博世公司 CAN V2.0

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CAN的工作原理

CAN的工作原理

CAN的工作原理CAN的工作原理当CAN总线上的一个节点(站)发送数据时,它以报文形式广播给网络中所有节点。

对每个节点来说,无论数据是否是发给自己的,都对其进行接收。

每组报文开头的11位字符为标识符,定义了报文的优先级,这种报文格式称为面向内容的编址方案。

在同一系统中标识符是唯一的,不可能有两个站发送具有相同标识符的报文。

当几个站同时竞争总线读取时,这种配置十分重要。

当一个站要向其它站发送数据时,该站的CPU将要发送的数据和自己的标识符传送给本站的CAN芯片,并处于准备状态;当它收到总线分配时, 转为发送报文状态。

CAN芯片将数据根据协议组织成一定的报文格式发出,这时网上的其它站处于接收状态。

每个处于接收状态的站对接收到的报文进行检测,判断这些报文是否是发给自己的,以确定是否接收它。

由于CAN总线是一种面向内容的编址方案,因此很容易建立高水准的控制系统并灵活地进行配置。

我们可以很容易地在CAN总线中加进一些新站而无需在硬件或软件上进行修改。

当所提供的新站是纯数据接收设备时,数据传输协议不要求独立的部分有物理目的地址。

它允许分布过程同步化,即总线上控制器需要测量数据时,可由网上获得,而无须每个控制器都有自己独立的传感器。

什么是CAN ?CAN,全称为“Controller Area Network”,即控制器局域网,是国际上应用最广泛的现场总线之一。

最初,CAN被设计作为汽车环境中的微控制器通讯,在车载各电子控制装置ECU之间交换信息,形成汽车电子控制网络。

比如:发动机管理系统、变速箱控制器、仪表装备、电子主干系统中,均嵌入CAN控制装置。

一个由CAN 总线构成的单一网络中,理论上可以挂接无数个节点。

实际应用中,节点数目受网络硬件的电气特性所限制。

例如,当使用Philips P82C250作为CAN收发器时,同一网络中允许挂接110个节点。

CAN 可提供高达1Mbit/s的数据传输速率,这使实时控制变得非常容易。

LIN和CAN车载网络介绍

LIN和CAN车载网络介绍

浅谈车载网络为了在提高性能与控制线束数量之间寻求一种有效的解决途径,在20世纪80年代初,出现了一种基于数据网络的车内信息交互方式——车载网络。

车载网络采取基于串行数据总线体系的结构,最早的车载网络是在UART(Universal Asynchronous Receiver/Transmitter)的基础上建立,如通用汽车的E&C、克莱斯勒的CCD等车载网络都是UART在汽车上的应用实例。

由于汽车具有强大的产业背景,随后车载网络由借助通用微处理器/微控制器集成的通用串行数据总线,逐渐过渡到根据汽车具体情况,在微处理器/微控制器中定制专用串行数据总线。

20世纪90年代中期,为了规范车载网络的研究设计与生产应用,美国汽车工程师协会(SAE)下属的汽车网络委员会按照数据传输速率划分把车载网络分为Class A、Class B、Class C三个级别:Class A的数据速率通常低于20Kbps,如LIN,主要用于车门控制、空调、仪表板;Class B的数据速率为10Kbps~125Kbps,如低速CAN(ISO 11898),主要是事件驱动和周期性的传输;Class C的数据速率为125Kbps~1Mbps,如高速CAN(ISO898),主要用于引擎定时、燃料输送、ABS等需要实时传输的周期性参数。

拥有更高传输速率的MOST和FlexRay主要适用于音视频数据流的传输。

目前与汽车动力、底盘和车身密切相关的车载网络主要有CAN、LIN和FlexRay。

从全球车载网络的应用现状来看,通过20多年的发展,CAN已成为目前全球产业化汽车应用车载网络的主流。

CAN,全称为“Controller Area Network”,即控制器局域网,CAN 数据总线又称为CAN—BUS总线,20世纪80年代初由德国Bosch 公司开发,作为一种由ISO定义的串行通讯总线,其通信介质可以是双绞线、同轴电缆或光导纤维。

CAN总线基础知识总结(建议收藏)

CAN总线基础知识总结(建议收藏)

CAN总线基础知识总结(建议收藏)CAN总线基础知识总结一、CAN总线简介1、CAN总线(Controller Area Network,控制器局域网)是由德国BOSCH(博世)公司在1986年为汽车而设计的,它是一种串行通信总线,只需两根线CAN_H和CAN_L。

2、隐性(逻辑1)与显性(逻辑0)的概念:CAN总线在数据传输过程中,实际上传输的是CAN_H和CAN_L 之间的电位差。

CAN_H只能是高电平(3.5V)或悬浮状态(2.5V),CAN_L只能是低电平(1.5V)或悬浮状态(2.5)V,当CAN_H和CAN_L 都为2.5V 时,是隐性,表示逻辑1,当CAN_H为3.5V、CAN_L都为2.5V时,是显性,表示逻辑0。

表示隐性和显性逻辑的能力是CAN总线仲裁方法的基本先决条件,即所有节点都为隐性时,总线才处于隐性状态;只要有一个节点发送了显性,总线就呈现为显性状态。

3、120?电阻:必须在总线的每一节点的CAN_H和CAN_L之间接一个120?左右的电阻,以避免出现信号反射。

4、CAN技术规范CAN2.0A和CAN2.0B:CAN2.0A只有标准帧(标识符(ID)有11位);CAN2.0B除了标准帧,还有扩展帧(标识符(ID)有29位)。

5、CAN的国际标准ISO11898和ISO11519:CAN 协议经ISO 标准化后有ISO11898和ISO11519两种标准,它们对于数据链路层的定义相同,但物理层不同。

ISO11898 是波特率为125kbps-1Mbps 的CAN高速通信标准。

ISO11519 是波特率为125kbps 以下的CAN低速通信标准。

高速通信标准和低速通信标准的硬件规格也不一样,所以需要选用不同的收发器。

在收发器的规格书上都会注明高速通信用还是低速通信用,或者是符合ISO11898标准还是ISO11519标准。

6、CAN总线协议只定义了物理层和数据链路层,要将CAN总线应用于工程项目中必须制定上层的应用协议。

BoschCAN用户手册中文版

BoschCAN用户手册中文版

1. C_CAN用户手册1术语和缩写Terms and AbbreviationsThis document uses the following terms and abbreviations.这个文档使用到以下的术语和缩写。

Term MeaningCAN Controller Area Network控制器局域网BSP Bit Stream Processor位流处理器BTL Bit Timing Logic位时间机制CRC Cyclic Redundancy Check Register循环冗余码校验冗余DLC Data Length Code数据长度编码EML Error Management Logic错误管理机制FSM Finite State Machine有限动作状态TTCAN Time Triggered CAN 时间触发通讯的控制器局域网2. C_CAN用户手册2Functional Description功能简介C_CAN是可以作为单独或集成ASIC一部分的CAN总线模块。

