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Showing posts with label automotive. Show all posts
Showing posts with label automotive. Show all posts

22 August 2022

Physical-Layer Collision Avoidance in 10Base-T1S Automotive Ethernet

Fig.1, 10Base-T1S PLCA cycle. If there is no data traffic (top), only BEACONs are seen on the bus.  Data from a node (bottom) will expand the time between two BEACONs.
Fig.1, 10Base-T1S PLCA cycle. If there is no data
traffic (top), only BEACONs are seen on the bus. 
Data from a node (bottom) will expand the time
between two BEACONs.
10Base-T1S (IEEE 802.cg) is a variant of Automotive Ethernet  that supports half-duplex and full-duplex communication, allowing either a point-to-point direct connection between two nodes, or use of a multidrop topology with up-to-eight nodes connected on a single 25 m bus segment.

Multidrop cabling of one bus line provides options to extend and scale with fewer physical wires and less weight than point-to-point topologies. With minimum connector space at the ECU, the bus line can be expanded simply by adding sensor units. A bus line with additional sensor units for ultrasonic and short-range radar is an example of how multidrop cabling can be scaled.  

Among the main objectives of the 10Base-T1S PHY layer are reconciliation of transmissions from a variety of mediums, ensuring cooperative behavior by the nodes on a multidrop bus. One way it does this is through the use of Physical-Layer Collision Avoidance (PLCA) technology to minimize dead time and avoid collisions. In this post, we'll describe the workings of PLCA and in a future post, how you can debug PLCA timing issues using an oscilloscope with the 10Base-T1S TDME software.

22 November 2021

What Is Differential Manchester Encoding?

Figure 1. Differential Manchester encoding is based on the presence or absence of a transition, whereas Manchester  encoding relies on the polarity of the transition.
Figure 1. Differential Manchester encoding is based on the
presence or absence of a transition, whereas Manchester 
encoding relies on the polarity of the transition.
Differential Manchester Encoding (DME) is an example of a differential, bi-phase encoding technology. DME is specified in the IEEE 802.5 standard for Token Ring local area network (LAN) topology. 

Manchester is categorized as bi-phase encoding because the signal is checked twice every bit interval, also called self-clocking. Each check is one “tick”, each bit interval equals two ticks of the clock. This removes the need for the separate clock signal that is required for Non-Return to Zero (NRZ) encoding. Instead, data and clock signals are combined into a single, two-level, self-synchronizing data stream. The clock can be "extracted" by measuring the timing of the edges.

Figure 2. In Manchester encoding, the polarity of the transition that occurs mid-interval determines the logic.
Figure 2. In Manchester encoding, the polarity of the
transition that occurs mid-interval determines the logic.
In Manchester encoding, we see a digital modulation scheme where voltage transitions rather than voltage levels are used to represent 1s and 0s. In IEEE 802.3 Manchester, a high-to-low transition occurring in the middle of the bit interval represents logical 0, while a low-to-high transition represents logical 1 (the G.E. Thomas variant reverses this logic). Significant transitions always occur in the middle of the bit interval to ensure clock synchronization. Transitions at the start of a period are only used to reset the polarity to achieve the proper transition for the next bit. This increases error detection capabilities, compared to NRZ, but also increases the bandwidth needed to transmit the signal at the same data rate, making it a better candidate for short-distance applications.

Figure 3. Even inverted, DME signals result in same logic.
Figure 3. Even inverted, DME signals result in same logic.
The most prominent feature that distinguishes DME from classic Manchester encoding is that, in DME only the presence or absence of a transition during the bit interval is important, not the polarity. The presence of a transition represents a logical 0, while the absence of a transition represents a logical 1. Whether the signal goes line-high or line-low depends simply on its state the previous bit interval. This increases bit rate at lower bandwidths, because one bit is guaranteed to occur every interval. It also helps with data recovery in noisy environments, like automotive, because DME allows for a data stream to be inverted, yet still be properly decoded, unlike classic Manchester where the polarity is significant. 

DME is used for 10Base-T1S Automotive Ethernet, a short-distance, low-bandwidth application with either a point-to-point or bus topology up to 25 m. 

Teledyne LeCroy offers QualiPHY compliance test solutions for 10Base-T1S, including a QPHY-10Base-T1-TDR option that automates all required MDI S-parameter tests using the WavePulser 40iX.

14 June 2021

Automotive Ethernet in the Vehicle

Figure 1 Block diagram of a typical ADAS system showing the in-vehicle networks used.
Figure 1 Block diagram of a typical ADAS system
showing the in-vehicle networks used.
As all Automotive Ethernet technologies utilize a single twisted-pair cable (T1) and a point-to-point network topology, they differ primarily in their data rates and encoding methods. For the most part, the data rate determines the applications for which a particular Automotive Ethernet standard can be used. If we take the case of an automatic driver assistance system (ADAS), we can see where each Automotive Ethernet variant might best be used to replace existing automotive protocols. 

