The battle for automotive application standards highlights the competitive advantage of LIN

Automotive electronics heating: When Calvin Manufacturing (now Motorola) introduced car radios in the 1930s, few people could see its future. This type of radio has been the only in-vehicle electronic component for many years. The infotainment system in today's cars is just one of many electronic control systems: there are as many as 80 electronic control units (ECUs) in modern cars today (see Figure 1). The automotive electronics component market has naturally maintained its growth momentum, with a market capitalization of $18.5 billion by 2018.

In the early years, the car used an independent electronic system. It quickly became clear that there was a need for a mechanism to support communication between systems. This not only spawned networks such as serial communication channels (buses) that can coordinate various electronic systems, but also promoted overall functional improvements in automobiles.

The battle for automotive application standards highlights the advantages of LIN

Figure 1: Multiple in-vehicle electronic systems

Car network:

In 1983, Bosch began to develop the Controller Area Network (CAN) bus, and in 1986 officially released the relevant agreement. There are currently many different car bus standards, but CAN is still the most popular standard. In a CAN network, all nodes (from different ECUs) act as masters (ie, there is no master-slave topology) and do not assign specific addresses. Instead, the message carries the identifier.

At a given time, multiple nodes can simultaneously send data to the CAN bus. The message identifier is then used to help determine the priority of the message. The highest priority message causes the CAN bus to enter the dominant state, while all other nodes stop transmitting. These nodes are actually transceivers that, in addition to sending messages, can look up specific messages from the bus based on specific functions. Therefore, information flow occurs between different nodes connected to the CAN bus.

Since CAN performs many error checks such as padding errors, bit errors, checksum errors, error frames, and response errors, it has high reliability. CAN supports data transfer rates of up to 1 Mbps, making it the default choice for connecting key ECUs (eg gearboxes, temperature sensors, etc.).

Why choose LIN?

However, the role of automotive electronics is not limited to these key units. The body electronics market has been growing for many years. Typical body control applications include seats, windows, smart wipers, and automotive air conditioning sensors. The key requirement for body electronics is to ensure that the car is more comfortable and safer. Although these systems may not require the same high security as critical ECUs, they still require certain automotive network communication standards.

The different network systems and types required for them are classified as follows:

- Conventional body and powertrain applications use protocols with real-time features, primarily requiring CAN;

- Multimedia applications require higher bandwidth and speed, and even require wireless connectivity. The network used includes Bluetooth, MOST or Firewire;

- Safety critical applications require a reliable and fault tolerant protocol. Time-triggered CAN (TT-CAN) and FlexRay are typical networks used by them;

- Smart sensors and actuators in seats, windows, wipers, and even some complex ECUs have lower communication requirements. These applications are typically addressed using a custom OEM protocol that does not require a CAN or FlexRay interface for communication.

For the last category of applications, OEMs use their own protocols, so OEM suppliers face different challenges in designing different systems without standards, such as complexity and cost. Therefore, different car manufacturers jointly established the LIN Alliance in the late 1990s. The Alliance finally implemented the networking standard for such systems in 2002, which is called LIN.

LIN vs. CAN:

The cost of implementing CAN is much higher than implementing LIN. Factors that contribute to higher CAN costs include:

- each node in the CAN network requires a clock generator or crystal;

- The chip level of CAN is more complicated to implement

- Dual line transmission.

Most importantly, the entire expensive architecture is extravagant for applications that do not require high reliability and high data rates.

These various deficiencies have contributed to the growing demand for LIN networks. The role of the LIN bus is to complement, not replace, the CAN bus. It is a low-cost serial communication protocol that supports remote and non-critical applications in automotive networks. Unlike CAN, LIN uses a master-slave topology. Such networks typically contain one master node and up to 16 slave nodes. All communication is initiated by the master node. Since all nodes are clocked by the master node, only the master node requires a precision clock. This is one of the reasons why LIN costs are lower than CAN (all nodes in CAN require a crystal or precision clock generator).

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