用硬件描述语言描述C_CAN综合到逻辑器件。

它包含CAN内核、消息RAM、消息处理状态机、控制寄存器和模块接口。

CAN内核通信符合CAN协议规范2.0A和2.0B。

在使用中位速率可以编程达到1M/S。

硬件连接物理层需在接收发射器。

在CAN网络中通信,每个消息目标需要设定,接收的消息目标和识别符掩码存储到消息RAM中。

所有关于消息处理是在消息处理状态器中完成。

这些功能包括消息过滤、CAN内核与消息RAM之间的通信和消息发送中断请求并产生中断模块。

C_CAN中的寄存器组可以通过接口模块被外器CPU访问。

这些寄存器用于控制或配置CAN内核和消息处理状态机,并存储到消息RAM。

在C_CAN模块中的接口模块可以定制成适合于用户使用的模块接口。

C_CAN具有以下的功能特性:支持CAN协议怎版本2.0A和版本2.0B位速度达到1M/S32个消息目标(在消息RAM中有32个可以自定义接收或发送的消息目标)每个消息目标有自己的识别符掩码可编程的FIFO模式(消息目标在FIFO中连续存放)可屏蔽中断对于时间触发的CAN应用可以取消自动重传模式在自己测试操作可以设计成循环模式(重复发关这一个消息)兼容摩托罗拉公司HC08的8位单处理模块接口对ARM内核有2个16位的接口模式给AMBA ABB总路线3. C_CAN用户手册3模式结构Block DiagramCAN CoreCAN内核CAN协议控制器和接收与发送移位寄存器完成消息的并行或串行转换Message RAM消息RAN存储消息目标和识别符掩码Registers寄存器所有寄存器用于控制和配置C_CAN模块Message Handler消息状态处理机控制数据在CAN内核接收与发送移位寄存器与消息RAM 之间的传送,也在控制和配置寄存器中产生中断Module Interface模块接口到目前为止,C_CAN模块被分成3种不同的接口。

[博世力士乐] CAN总线

[博世力士乐] CAN总线
27
CAN 2.数据连络层-仲裁(谁允许发送)
仲裁发送冲突
• CAN 采用以以太网为基础 的CSMA/CA的发送模式 ⇒ 多主站 ⇒ 两个报文冲突,则用优先 权裁定,优先权高的先发 送。
CAN Controller M Id = 11001000111 S R
CAN Controller N Id = 1101xxxxxxx
32
• Standard Daisy Chain Cables
• Connection to Machine
• Cable with integr. Termination Resistor
• Opt. Connection to other CAN Devices
33
Command value Time ramps Curve gradient Curve shape
1986年2月: 1992年: 1992年3月: 1993年11月: 1993年: 由BOSCH公司首次提出CAN 奔驰公司首次在汽车上使用CAN 由BOSCH公司牵头成立CiA 由BOSCH公司首次提出CAN2.0 成为ISO11989标准 由BOSCH公司领导的CiA首次 提出CANopen应用层协议
25
CAN 2.数据连络层
DATA-FRAME CAN 1.0 CAN 2.0 INTERFRAME SPACE
11 11 (29) 11 66 11 (29)
00––88bytes bytes
15 15
11 11 11
77
≥3 ≥3
END of Frame ACK Delimiter ACK Slot CONTROL RTR Bit IDENTIFIER START of Frame DATA CRC Delimiter CRC Sequence

汽车can总线协议

汽车can总线协议

汽车can总线协议篇一:史上最全can总线协议规则一、CAN总线简介CAN是控制器局域网络(Controller Area Network,CAN)的简称,是由研发和生产汽车电子产品著称的德国BOSCH 公司开发了的,并最终成为国际标准(ISO11898)。

是国际上应用最广泛的现场总线之一。

在建立之初,CAN总线就定位于汽车内部的现场总线,具有传输速度快、可靠性高、灵活性强等优点。

上世纪90年代CAN总线开始在汽车电子行业内逐步推广,目前已成为汽车电子行业首选的通信协议,并且在医疗设备、工业生产、楼宇设施、交通运输等领域中取得了广泛的应用。

二、CAN总线技术及其规范2.1性能特点(1) 数据通信没有主从之分,任意一个节点可以向任何其他(一个或多个)节点发起数据通信,通信方式灵活,且无需站地址等节点信息;(2) CAN网络上的节点信息分成不停的优先级,可满足不同的实时要求,高优先级节点信息最快可在134μs内得到传输;(3) 采用非破坏性总线仲裁技术,当多个节点同时向总线发送信息时,优先级较低的节点会主动退出发送,而高优先级的节点可不受影响的继续发送数据,从而大大节省了总线冲突仲裁时间。

尤其是在网络负载很重的情况下也不会出现网络瘫痪的情况;(3) 通信距离最远可达10KM(速率低于5Kbps)速率可达到1Mbps(通信距离小于40M);(4) 通信的硬件接口简单,通信线少,传输介质可以是双绞线,同轴电缆或光缆。

CAN总线适用于大数据量短距离通信或者长距离小数据量,实时性要求比较高,多主多从或者各个节点平等的现场中使用。

(5) 采用短帧结构,传输时间短,受干扰概率低,每帧信息都有CRC校验及其他检验措施,数据出错率极低;(6) 节点在严重错误的情况下具有自动关闭输出的功能,以使总线上其他节点的操作不受影响。

(7) CAN总线使用两根信号线上的差分电压传递信号,显性电平可以覆盖隐形电平。

2.2技术规范2.2.1CAN的分层结构图1 CAN的分层结构逻辑链路控制子层(LLC)的功能:为数据传送和远程数据请求提供服务,确认由LLC子层接收的报文实际上已被接收,为恢复管理和通知超载提供信息。

鼎实创新PB-B-CAN2.0A V10 M1 产品及应用手册说明书

鼎实创新PB-B-CAN2.0A V10 M1 产品及应用手册说明书

PROFIBUS到CAN总线桥PB-B-CAN产品及应用手册PB-B-CAN2.0A/V10/M1V 1.0北京鼎实创新科技有限公司关于PROFIBUS-CAN总线桥……该产品是同一种型号PB-B-CAN,2种应用方式:方式0、方式1。

分别记为:PB-B-CAN2.0A/V10/M0、PB-B-CAN2.0A/V10/M1。

M0即为方式0、M1即为方式1。

“方式0”:具有灵活的应用、和强大的功能,适合各种CAN上层协议,但要求使用者在PROFIBUS主站中编写较多的程序。

“方式1”:特别适合不熟悉PROFIBUS主站编程的用户,能完成类似CAN主-从(1带12)的系统模式,适合多种CAN上层协议。

用户只需配置和简单编程即可运行。

方式转换:这2种工作方式可运行于同一个型号产品中,使用PROFIBUS站地址拨码开关最高位SW1来设置。

SW1=0为应用方式0,SW1=1为应用方式1。

注意:转换工作方式必须重新上电。

GSD文件:2种工作方式使用不同的GSD文件。

“方式0”GSD文件:DSCAN100.GSD;“方式1”GSD 文件:DSCAN101.GSD。

手册:2种工作方式分别由2本手册来介绍它们的应用;请注意手册封面上的标记:PB-B-CAN2.0A/V10/M0、PB-B-CAN2.0A/V10/M1;M0即为方式0、M1即为方式1。