(Click on any figure to enlarge the image.)

08 June 2021

Fundamentals of Automotive Ethernet

Figure 1: Automotive Ethernet is designed to support increasingly complex vehicle electronic systems.
Figure 1: Automotive Ethernet is designed to support
increasingly complex vehicle electronic systems.
When we speak of “Automotive Ethernet”, we’re referring to a group of Ethernet interfaces intended for in-vehicle use, customized to meet the needs of the automotive industry. The first Automotive Ethernet standard was defined by Broadcom in 2011 with BroadR-Reach. Since then, IEEE has released standards for 100Base-T1, 1000Base-T1, 10Base-T1S and most recently MultiGBase-T1. Together, these standards define the general technology known as Automotive Ethernet.

Probably the first question you ask is, “Why not just use standard Ethernet?” A summary of the fundamental features of Automotive Ethernet will show how much better Automotive Ethernet is than standard Ethernet at meeting the industry’s demand for a higher speed, robust, lightweight and lower cost data interface, one that can ultimately replace the many other protocols currently used throughout the vehicle.

28 April 2021

Debugging Automotive Ethernet Transmitter Output Droop

Everyone manufacturing devices used for Automotive Ethernet knows what compliance limits they must meet, based on the electrical test specification, but it is not always obvious where to look for the source of the problem when a compliance test fails. We'll provide more Automotive Ethernet debugging tips in future posts, but here is one that arose from a reader's question: namely, why the 45% limit on output droop for 100Base-T1, and what might cause the problem?
Figure 1: Automotive Ethernet electrical testing is performed at the transmitter connector and is largely governed by channel/connector recommendations.  Between the transmitter and the connector is a Low-Pass Filter and a Common Mode Choke both affecting signal droop.
Figure 1: Automotive Ethernet electrical testing is performed at the transmitter connector and is largely governed by channel/connector recommendations.  Between the transmitter and the connector is a Low-Pass Filter and a Common Mode Choke both affecting signal droop.

27 July 2020

Fundamentals of 100Base-T1 Ethernet

100Base-T1 toplogy
100Base-T1 Topology
The term Automotive Ethernet can be used to refer to any Ethernet-based network for in-vehicle electrical systems. It encompasses 100Base-T1, as well as several other variants/speeds of Ethernet (e.g., 10Base-T1, 1000Base-T1). Here, we’ll describe 100 Mb/s Automotive Ethernet as defined by the IEEE in its 802.3bp specification, which is nearly identical to Broadcom’s variant, BroadR-Reach.

20 July 2020

What Is SENT SPC?


Decoding of SENT SPC frames showing Master Trigge Pulse.
SENT SPC interrogation mechanism showing 
MTP preceding standard SENT frame.
Single Edge Nibble Transmission protocol, more commonly known as SENT (SAE J2716 JAN201604), has long been used by the Automotive industry to report low-speed sensor data to the Engine Control Unit (ECU). SENT was developed because the environment in a car was too noisy to transmit high resolution (10- or 12-bit) sensor data vertically on a 5 V bus. Instead, sensor signals are transmitted as a series of pulses, with data measured by falling-edge to falling-edge times. Information lies within the width of the pulses. Later specifications of SENT introduced Fast and Slow Channels to designate different streams of information carried within the same messages.

04 April 2018

Debugging the IoT

Chances are you're already using the IoT in various ways
Figure 1: Chances are you're already
using the IoT in various ways
By now, we're all familiar with the phrase "Internet of Things" (IoT); some of you may be directly involved with that concept on some level as a designer/technologist. Here, we'll begin a series of posts on the IoT with some broad discussion of what it's all about, and then segue into how oscilloscopes and related hardware/software are among the best tools available for design and debug of IoT-related devices.

24 October 2017

Automotive Ethernet Compliance: Test Equipment Requirements

The TF-ENET-B Ethernet test fixture offers all necessary interconnects for compliance test
Figure 1: The TF-ENET-B Ethernet
test fixture offers all necessary
interconnects for compliance test
Having completed an exhaustive tour of the Automotive Ethernet compliance tests, we would be remiss if we didn't offer our take on the test equipment required for the job. Let's look at what the needs would be in terms of the oscilloscope itself as well as the necessary ancillary equipment, test fixture, probes, and cables. We'll conclude with a short discussion of automated compliance software.

17 October 2017

Automotive Ethernet Compliance: Tests in Detail (Part IV)

The specified pass/fail mask for the  transmitter power spectral density test
Figure 1: The specified pass/fail mask for the
transmitter power spectral density test
We've been making our way through a detailed accounting of the compliance tests for Automotive Ethernet, and in our last post, we covered the distortion test. Now we'll wrap up the tour of the compliance test suite with the test of transmitter power spectral density.

