V2X works with
vehicles to communicate with other connections to mobile infrastructures
vehicles such as LTE (4G) and 5G

PC5 interface - direct communication interface LTE - Long Term Evolution

Uu interface - uses the cellular network infrastructure
60
 The Main Functions of 3GPP C-V2X
The main functions of V2X technology are to

• Help maintain public safety

• Help prevent accidents by sharing acquired information
with other drivers via sensors installed on the roads and
in the vehicles
• Make the roads safer
• Improve the driving experience
• Improve fuel efficiency
• Prevent vehicle theft, if the vehicle has good V2X
technology
61
1.5 5G NR C-V2X
(5G New Radio Cellular-based V2X)

• This technology is designed to be used in an intelligent

transport system (ITS), with V2X communications among the
vehicles and their surroundings, through commercial LTE and
5G networks.

• 5G NR offers technical advantages over current networks:

➢ high throughput
➢ long-range
➢ data transport
➢ connecting a larger number of objects and devices
➢ Latency is much lower
➢ provides greater reliability and scalability
62
 Applications of 5G NR C-V2X
• Connected autonomous driving.

• Ubiquitous service access for drivers & passengers.

• Integration of vehicles into smart cities & intelligent transport systems.

• Creation of high-resolution video streaming b/w two vehicles for real-

time information-sharing & alerts.

• Improved “non-line-of-sight” safety (over a distance of around 1.5 km).

• Better knowledge of the surrounding situation, by also directly

communicating with the vehicles around.

• Fuel savings & reduced travel time.

63
 Bus Systems used in Vehicle

1. CAN (Controller Area Network)

2. LIN (Local Interconnect Network)

3. MOST (Media Oriented Systems Transport)

4. SENT (Single Edge Nibble Transmission)

5. Flexray

64
 LIN (Local Interconnect Network)

• It is a local subsystem for supporting the vehicle

network using superordinate CAN networks.

• It is derived from the fact that all ECUs are

located within a demarcated installation space
(e.g. in the door).

• It is suitable for low data rates of up to 20kbps &

is typically limited to a max. of 16 bus subscribers.

65
• The bus subscribers are usually arranged in a linear bus
topology & connected to each other by a single wireline.

Fig. 12. LIN bus with master and slave nodes

• Bus comprises a central ECU, as the master,& the four slaves.

• Master also functions as a gateway to the Chassis CAN, the Body CAN & the
Diagnostics CAN.

66
67
1. Characteristics
Master/slave access control
Deterministic signal transmission
Communication in the form of very short messages
Character-based transmission (UART)
Bit rate max. 20 kbps
Data transfer over an unshielded single wireline
Max. bus length 40 m
Max. no. of nodes 16, typically fewer than 12

68
2. Applications:
Door module with door lock, power-window drive &
door-mirror adjustment

Control of the power-sunroof drive unit

Control of the wiper motor for the windshield wiper
Sensor for rain & light detection
AC system
Headlight electronics
Control of motors for seat adjustment

69
3. Message format

70
LIN message frame is divided into two major parts, namely

• “Message Header" is always transmitted only by the

master node & consists of break, sync (synchronization),
and identifier fields.

•“Message Response" can be transmitted by both the

master and slave nodes & consists of data & checksum
fields.

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Break: Marks the start of frame. It is used to enable all the slaves to listen to the upcoming
parts of the header.

Sync: It allows the slave devices to adjust their internal baud rates to synchronize with the
bus.

Identifier: provides identification for each message & specifies which nodes in the n/w
needs to receive or respond to each transmission.

Response Space: time gap b/w the ID field & the first data byte message response part of
the LIN frame.

Data: Marks the beginning of the message response.

Checksum: LIN bus defines the use of one of two checksum algorithms to calculate the
value in the 8-bit checksum field.
72
 SENT (Single Edge Nibble Transmission)

• It is a point-to-point scheme for transmitting signal values from a

sensor to a vehicle controller.

• It is intended to allow for transmission of high-resolution data with a

low system cost.

• It is a serial bus protocol for single-direction, point-to-point

communications, used to transmit signal data from smart sensors to
an ECU.

• It helps replace analog signaling b/w sensors & microcontrollers.

• It is simpler and less expensive.

• It represents an alternative to CAN Low Speed and LIN.

73
Fig. 13. Relative positions of the different communication protocols
used in the automobile industry

74
1. Hardware
• The SENT protocol is a one-way, asynchronous voltage interface
which requires three wires:

o a signal line (low state < 0.5V, high state > 4.1V)

o a supply voltage line (5V)

o ground line

• SENT uses pulse-width modulation to encode four bits (one

nibble) per symbol.
75
2. SENT Message
• The basic unit of time in SENT is called a tick, where a
tick can be between 3-90μs.

• Each message is preceded by a calibration pulse with a

period of 56 ticks for framing & calibration of tick length.

• After the calibration pulse, each nibble is transmitted with

a fixed-width low signal, followed by a variable-length
high period.

• The low pulse width is 5 (or more) ticks in length, while

the high pulse width can vary, for a total period b/w
falling edges of b/w 12-27 ticks.

76
 Fig. 14. Composition of a SENT message

• SENT carries data over four bits (nibbles/quartets)

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78
• A calibration/synchronization pulse (56 clock ticks)
• A pulse corresponding to a nibble (4 bits) containing status information and
communication (between 12 and 27 clock ticks)
• A sequence of between 1 and 6 data nibbles (each between 12 and 27 clock
ticks), representing the values of the signals that need to be communicated.
• A nibble for the error detection code (between 12 and 27 clock ticks)
• An optional pause pulse – if used, this compensates for the variable duration
of the messages.
79
3. Physical Layer in SENT/SPC (Short PWM Code)

Fig. 15. Physical layer in SENT/SPC

80
• Receiver side (ECU) provides the stabilized 5V to the sensor.

• Receiver i/p is formed by the parasitic capacitance of the i/p pin & its ESD
protection, & the 560Ω/2.2nF EMC LPF to suppress RF noise coupled to the
communication line.

• Open-drain o/p pin on the MCU pulls down the communication line to generate
the Master Trigger pulse.

• Tx provides a bidirectional open-drain I/O pin with an EMC filter to suppress the RF
noise coupled to the communication line.

• Communication line is pulled down by its o/p driver to generate the SENT pulse
sequence
81