关于本手册……本手册包括:产品概述及应用范围、产品安装、产品原理、产品的组态配置方法、通信软件编程、及若干应用实例。

关于PROFIBUS技术方面:用户应具有一般PROFIBUS产品的配置、组态技术基础,如:GSD文件、STEP 7软件应用等。

请读者自行参考有关技术资料。

关于CAN总线技术方面:为阅读方便,特将与本产品有关的CAN总线的技术摘要于本手册中,如读者希望了解更多的CAN总线知识,请另行阅读有关技术资料。

推荐CAN总线技术参考书:《现场总线CAN原理与应用技术》……………….北京航空航天大学出版社…饶运涛等编著《现场总线工业控制网络技术》………………..…..北京航空航天大学出版社…夏继强编著《CAN总线原理和应用系统设计》……………...…北京航空航天大学出版社…邬宽明编著推荐CAN总线技术网站:关于PROFIBUS总线技术网站:、目录第一章:产品概述 (4)一.系列产品概述 (4)⒈产品系列 (4)⒉桥系列产品主要用途 (4)二. PROFIBUS到CAN总线接口 (5)⒈产品特点 (5)2.定制PROFIBUS/CAN专用通信适配器 (5)⒊技术指标: (5)第二章:产品结构、安装、启动 (6)⒈产品布局 (6)⒉安装 (6)3.外形尺寸 (7)4.PROFIBUS接口接插件 (7)⒌ CAN总线接口及安装 (8)⑴ CAN总线接口技术性能 (8)⑵最大的总线线路长度 (8)⑶不同电缆和不同总线节点数量n 的最大总线电缆长度 (8)⑷ CAN接口极性 (9)⑸关于总线终端和拓扑结构 (9)7. 电源 (10)8. 从站地址开关设置SW (10)9. 指示灯 (10)10. 上电步骤及故障排除 (10)第三章:产品通信原理 (12)1. 产品硬件结构 (12)⒉与PROFIBUS系统的连接 (12)⒊ CAN设备通信协议 (13)⑴ CAN总线协议范围 (13)⒋通信数据缓冲区 (15)⑴一对一的简单情况 (15)⑵一对多的情况 (16)5. 通信过程 (18)⑴ CAN发送过程 (18)⑵ CAN接收过程 (18)6. 通信报文格式 (19)⑴ PROFIBUS输入/输出数据区 (19)⑵ PROFIBUS输出数据区与CAN发送数据格式 (20)①控制字(QB1~QB3) (20)② CAN发送标识码 (21)③ CAN发送数据 (22)⑶ PROFIBUS输入数据区与CAN接收数据格式 (22)①状态字(IB1~IB3) (22)② CAN接收报文标识码(IB256~IB257) (24)③ CAN接收数据(IB258~IB265) (24)第四章:PB-B-CAN通信的实例 (26)一.如何在主站中配置PB-B-CAN接口 (26)⒈在HW Config中建立一个S7-300主站 (26)⒉配置从站PB-B-CAN (26)⑴安装GSD文件 (26)⑵配置从站PB-B-CAN (27)⑶配置CAN通信参数 (27)二.在主站中编程通信 (29)例1:连续发送及自动接收CAN数据 (29)第一章:产品概述一.系列产品概述⒈ 产品系列PB-B-CAN 接口(以下有时简称“接口”)是PROFIBUS 总线桥bridge(桥)系列中的产品;本产品手册适合PB-B-CAN 型产品。

CAN2.0B 协议规范

CAN2.0B 协议规范
In order to be compatible with this CAN Specification 2.0 it is required that a CAN implementation be compatible with either Part A orห้องสมุดไป่ตู้Part B.
Note
CAN implementations that are designed according to part A of this or according to previous CAN Specifications, and CAN implementations that are designed according to part B of this specification can communicate with each other as long as it is not made use of the extended format.
This CAN Specification consists of two parts, with
• Part A describing the CAN message format as it is defined in CAN Specification 1.2;
• Part B describing both standard and extended message formats.
ERROR HANDLING...........................................................................23 Error Detection ...................................................................................23 Error Signalling...................................................................................23

CAN简介

CAN简介

CAN总线CAN 是Controller Area Network 的缩写(以下称为CAN),是ISO国际标准化的串行通信协议。

在当前的汽车产业中,出于对安全性、舒适性、方便性、低公害、低成本的要求,各种各样的电子控制系统被开发了出来。

由于这些系统之间通信所用的数据类型及对可靠性的要求不尽相同,由多条总线构成的情况很多,线束的数量也随之增加。

为适应“减少线束的数量”、“通过多个LAN,进行大量数据的高速通信”的需要,1986 年德国电气商博世公司开发出面向汽车的CAN 通信协议。

此后,CAN 通过ISO11898 及ISO11519 进行了标准化,现在在欧洲已是汽车网络的标准协议。

现在,CAN 的高性能和可靠性已被认同,并被广泛地应用于工业自动化、船舶、医疗设备、工业设备等方面。

现场总线是当今自动化领域技术发展的热点之一,被誉为自动化领域的计算机局域网。

它的出现为分布式控制系统实现各节点之间实时、可靠的数据通信提供了强有力的技术支持。

CAN属于现场总线的范畴,它是一种有效支持分布式控制或实时控制的串行通信网络。

较之目前许多RS-485基于R线构建的分布式控制系统而言, 基于CAN总线的分布式控制系统在以下方面具有明显的优越性:首先,CAN控制器工作于多主方式,网络中的各节点都可根据总线访问优先权(取决于报文标识符)采用无损结构的逐位仲裁的方式竞争向总线发送数据,且CAN协议废除了站地址编码,而代之以对通信数据进行编码,这可使不同的节点同时接收到相同的数据,这些特点使得CAN总线构成的网络各节点之间的数据通信实时性强,并且容易构成冗余结构,提高系统的可靠性和系统的灵活性。

而利用RS-485只能构成主从式结构系统,通信方式也只能以主站轮询的方式进行,系统的实时性、可靠性较差;其次,CAN总线通过CAN收发器接口芯片82C250的两个输出端CANH和CANL与物理总线相连,而CANH端的状态只能是高电平或悬浮状态,CANL端只能是低电平或悬浮状态。

DELTA ASDA-A2系列 高性能通讯型伺服驱动器 应用技术手册

DELTA ASDA-A2系列 高性能通讯型伺服驱动器 应用技术手册

如果您在使用上仍有问题,请咨询经销商或者本公司客服中心。
Revision May, 2011
i
序言ASDA-A2 系列
安全注意事项
ASDA-A2 系列为一高解析开放型(Open type)的伺服驱动器,操作时须安装于屏蔽式的控 制箱内。 本驱动器利用精密的反馈控制及结合高速运算能力的数字信号处理器 (Digital Signal PRocessor, DSP),来控制 IGBT 产生精确的电流输出,用来驱动三相永磁式同步交流伺服 电机(PMSM)以达到精准的定位。 ASDA-A2 系列可使用于工业应用场合上,且建议安装于使用手册中的配线(电)箱环境(驱 动器、线材及电机都必须安装于符合 UL 环境等级 1 的安装环境最低要求规格)。 在接收检验、安装、配线、操作、维护及检查时,应随时注意以下安全注意事项。 标志「危险」、「警告」及「禁止」代表的涵义:
主电路配线

请不要将动力线和信号线从同一管道内穿过,也不要将其绑扎在一起。配线时, 请使动力线和信号线相隔 30 厘米(11.8 英寸)以上。 对于信号线、编码器(PG)反馈线,请使用多股绞合线以及多芯绞合整体屏蔽 线。对于配线长度,信号输入线最长为 3 米(9.84 英尺) ,PG 反馈线最长为 20 米(65.62 英尺) 。 即使关闭电源,伺服驱动器内部仍然可能会滞留高电压,请暂时(10 分钟)不 要触摸电源端子。并请确认「CHARGE」指示灯熄灭以后,再进行检查作业。 请不要频繁地开关电源。如果需要连续开关电源时,请控制在一分钟一次以下。
第三章
3.1
配线
周边装置与主电源回路连接............................................................................ 3-1

can协议的国际标准

can协议的国际标准

can协议的国际标准
CAN协议(Controller Area Network)是一种串行通信协议,用于实时控制系统中的数据传输和通信。

CAN协议最早由德国的博世公司开发,现已成为国际标准。

CAN协议的国际标准有以下几个:
1. ISO 11898-1:这是CAN协议的物理层标准,定义了CAN总线
的电气特性、信号电平、传输速率等。

该标准规定了CAN总线的常见
传输速率为1 Mbps、500 Kbps、250 Kbps和125 Kbps。

2. ISO 11898-2:这是CAN协议的高层数据链路层标准,定义了CAN总线上的数据帧格式、错误检测和纠错机制等。

该标准规定了CAN
数据帧的基本格式,包括帧起始标识、帧类型、数据字段、CRC校验等。

3. ISO 11898-3:这是CAN协议的低层物理层标准,定义了CAN
总线上的不同物理传输媒介的特性和接口。

该标准规定了两种常见的
物理层传输媒介:基于双绞线的高速CAN(ISO 11898-2)和基于光纤
的光电隔离CAN(ISO 11992-1)。

4. ISO 16845:这是CAN协议的网络层标准,定义了在CAN总线
上实现分段传输和高带宽需求的扩展功能。

该标准规定了一些扩展数
据帧的格式和使用方式,以支持更高的数据传输速率。

这些国际标准保证了CAN协议的统一性和互通性,使得CAN总线
在工业控制、汽车电子等领域中得到广泛应用。

博世面试题目(3篇)