12 October 2017

Automotive Ethernet Compliance: Tests in Detail (Part III)

This depicts the setup for the Automotive Ethernet transmitter distortion test
Figure 1: This depicts the setup for the Automotive
Ethernet transmitter distortion test
Among the compliance tests specified for Automotive Ethernet in the 100Base-T1 spec, none is more complex to set up than the test for transmitter distortion. As with the transmitter timing slave jitter test described in an earlier post, it requires access to the DUT's transmit clock (TX_TCLK).

19 September 2017

Automotive Ethernet Compliance: Tests in Detail (Part II)

Figure 1: Testing transmitter timing master jitter entails creating a track of TIE measurements
Figure 1: Testing transmitter timing master jitter
entails creating a track of TIE measurements
We've begun our deep dive into the subject of Automotive Ethernet compliance testing. In our last post, we covered the first two of seven tests: maximum transmitter output droop and transmitter clock frequency. Let's now look at transmitter timing jitter in master and slave modes.

13 September 2017

Automotive Ethernet Compliance: Tests in Detail (Part I)

Maximum transmitter output droop should not exceed the specified maximum of 45%
Figure 1: Maximum transmitter output droop should not
exceed the specified maximum of 45%
We've looked in past posts at the basics of Automotive Ethernet compliance test, the five test modes, and an overview of the test setup. Now it's time to begin examining the physical-layer electrical tests in detail. As we've mentioned, there are a total of seven of these tests (six for BroadR-Reach and 100Base-T1 and one for the latter only).

08 September 2017

Automotive Ethernet Compliance: Test Setup Overview

Typical test setup for Automotive Ethernet PMA compliance test
Figure 1: Typical test setup for Automotive Ethernet
PMA compliance test
Our last post, an overview of the five test modes for Automotive Ethernet electrical compliance testing, prepared us for a deeper look at the compliance tests themselves. But before diving into details on the differential electrical compliance tests for Automotive Ethernet, be it BroadR-Reach or 100Base-T1, it might be helpful to take a look at the setup for this endeavor.

30 August 2017

Automotive Ethernet Compliance: The Five Test Modes

Automotive Ethernet electrical compliance test is defined at the connector of the transmitter
Figure 1:Automotive Ethernet electrical compliance test
is defined at the connector of the transmitter
Following up on our introduction to Automotive Ethernet compliance testing, let's move on to an overview of the five test modes that comprise the compliance test suite for the 100Base-T1 protocol. The test modes allow for a common pattern to test stressful conditions across all devices. Testing in this fashion offers the best possible odds for achieving true interoperability.

24 August 2017

Introduction to Automotive Ethernet Compliance Testing

As with most any networking scheme, Automotive Ethernet is subject to standardization to ensure that the various components of a given system reliably pass signals among themselves. Where there is a standard for a protocol, there must also be testing for compliance with that standard. This will be the first in a series of posts detailing compliance test of the Physical Media Attachment (PMA) aspect of the Automotive Ethernet standard.

29 June 2017

Distinguishing BroadR-Reach and 100Base-T1

BroadR-Reach provides full-duplex operation over a single twisted pair of wires
Figure 1: BroadR-Reach provides full-duplex operation
over a single twisted pair of wires
The world of Automotive Ethernet can be a little confusing in that there are two dominant specifications that serve the application space: BroadR-Reach and 100Base-T1. Both are explicitly intended for automotive use and there's quite a bit of overlap between them. In this installment, we'll look a little more closely at BroadR-Reach applications and also explain the differences between it and 100Base-T1.

27 June 2017

The Basics of Automotive Ethernet Testing

Automotive Ethernet PHY test requires 1-GHz bandwidth and 2-GS/s sample rate minimum
Figure 1: Automotive Ethernet
PHY test requires 1-GHz bandwidth
and 2-GS/s sample rate minimum
Now that we've discussed what Automotive Ethernet is all about, discussed its benefits, and dug deeper into BroadR-Reach, the next topic for discussion is an overview of testing for the protocol and the equipment requirements to test the physical layer.

19 June 2017

Why Automotive Ethernet?

The MOST infotainment protocol offers a higher aggregate bandwidth than Automotive Ethernet, but its 150-Mb/s bandwidth is shared across the network
Figure 1: The MOST infotainment protocol offers a higher
aggregate bandwidth than Automotive Ethernet, but its 150-Mb/s
bandwidth is shared across the network
In recent posts, we've been reviewing the subject of Automotive Ethernet in general and the BroadR-Reach protocol in particular. In today's installment, let's look at some of the benefits of using the protocol while comparing it to some other protocols that see usage in the automotive environment.

14 June 2017

Fundamentals of the BroadR-Reach Protocol

BroadR-Reach delivers bandwidth of 100 Mb/s
Figure 1: BroadR-Reach
delivers bandwidth of
100 Mb/s
The burgeoning complexity of vehicular networks, the resultant high bandwidth demands, and the harshness of the automotive environment have driven the development of what we know today as Automotive Ethernet. Our last post began an overview of Automotive Ethernet technology, focusing on the physical/mechanical constraints and industry trends that influenced the protocol's development. Next, let's look more closely at the BroadR-Reach protocol.