SAE J2057-4-2001 Class A Multiplexing Architecture Strategies.pdf
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1、SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefr
2、om, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. TO PLACE A DOCUMENT ORDER: +1 (724) 776-4970 FAX: +1 (724) 776-0790 SAE WEB ADDRESS h
3、ttp:/www.sae.org Copyright 2001 Society of Automotive Engineers, Inc. All rights reserved.Printed in U.S.A. SURFACE VEHICLE 400 Commonwealth Drive, Warrendale, PA 15096-0001 INFORMATION REPORT J2057-4 REAF. AUG2001 Issued1993-06 Reaffirmed2001-08 Superseding J2057-4 JUN1993 Class A Multiplexing Arch
4、itecture Strategies ForewordThis Document has not been changed other than to put it into the new SAE Technical Standards Board Format. Definitions have changed to Section 3. All other section numbers have changed accordingly. There are generally three classes of multiplex application requirements wi
5、thin the vehicle. To cover these applications two prevalent multiplex architecture strategies have developed. The most popular is the Single Network Architecture. This architectural strategy sizes the network hardware to meet the requirements of the highest level application while maintaining the ca
6、pability, where possible, of handling the lowest level application. The second strategy, Multiple Network Architecture, is to develop as many types of specialized network hardware components as required to efficiently handle each application and then gateway them together to have only one diagnostic
7、 service port. These two differing strategies are studied in detail and presented in this SAE Information Report. TABLE OF CONTENTS 1.Scope. 2 1.1Three Classes Multiplex Networks. 2 2.References. 2 2.1Applicable Publication 2 2.2Related Publications. 2 3.Definitions.3 4.Multilex Wiring System Archit
8、ecture Strategies3 4.1Multiple Network Architecture Background.3 4.2Single Network Architecture Background. 5 5.Role of Class A Multiplexing. 6 5.1Other Driving Forces 6 5.2Example Class A Systems .6 6.Proposed Vehicle Architecture 8 6.1Engine Compartment Node 10 6.2Door Nodes10 6.3General Node Conc
9、erns. 10 6.4Multiple Network Architecture. 11 SAE J2057-4 Reaffirmed AUG2001 -2- 7.Requirements for Class A Sensors & Actuators 13 8.Summary and Conclusions .13 8.1Advantages and Disadvantages 13 Appendix A 14 1.ScopeThe subject matter contained within this SAE Information Report is set forth by the
10、 Class A Task Force of the Vehicle Network for Multiplexing and Data Communications (Multiplex) Committee as information the network system designer should consider. The Task Force realizes that the information contained in this report may be somewhat controversial and a consensus throughout the ind
11、ustry does not exist at this time. The Task Force also intends that the analysis set forth in this document is for sharing information and encouraging debate on the benefits of utilizing a multiple network architecture. 1.1Three Classes Multiplex NetworksThe Vehicle Network for Multiplexing and Data
12、 Communications (Multiplex) Committee has defined three classes of vehicle data communication networks. 1.1.1CLASS ALow-Speed Body Wiring and Control Functions, e.g., Control of Exterior Lamps 1.1.2CLASS BData Communications, i.e., Sharing of Vehicle Parametric Data 1.1.3CLASS CHigh-Speed Real Time
13、Control, e.g., High-Speed Link for Distributed Processing 1.1.4INTERREALTIONSHIP OF CLASSES A, B, AND CThe Class B Network is intended to be a functional superset of the Class A Network. That is, the Class B Bus must be capable of communications that would perform all of the functions of a Class A B
14、us. This feature protects the use of the same bus for all Class A and Class B functions or an alternate configuration of both buses with a “gateway” device. In a similar manner, the Class C Bus is intended as a functional superset of the Class B Bus. 2.References 2.1Applicable PublicationsThe follow
15、ing publications form a part of the specification to the extent specified herein. Unless otherwise indicated, the latest revision of SAE publications shall apply. 2.1.1SAE PUBLICATIONSAvailable from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001. SAE J1850Class B Data Communication Network I
16、nterface SAE J2057-1Class A Application/Definition SAE J2058Chrysler Sensor and Control (CSC) Bus Multiplexing for Class A Applications SAE J2178-1-2-3-4Class B Data Communication Network Messages 2.2Related PublicationsThe following publications are provided for information purposes only and are no
17、t a required part of this document. Thomas R. Wrobleski, “A Multiplexed Automotive Sensor System,” Sensors Magazine dated February 1989, Volume 6, No. 2 Thomas R. Wrobleski, “A CSC Bus Multiplexing Technique for Sensors and Actuators Which Allows Common Vehicle Electronic Control Modules,” Paper #89
18、123, 20th International Symposium on Automotive Technology and Automation, Florence, Italy, May 1989 SAE J2057-4 Reaffirmed AUG2001 -3- 3.Definitions 3.1Event-basedThe attribute of transmission of data on a manually triggered event or on change of parametric value. 3.2Event-drivenThe attribute of ev
19、ent-based network protocol. 3.3Response-Type MessagesMessages that require Acknowledgement. 3.4T-tapA splice in a wiring harness forming a “T” connection. Sometimes this configuration is associated with automated insulation displacement type connection at a connector. 3.5Time-basedThe attributes of
20、repetitive parametric data in a Class B Multiplex Network. 4.Multiplex Wiring System Architecture StrategiesIt is a well-known fact that the cost of electronics is decreasing. More functions can now be integrated into fewer modules. The availability of Class B multiplexing now avails the automotive
21、system designer with many new architecture partitioning options. The availability of customer-specific ICs to accomplish a function at a substantially lower cost is becoming a reality. On the other side of the equation is rising wiring and labor costs. Vehicle manufacturers have, in some instances,
22、gone to off-shore or other countries to offset these labor-intensive assembly costs. However, the growth in size and complexity of wiring harnesses causes an ever-increasing investment in assembly facilities that overshadows these cost-containment efforts. These basic trends are projected to apply i
23、n the future and become our base assumptions. 4.1Multiple Network Architecture BackgroundInitially, the Vehicle Network for Multiplexing and Data Communications Committee recognized the three different requirements for vehicle networking. A chart of these three vehicle multiplex networking typical c
24、haracteristics is shown in Figure 1. This chart was presented late in 1986 to the SAE Truck and Bus Committee as the state of consensus by the Multiplexing Committee. The chart shown in Figure 1 does not mean that three networks are needed to cover the multiplexing requirements, but that there are t
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