博世面试题目(3篇)

第1篇一、自我介绍1. 题目:请您做一个简短的自我介绍,包括您的教育背景、工作经历、个人特长等。

解析:这道题目是面试官了解应聘者基本信息的重要环节,通过自我介绍可以初步判断应聘者的综合素质、表达能力等。

建议在准备自我介绍时,突出自己的亮点和与岗位相关的技能。

2. 题目:您为什么选择博世?解析:这道题目考察应聘者对博世公司的了解程度,以及应聘者对自身职业规划的思考。

建议在回答时,结合博世公司的行业地位、企业文化、发展前景等方面,展现自己对博世的认同感和归属感。

二、专业知识与技能1. 题目:请谈谈您对汽车电子领域的了解。

解析:这道题目考察应聘者对汽车电子领域的掌握程度。

建议在回答时,结合实际工作经历,阐述自己对汽车电子技术的认识,如传感器、控制器、执行器等。

2. 题目:请解释一下CAN总线的工作原理。

解析:这道题目考察应聘者对CAN总线技术的掌握程度。

建议在回答时,简要介绍CAN总线的特点、传输速率、通信协议等,并结合实际应用场景进行说明。

3. 题目:请谈谈您在项目中遇到的困难及解决方法。

解析:这道题目考察应聘者的解决问题的能力。

建议在回答时,结合实际工作经历,描述项目中遇到的困难,以及如何通过团队合作、技术攻关等方式解决问题。

4. 题目:请解释一下PID控制算法。

解析:这道题目考察应聘者对PID控制算法的掌握程度。

建议在回答时,简要介绍PID控制算法的原理、参数调整方法等,并结合实际应用场景进行说明。

三、沟通与团队协作1. 题目:请谈谈您在团队合作中的角色和经验。

解析:这道题目考察应聘者的团队协作能力。

建议在回答时,结合实际工作经历,描述自己在团队中的角色、如何与团队成员沟通协作,以及取得的成果。

2. 题目:您认为良好的沟通能力对工作有哪些帮助?解析:这道题目考察应聘者对沟通能力的认识。

建议在回答时,阐述良好的沟通能力在团队协作、解决问题、提升工作效率等方面的作用。

3. 题目:请描述一次您与上级或同事发生分歧的经历,以及您是如何解决的。

can通讯协议标准

can通讯协议标准

CAN(Controller Area Network)通讯协议是一种广泛应用于汽车和工业自动化领域的串行通讯协议。

它是由博世公司(Bosch)在1986年开发的,主要用于解决汽车电子设备之间的通讯问题。

现在,CAN协议已经成为国际标准,并被广泛采用。

CAN协议的主要特点包括:
1. 消息优先级:CAN协议通过消息ID来确定优先级,ID数值越小,优先级越高。

2. 非破坏性仲裁:当多个节点同时发送消息时,通过非破坏性仲裁机制,确保高优先级的消息能够被先传输。

3. 差错检测和处理:CAN协议具有强大的差错检测和处理能力,能够检测到传输过程中的错误,并通过重传机制来确保数据的正确传输。

4. 灵活的数据传输率:CAN协议支持不同的数据传输率,可以根据不同的应用场景来选择合适的传输率。

5. 网络容量:CAN网络支持最多211个节点,可以满足大多数工业和汽车电子系统的需求。

CAN协议的标准主要包括:
1. ISO 11898-1:物理层和数据链路层规范
2. ISO 11898-2:传输层和应用层规范
3. ISO 11898-3:高速CAN规范
4. ISO 11898-4:flexible data-rate CAN
5. ISO 11898-5:时间触发CAN。

CAN总线的特点及J1939协议通信原理

CAN总线的特点及J1939协议通信原理

CAN总线的特点及J1939协议通信原理、内容和使用来源:众多国际知名汽车公司早在20世纪80年代就积极致力于汽车网络技术的研究及使用。

迄今已有多种网络标准,如专门用于货车和客车上的SAE的J1939、德国大众的ABUS、博世的CAN、美国商用机器的AutoCAN、ISO的VAN、马自达的PALMNET等。

在我国的轿车中已基本具有电子控制和网络功能,排放和其他指标达到了一定的要求。

但货车和客车在这方面却远未能满足排放法规的要求。

计划到2006年,北京地区的货车和客车的排放要满足欧Ⅲ标准。

因此,为了满足日益严格的排放法规,载货车和客车中也必须引入计算机及控制技术。

采用控制器局域网和国际公认标准协议J1939来搭建网络,并完成数据传输,以实现汽车内部电子单元的网络化是一种迫切的需要也是必然的发展趋势。

1 CAN总线特点及其发展控制器局域网络(CAN)是德国Robert bosch公司在20世纪80年代初为汽车业开发的一种串行数据通信总线。

CAN是一种很高保密性,有效支持分布式控制或实时控制的串行通信网络。

CAN的使用范围遍及从高速网络到低成本底多线路网络。

在自动化电子领域、发动机控制部件、传感器、抗滑系统等使用中,CAN的位速率可高达1Mbps。

同时,它可以廉价地用于交通运载工具电气系统中,如灯光聚束、电气窗口等,可以替代所需要的硬件连接。

它采用线性总线结构,每个子系统对总线有相同的权利,即为多主工作方式。

CAN网络上任意一个节点可在任何时候向网络上的其他节点发送信息而不分主从。

网络上的节点可分为不通优先级,满足不同的实时要求。

采用非破坏性总线裁决技术,当两个节点(即子系统)同时向网络上传递信息时,优先级低的停止数据发送,而优先级高的节点可不受影响地继续传送数据。

具有点对点、一点对多点及全局广播接收传送数据的功能。

随着CAN在各种领域的使用和推广,对其通信格式的标准化提出了要求。

1991年9月Philips Semiconductors制定并发布了CAN技术规范(Versio 2.0)。

BOSCH_CAN_V20_cn1

BOSCH_CAN_V20_cn1
3.2 发送器/接收器的定义......................................................................................................................... 12 4.报文校验 ................................................................................................................................................... 12 5.编码 ........................................................................................................................................................... 13 6.错误处理 ................................................................................................................................................... 13
因此引入了第二种报文格式(‘扩展格式’)的概念,其定义的地址范围更宽,由 29 位定义。系统设计 者将从考虑定义良好的结构命名方案中得到解放。有的用户不需要由扩展格式提供的识别符范围,可以继 续沿用常规的 11 位识别符范围(‘标准格式’),在这种情况下,可以采用市场上可用的 CAN 仪器,或使 用兼容这两种模式的新控制器类仪器。

现场总线技术文献总结

现场总线技术文献总结

现场总线技术文献总结《现场总线技术文献总结》的范文,篇一:现场总线技术文献综述《现场总线技术》论文题目:论文类型:姓名: 学号: 班级: 论文现场总线技术文献综述文献综述20XX 年 6 月 6 日摘要现场总线(Fieldbus)是指开放式、国际标准化、数字化、相互交换操作的双向传送、连接智能仪表和控制系统的通信网络。

它作为工厂数字通信网络的基础?沟通了生产过程现场及控制设备之间及其与更高控制管理层次之间的联系。

它不仅是一个基层网络?而且还是一种开放式、新型全分布控制系统。

这是一项以智能传感、控制、计算机、数字通讯等技术为主要内容的综合技术?是信息化带动工业化和工业化推动信息化的适用技术?是能应用于各种计算机控制领域的工业总线?因现场总线潜在着巨大的商机?世界范围内的各大公司投入相当大的人力、物力、财力来进行开发研究。

当今现场总线技术一直是国际上各大公司激烈竞争的领域?由于现场总线技术的不断创新?过程控制系统由第四代的 DCS发展至今的 FCS(Fieldbus Control System)系统?已被称为第五代过程控制系统。

而 FCS 和 DCS 的真别在于其现场总线技术。

现总线技术以数字信号取代模拟信号?在 3C(puter 计算机、Control 控、mcenication 通信)技术的基础上?大量现场检测与控制信息就地采集、就地处理、就地使用?范文TOP100许多控制功能从控制室移至现场设备。

由于国际上各大公司在现场总线技术这一领域的竞争?仍未形成一个统一的标准?目前现场总线网络互联都是遵守 OSI 参考模型。

由于现场总线以计算机、微电子、网络通讯技术为基础?这一技术正在从根本上改变控制系统的理念和方法?将极大地推动整个工业领域的技术进步?对工业自动化系统的影响将是积极和深远的。

关键字?CAN总线、LonWorks总线、FF总线AbstractFieldbus (Fieldbus) refers to open,international standardization,digital and mutual exchange operations two-way transmission,connecting intelligent instrument and control system of munication work.It as plant digital munication work,the basis of the production process munication between field and the control equipment with higher control management level and the contact between.It s not only a grass-roots work,but also a kind of open,new whole distribution control system.This is anintelligent sensing,control,puter,digital munication technology as the main contents of the prehensive technology,isbeing an information based society impetus industrialization and the industrialization push the applicable technology,information can be applied to various puter control areas of industrial bus,because of fieldbus potential great opportunities,the worldwide each big panies invest considerable human,material ndfinancial resources to develop research .Today's Fieldbus technology has been international panies petitivefield,because of Fieldbus technology unceasing innovation,process Control System consists of the fourth generation since the DCS development of Fieldbus Control System (FCS) System,has been called the fifth generation process Control System .But the real difference of DCS and FCS in the fieldbus technology.Now bus technology replaced with digital signal analog signals in 3C (puter Control Control,puter,mcenication munication) technology,and on the basis of field test and Control information of in situ Set,in situ treatment and on-the-spot use,many control functions from the control roommoved to site equipment.The big pany becauseinternational in the fieldbus technology this field of petition,still not form an unified standards,currently fieldbus work interconnection abide by the OSI reference model .Because of fieldbus to puters,microelectronics,work munication technology as thefoundation,this technology are fundamentally change control system concepts and methods,will greatly promote the whole industry to progress of technology,industrial automation system,the effect will be positive and far-reaching.Key word: thecan bus,LonWorks fieldbus,FF bus现场总线是安装在生产过程区域的现场设备/仪表与控制室内的自动控制装置/系统之间的一种串行数字式多点双向通信的数据总线。

CAN总线应用简介

CAN总线应用简介

CAN总线应用简介CAN,全称为“Controller Area Network”,即控制器局域网,采用串行通信,是国际上应用最广泛的现场总线之一。

CAN总线最早在1986年由德国Bosch公司最先提出,使用CAN连接发动机控制单元、传感器、防刹车系统等,解决日益复杂的汽车电子装置之间的连线问题,其传输速度可达1Mb/s,能有效地支持具有很高安全等级的分布实时控制。

一、CAN总线技术规范1、CAN通信模型CAN技术规范(CAN-bus规范V2.0版本)的目的是为了在任何两个CAN 仪器之间建立兼容性。

为了兼容CAN2.0,要求CAN的仪器应兼容A部分或B 部分。

CAN-bus规范V2.0版本由两部分组成:(1)A部分在这部分中,CAN的报文格式说明按CAN1.2规范定义。

为了达到设计透明度以及实现柔韧性,CAN被细分为以下层次:对象层、传输层、物理层。

物理层定义不同节点间的信号根据电气属性进行位信息的传输方法。

同一网络内,物理层对于所有的节点必须是相同的。

A部分没有定义物理层,以便允许根据实际应用,对发送媒体和信号电平进行优化。

传输层是CAN协议的核心。

她把接收到的报文提供给对象层,以及接收来自对象层的报文。

传输层负责位定时及同步、报文分帧、仲裁、应答、错误检测和标定、故障界定。

对象层的功能是报文过滤以及状态和报文的处理。

CAN节点的层结构及其开发系统互联模型OSI之间的对应关系如图所示。

(2)B部分B部分包含了报文标准格式和扩展格式的说明。

B部分的目的是定义数据链路层中MAC子层和一小部分LLC子层,以及定义CAN协议于周围各层当中所发挥的作用。

根据ISO/OSI参考模型,CAN被细分为数据链路层和物理层。

CAN总线的层结构及其与开发系统互联模型OSI之间的对应关系如图所示。

物理层定义信号是如何实际地传输的,因此涉及位时间、位编码、同步的解释。

B部分没有定义物理层的驱动器/接收器特性,以便允许根据它们的应用,对发送媒体和信号电平进行优化。

CAN2.0协议规范ppt课件

CAN2.0协议规范ppt课件

单元状态
单元存在的三种状态
错误主动(Error active):“错误主动”的单元可以 正常地参与总线通讯,并在错误被检测到时发出 主动错误标志。
错误被动(Error passive):“错误被动”的单元不 允许发送主动错误标志。“错误被动”的单元参 与总线通讯,在错误被检测到时只发出被动错误 标志。
故障界定
总线单元使用两种错误计数器进行故障界定
发送错误计数(TEC) 接收错误计数(REC)
错误计数规则(共12条规则)
节点发送时产生错误,将导致TEC加8; 节点成功发送1帧报文后,TEC将减1 ,直到0 ; 节点接收时检测到错误,将导致REC加8; 节点成功接收1帧报文后,REC将减1,直到0; …………………
21 23
10 12 14 S16 18 S20 22
错误检测机制
进行检测错误,采取以下措施:
监视(对发送位的电平与被监控的总线电平进行 比较)
循环冗余检查 位填充 报文格式检查
错误检测机制
错误检测的机制具有以下的属性:
检测到所有的全局错误 检测到发送器所有的局部错误 可以检测到报文里多达5 个任意分布的错误 检测到报文里长度低于15(位)的突发性错误 检测到报文里任一奇数个的错误
recessive
标准数据帧结构
RTR=0
RTR-bit(Remote-TransimissionRequest)
Delimiter Bits
dominant
1 11 1 6
0…8*8
15
Message Identifier
Data Field CRC
Arbitration
Control Field
CAN-bus 2.0A/B规范

CAN总线的缺陷

CAN总线的缺陷

CAN总线由博世公司于1987年开发,1993年成为标准,在近23年的时间里获得了巨大的成功,逐渐替代了其它相近的总线,2001年的节点采用量已超过1亿。

但是,曾经力推CAN总线的厂商,如宝马、博世、飞利浦等,目前都开始支持新的总线。

对于推动新总线研究的原因,X-By-Wire的发展是一方面,但从根本上讲,消费者的安全需求才是最重要的原因。

根据新闻报道:在CAN的发源地德国,2005年汽车抛锚事故中有35%是电子装置引起的。

因此,电子控制系统及其通信系统的可靠性是一个敏感的问题,即使没有采用X-By-Wire,仍然使用常规的液压气动机构,也需要一种更为可靠的新总线来代替CAN。

车内通信有两个最基本的要求:一是数据内容正确;二是通信及时,序列一致。

对这两点,CAN总线中均有所设计,但仍存在着不一致性、不可预测性、信道出错堵塞等漏洞。

1)不一致性CAN总线中有一个著名的Last-But-One-Bit错误。

CAN总线2.0A在信息认证(Message Validation)中规定:发送器验错的范围可覆盖到帧结束,如果发现错误,以后就按优先权和状态的规定重发;接收器验错的范围覆盖到帧结束的前一位。

因此,如果由于空间干扰、电源波动等原因,对于帧的倒数第二位,一部分节点A认为无错,一部分节点B认为有错,即出现了所谓的Byzantine错误。

这时,根据EOF应该是7个隐性位,节点B认为这是一种形式错误,所以就会启动错误帧,通知发送器重发,同时丢弃收到的帧。

而认为没错的节点A由于只查到倒数第二位,因此就会接收此帧。

如果在发送器例行的下一次发送前B通知的重发成功,A就会收到重复帧;如果重发不成功,B就丢了一帧。

在转向和制动系统中,4个轮子对命令的不同理解,可能造成性能的下降或其他更严重的后果。

2)不可预测性CAN总线将节点状态分为Error Active、Error Passive和Bus Off 三种,这三种状态在一定条件下可以互相转换。

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BOSCHCAN SpecificationVersion 2.01991, Robert Bosch GmbH, Postfach 30 02 40, D-70442 StuttgartBOSCHROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 Stuttgart Sep. 1991 page 1RecitalThe acceptance and introduction of serial communication to more and more applications has led to requirements that the assignment of message identifiers to communication functions be standardized for certain applications. These applications can be realized with CAN more comfortably, if the address range that originally has been defined by 11 identifier bits is enlargedTherefore a second message format (’extended format’) is introduced that provides a larger address range defined by 29 bits. This will relieve the system designer from compromises with respect to defining well-structured naming schemes. Users of CAN who do not need the identifier range offered by the extended format, can rely on the conventional 11 bit identifier range (’standard format’) further on. In this case they can make use of the CAN implementations that are already available on the market, or of new controllers that implement both formats.In order to distinguish standard and extended format the first reserved bit of the CAN message format, as it is defined in CAN Specification 1.2, is used. This is done in such a way that the message format in CAN Specification 1.2 is equivalent to the standard format and therefore is still valid. Furthermore, the extended format has been defined so that messages in standard format and extended format can coexist within the same network.This CAN Specification consists of two parts, with•Part A describing the CAN message format as it is defined in CAN Specification 1.2;•Part B describing both standard and extended message formats.In order to be compatible with this CAN Specification 2.0 it is required that a CAN implementation be compatible with either Part A or Part B.NoteCAN implementations that are designed according to part A of this or according to previous CAN Specifications, and CAN implementations that are designed according to part B of this specification can communicate with each other as long as it is not made use of the extended format.CAN Specification 2.0PART ABOSCHROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartSep. 1991 Part A - page 31INTRODUCTION (4)2BASIC CONCEPTS (5)3MESSAGE TRANSFER (10)3.1Frame Types (10)3.1.1DATA FRAME (10)3.1.2REMOTE FRAME (15)3.1.3ERROR FRAME (16)3.1.4OVERLOAD FRAME (17)3.1.5INTERFRAME SPACING (18)3.2Definition of TRANSMITTER/RECEIVER (20)4MESSAGE VALIDATION (21)5CODING (22)6ERROR HANDLING (23)6.1Error Detection (23)6.2Error Signalling (23)7FAULT CONFINEMENT (24)8BIT TIMING REQUIREMENTS (27)9INCREASING CAN OSCILLATOR TOLERANCE (31)9.1Protocol Modifications (31)ContentsBOSCHROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartSep. 1991 Part A - page 41 INTRODUCTIONThe Controller Area Network (CAN) is a serial communications protocol which efficiently supports distributed realtime control with a very high level of security.Its domain of application ranges from high speed networks to low cost multiplex wiring. In automotive electronics, engine control units, sensors, anti-skid-systems, etc. are connected using CAN with bitrates up to 1 Mbit/s. At the same time it is cost effective to build into vehicle body electronics, e.g. lamp clusters, electric windows etc. to replace the wiring harness otherwise required.The intention of this specification is to achieve compatibility between any two CAN implementations. Compatibility, however, has different aspects regarding e.g. electrical features and the interpretation of data to be transferred. To achieve design transparency and implementation flexibility CAN has been subdivided into different layers.•the (CAN-) object layer•the (CAN-) transfer layer•the physical layerThe object layer and the transfer layer comprise all services and functions of the data link layer defined by the ISO/OSI model. The scope of the object layer includes •finding which messages are to be transmitted•deciding which messages received by the transfer layer are actually to be used,•providing an interface to the application layer related hardware.There is much freedom in defining object handling. The scope of the transfer layer mainly is the transfer protocol, i.e. controlling the framing, performing arbitration, error checking, error signalling and fault confinement. Within the transfer layer it is decided whether the bus is free for starting a new transmission or whether a reception is just starting. Also some general features of the bit timing are regarded as part of the transfer layer. It is in the nature of the transfer layer that there is no freedom for modifications.The scope of the physical layer is the actual transfer of the bits between the different nodes with respect to all electrical properties. Within one network the physical layer, of course, has to be the same for all nodes. There may be, however, much freedom in selecting a physical layer.The scope of this specification is to define the transfer layer and the consequences of the CAN protocol on the surrounding layers.Introduction2 BASIC CONCEPTSCAN has the following properties•prioritization of messages•guarantee of latency times•configuration flexibility•multicast reception with time synchronization•system wide data consistency•multimaster•error detection and signalling•automatic retransmission of corrupted messages as soon as the bus is idle again •distinction between temporary errors and permanent failures of nodes and autonomous switching off of defect nodesLayered Structure of a CAN NodeApplication LayerObject Layer- Message Filtering- Message and Status HandlingTransfer Layer- Fault Confinement- Error Detection and Signalling- Message Validation- Acknowledgment- Arbitration- Message Framing- Transfer Rate and TimingPhysical Layer- Signal Level and Bit Representation- Transmission MediumROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 Stuttgart•The Physical Layer defines how signals are actually transmitted. Within this specification the physical layer is not defined so as to allow transmission medium and signal level implementations to be optimized for their application.•The Transfer Layer represents the kernel of the CAN protocol. It presents messages received to the object layer and accepts messages to be transmitted from the object layer. The transfer layer is responsible for bit timing andsynchronization, message framing, arbitration, acknowledgment, error detection and signalling, and fault confinement.•The Object Layer is concerned with message filtering as well as status and message handling.The scope of this specification is to define the transfer layer and the consequences of the CAN protocol on the surrounding layers.MessagesInformation on the bus is sent in fixed format messages of different but limited length (see section 3: Message Transfer). When the bus is free any connected unit may start to transmit a new message.Information RoutingIn CAN systems a CAN node does not make use of any information about the system configuration (e.g. station addresses). This has several important consequences.System Flexibility: Nodes can be added to the CAN network without requiring any change in the software or hardware of any node and application layer.Message Routing: The content of a message is named by an IDENTIFIER. The IDENTIFIER does not indicate the destination of the message, but describes the meaning of the data, so that all nodes in the network are able to decide by MESSAGE FILTERING whether the data is to be acted upon by them or not.Multicast: As a consequence of the concept of MESSAGE FILTERING any number of nodes can receive and simultaneously act upon the same message.Data Consistency: Within a CAN network it is guaranteed that a message is simultaneously accepted either by all nodes or by no node. Thus data consistency of a system is achieved by the concepts of multicast and by error handling.ROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartBit rateThe speed of CAN may be different in different systems. However, in a given system the bitrate is uniform and fixed.PrioritiesThe IDENTIFIER defines a static message priority during bus access.Remote Data RequestBy sending a REMOTE FRAME a node requiring data may request another node to send the corresponding DATA FRAME. The DATA FRAME and the corresponding REMOTE FRAME are named by the same IDENTIFIER.MultimasterWhen the bus is free any unit may start to transmit a message. The unit with the message of higher priority to be transmitted gains bus access.ArbitrationWhenever the bus is free, any unit may start to transmit a message. If 2 or more units start transmitting messages at the same time, the bus access conflict is resolved by bitwise arbitration using the IDENTIFIER. The mechanism of arbitration guarantees that neither information nor time is lost. If a DATA FRAME and a REMOTE FRAME with the same IDENTIFIER are initiated at the same time, the DATA FRAME prevails over the REMOTE FRAME. During arbitration every transmitter compares the level of the bit transmitted with the level that is monitored on the bus. If these levels are equal the unit may continue to send. When a ’recessive’ level is sent and a ’dominant’ level is monitored (see Bus Values), the unit has lost arbitration and must withdraw without sending one more bit.SafetyIn order to achieve the utmost safety of data transfer, powerful measures for error detection, signalling and self-checking are implemented in every CAN node.Error DetectionFor detecting errors the following measures have been taken:- Monitoring (transmitters compare the bit levels to be transmitted with the bit levels detected on the bus)- Cyclic Redundancy Check- Bit Stuffing- Message Frame CheckROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartPerformance of Error DetectionThe error detection mechanisms have the following properties:- all global errors are detected.- all local errors at transmitters are detected.- up to 5 randomly distributed errors in a message are detected.- burst errors of length less than 15 in a message are detected.- errors of any odd number in a message are detected.Total residual error probability for undetected corrupted messages: less thanmessage error rate * 4.7 * 10-11.Error Signalling and Recovery TimeCorrupted messages are flagged by any node detecting an error. Such messages are aborted and will be retransmitted automatically. The recovery time from detecting an error until the start of the next message is at most 29 bit times, if there is no further error.Fault ConfinementCAN nodes are able to distinguish short disturbances from permanent failures. Defective nodes are switched off.ConnectionsThe CAN serial communication link is a bus to which a number of units may be connected. This number has no theoretical limit. Practically the total number of units will be limited by delay times and/or electrical loads on the bus line.Single ChannelThe bus consists of a single channel that carries bits. From this data resynchronization information can be derived. The way in which this channel is implemented is not fixed in this specification. E.g. single wire (plus ground), two differential wires, optical fibres, etc.Bus valuesThe bus can have one of two complementary logical values: ’dominant’ or ’recessive’. During simultaneous transmission of ’dominant’ and ’recessive’ bits, the resulting bus value will be ’dominant’. For example, in case of a wired-AND implementation of the bus, the ’dominant’ level would be represented by a logical ’0’ and the ’recessive’ level by a logical ’1’. Physical states (e.g. electrical voltage, light) that represent the logical levels are not given in this specification.ROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartAcknowledgmentAll receivers check the consistency of the message being received and will acknowledge a consistent message and flag an inconsistent message.Sleep Mode / Wake-upTo reduce the system’s power consumption, a CAN-device may be set into sleep mode without any internal activity and with disconnected bus drivers. The sleep mode is finished with a wake-up by any bus activity or by internal conditions of the system. On wake-up, the internal activity is restarted, although the transfer layer will be waiting for the system’s oscillator to stabilize and it will then wait until it has synchronized itself to the bus activity (by checking for eleven consecutive ’recessive’ bits), before the bus drivers are set to "on-bus" again.In order to wake up other nodes of the system, which are in sleep-mode, a special wake-up message with the dedicated, lowest possible IDENTIFIER (rrr rrrd rrrr; r =’recessive’ d = ’dominant’) may be used.ROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 Stuttgart3 MESSAGE TRANSFER3.1 Frame TypesMessage transfer is manifested and controlled by four different frame types:A DATA FRAME carries data from a transmitter to the receivers.A REMOTE FRAME is transmitted by a bus unit to request the transmission of the DATA FRAME with the same IDENTIFIER.An ERROR FRAME is transmitted by any unit on detecting a bus error.An OVERLOAD FRAME is used to provide for an extra delay between the preceding and the succeeding DATA or REMOTE FRAMEs.DATA FRAMEs and REMOTE FRAMEs are separated from preceding frames by an INTERFRAME SPACE.3.1.1 DATA FRAMEA DATA FRAME is composed of seven different bit fields:START OF FRAME, ARBITRATION FIELD, CONTROL FIELD, DATA FIELD, CRC FIELD, ACK FIELD, END OF FRAME. The DATA FIELD can be of length zero.Interframe Space InterframeSpaceStart of FrameArbitration FieldControl FieldData FieldCRC FieldACK FieldEnd of Frameor Overload FrameDATA FRAMEROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartSTART OF FRAMEmarks the beginning of DATA FRAMES and REMOTE FRAMEs. It consists of a single ’dominant’ bit.A station is only allowed to start transmission when the bus is idle (see BUS IDLE). All stations have to synchronize to the leading edge caused by START OF FRAME (see ’HARD SYNCHRONIZATION’) of the station starting transmission first.ARBITRATION FIELDThe ARBITRATION FIELD consists of the IDENTIFIER and the RTR-BIT.IDENTIFIERThe IDENTIFIER’s length is 11 bits. These bits are transmitted in the order from ID-10to ID-0. The least significant bit is ID-0. The 7 most significant bits (ID-10 - ID-4) must not be all ’recessive’.RTR BITRemote Transmission Request BITIn DATA FRAMEs the RTR BIT has to be ’dominant’. Within a REMOTE FRAME the RTR BIT has to be ’recessive’.CONTROL FIELDThe CONTROL FIELD consists of six bits. It includes the DATA LENGTH CODE and two bits reserved for future expansion. The reserved bits have to be sent ’dominant’.Receivers accept ’dominant’ and ’recessive’ bits in all combinations.DATA LENGTH CODEThe number of bytes in the DATA FIELD is indicated by the DATA LENGTH CODE.This DATA LENGTH CODE is 4 bits wide and is transmitted within the CONTROL FIELD.Interframe Space Start of FrameIdentifierRTR BitControl FieldARBITRATION FIELDROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartCoding of the number of data bytes by the DATA LENGTH CODE abbreviations:d ’dominant’r ’recessive’DATA FRAME: admissible numbers of data bytes: {0,1,....,7,8}.Other values may not be used.r1r0DLC3DLC2DLC1DLC0or CRC FieldArbitration FieldData Field CONTROL FIELDData Length Codereserved bits012345678d d d d d d d d rd d d d r r r r dd d r r d d r r dd r d r d r d r dDLC3DLC2DLC1DLC0Number of DataBytesData Length CodeROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartDATA FIELDThe DATA FIELD consists of the data to be transferred within a DATA FRAME. It can contain from 0 to 8 bytes, which each contain 8 bits which are transferred MSB first.CRC FIELDcontains the CRC SEQUENCE followed by a CRC DELIMITER.CRC SEQUENCEThe frame check sequence is derived from a cyclic redundancy code best suited for frames with bit counts less than 127 bits (BCH Code).In order to carry out the CRC calculation the polynomial to be divided is defined as the polynomial, the coefficients of which are given by the destuffed bit stream consisting of START OF FRAME, ARBITRATION FIELD, CONTROL FIELD, DATA FIELD (if present) and, for the 15 lowest coefficients, by 0. This polynomial is divided (the coefficients are calculated modulo-2) by the generator-polynomial:X 15 + X 14 + X 10 + X 8 + X 7 + X 4 + X 3 + 1.The remainder of this polynomial division is the CRC SEQUENCE transmitted over the bus. In order to implement this function, a 15 bit shift register CRC_RG(14:0) can be used. If NXTBIT denotes the next bit of the bit stream, given by the destuffed bit sequence from START OF FRAME until the end of the DATA FIELD, the CRC SEQUENCE is calculated as follows:CRC_RG = 0;// initialize shift register REPEATCRCNXT = NXTBIT EXOR CRC_RG(14);CRC_RG(14:1) = CRC_RG(13:0);// shift left by CRC_RG(0) = 0;// 1 positionData or Control FieldCRC SequenceCRC DelimiterAck FieldCRC FIELDROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartIF CRCNXT THENCRC_RG(14:0) = CRC_RG(14:0) EXOR (4599hex);ENDIFUNTIL (CRC SEQUENCE starts or there is an ERROR condition)After the transmission / reception of the last bit of the DATA FIELD, CRC_RG contains the CRC sequence.CRC DELIMITERThe CRC SEQUENCE is followed by the CRC DELIMITER which consists of a single ’recessive’ bit.ACK FIELDThe ACK FIELD is two bits long and contains the ACK SLOT and the ACK DELIMITER.In the ACK FIELD the transmitting station sends two ’recessive’ bits.A RECEIVER which has received a valid message correctly, reports this to the TRANSMITTER by sending a ’dominant’ bit during the ACK SLOT (it sends ’ACK’).ACK SLOTAll stations having received the matching CRC SEQUENCE report this within the ACK SLOT by superscribing the ’recessive’ bit of the TRANSMITTER by a ’dominant’ bit.ACK DELIMITERThe ACK DELIMITER is the second bit of the ACK FIELD and has to be a ’recessive’bit. As a consequence, the ACK SLOT is surrounded by two ’recessive’ bits (CRC DELIMITER, ACK DELIMITER).END OF FRAMEEach DATA FRAME and REMOTE FRAME is delimited by a flag sequence consisting of seven ’recessive’ bits.CRC FieldACK SlotACK DelimiterEnd of FrameACK FIELDROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 Stuttgart3.1.2 REMOTE FRAMEA station acting as a RECEIVER for certain data can initiate the transmission of the respective data by its source node by sending a REMOTE FRAME.A REMOTE FRAME is composed of six different bit fields:START OF FRAME, ARBITRATION FIELD, CONTROL FIELD, CRC FIELD, ACK FIELD, END OF FRAME.Contrary to DATA FRAMEs, the RTR bit of REMOTE FRAMEs is ’recessive’. There is no DATA FIELD, independent of the values of the DATA LENGTH CODE which may be signed any value within the admissible range 0...8. The value is the DATA LENGTH CODE of the corresponding DATA FRAME.The polarity of the RTR bit indicates whether a transmitted frame is a DATA FRAME (RTR bit ’dominant’) or a REMOTE FRAME (RTR bit ’recessive’).Inter SpaceInter Space Start of FrameArbitration FieldControl FieldCRC FieldACK FieldEnd of Frameor Overload FrameREMOTE FRAMEFrame FrameROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 Stuttgart3.1.3 ERROR FRAMEThe ERROR FRAME consists of two different fields. The first field is given by the superposition of ERROR FLAGs contributed from different stations. The following second field is the ERROR DELIMITER.In order to terminate an ERROR FRAME correctly, an ’error passive’ node may need the bus to be ’bus idle’ for at least 3 bit times (if there is a local error at an ’error passive’ receiver). Therefore the bus should not be loaded to 100%.ERROR FLAGThere are 2 forms of an ERROR FLAG: an ACTIVE ERROR FLAG and a PASSIVE ERROR FLAG.1.The ACTIVE ERROR FLAG consists of six consecutive ’dominant’ bits.2.The PASSIVE ERROR FLAG consists of six consecutive ’recessive’ bits unless it is overwritten by ’dominant’ bits from other nodes.An ’error active’ station detecting an error condition signals this by transmission of an ACTIVE ERROR FLAG. The ERROR FLAG’s form violates the law of bit stuffing (see CODING) applied to all fields from START OF FRAME to CRC DELIMITER or destroys the fixed form ACK FIELD or END OF FRAME field. As a consequence, all other stations detect an error condition and on their part start transmission of an ERROR FLAG. So the sequence of ’dominant’ bits which actually can be monitored on the bus results from a superposition of different ERROR FLAGs transmitted by individual stations. The total length of this sequence varies between a minimum of six and a maximum of twelve bits.An ’error passive’ station detecting an error condition tries to signal this by transmission of a PASSIVE ERROR FLAG. The ’error passive’ station waits for six consecutive bitsData FrameError FlagError DelimiterInterframe Space or ERROR FRAMEOverload Framesuperposition of Error FlagsROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 Stuttgartof equal polarity, beginning at the start of the PASSIVE ERROR FLAG. The PASSIVE ERROR FLAG is complete when these 6 equal bits have been detected.ERROR DELIMITERThe ERROR DELIMITER consists of eight ’recessive’ bits.After transmission of an ERROR FLAG each station sends ’recessive’ bits and monitors the bus until it detects a ’recessive’ bit. Afterwards it starts transmitting seven more ’recessive’ bits.3.1.4 OVERLOAD FRAMEThe OVERLOAD FRAME contains the two bit fields OVERLOAD FLAG and OVERLOAD DELIMITER.There are two kinds of OVERLOAD conditions, which both lead to the transmission of an OVERLOAD FLAG:1.The internal conditions of a receiver, which requires a delay of the next DATA FRAME or REMOTE FRAME.2.Detection of a ’dominant’ bit during INTERMISSION.The start of an OVERLOAD FRAME due to OVERLOAD condition 1 is only allowed to be started at the first bit time of an expected INTERMISSION, whereas OVERLOAD FRAMEs due to OVERLOAD condition 2 start one bit after detecting the ’dominant’ bit.At most two OVERLOAD FRAMEs may be generated to delay the next DATA or REMOTE FRAME.End of Frame or Overload Overload DelimiterInter Space or OVERLOAD FRAMEOverload Framesuperposition of Overload FlagsFlagFrame Error Delimiter or Overload DelimiterOVERLOAD FLAGconsists of six ’dominant’ bits. The overall form corresponds to that of the ACTIVE ERROR FLAG.The OVERLOAD FLAG’s form destroys the fixed form of the INTERMISSION field. As a consequence, all other stations also detect an OVERLOAD condition and on their part start transmission of an OVERLOAD FLAG. (In case that there is a ’dominant’ bit detected during the 3rd bit of INTERMISSION locally at some node, the other nodes will not interpret the OVERLOAD FLAG correctly, but interpret the first of these six ’dominant’ bits as START OF FRAME. The sixth ’dominant’ bit violates the rule of bit stuffing causing an error condition).OVERLOAD DELIMITERconsists of eight ’recessive’ bits.The OVERLOAD DELIMITER is of the same form as the ERROR DELIMITER. After transmission of an OVERLOAD FLAG the station monitors the bus until it detects a transition from a ’dominant’ to a ’recessive’ bit. At this point of time every bus station has finished sending its OVERLOAD FLAG and all stations start transmission of seven more ’recessive’ bits in coincidence.3.1.5 INTERFRAME SPACINGDATA FRAMEs and REMOTE FRAMEs are separated from preceding frames whatever type they are (DATA FRAME, REMOTE FRAME, ERROR FRAME, OVERLOAD FRAME) by a bit field called INTERFRAME SPACE. In contrast, OVERLOAD FRAMEs and ERROR FRAMEs are not preceded by an INTERFRAME SPACE and multiple OVERLOAD FRAMEs are not separated by an INTERFRAME SPACE.INTERFRAME SPACEcontains the bit fields INTERMISSION and BUS IDLE and, for ’error passive’ stations, which have been TRANSMITTER of the previous message, SUSPEND TRANSMISSION.ROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartBOSCHROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 StuttgartSep. 1991Part A - page 19For stations which are not ’error passive’ or have been RECEIVER of the previous message:For ’error passive’ stations which have been TRANSMITTER of the previous message:INTERMISSIONconsists of three ’recessive’ bits.During INTERMISSION no station is allowed to start transmission of a DATA FRAME or REMOTE FRAME. The only action to be taken is signalling an OVERLOAD condition.BUS IDLEThe period of BUS IDLE may be of arbitrary length. The bus is recognized to be free and any station having something to transmit can access the bus. A message, which is pending for transmission during the transmission of another message, is started in the first bit following INTERMISSION.The detection of a ’dominant’ bit on the bus is interpreted as a START OF FRAME.SUSPEND TRANSMISSIONAfter an ’error passive’ station has transmitted a message, it sends eight ’recessive’bits following INTERMISSION, before starting to transmit a further message or recognizing the bus to be idle. If meanwhile a transmission (caused by another station)starts, the station will become receiver of this message.FrameBus IdleINTERFRAME SPACEIntermission FrameFrameBus IdleINTERFRAME SPACEIntermissionFrameSuspend TransmissionInterframe SpaceBOSCHROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 Stuttgart Sep. 1991Part A - page 20 3.2 Definition of TRANSMITTER / RECEIVERTRANSMITTERA unit originating a message is called “TRANSMITTER” of that message. The unit stays TRANSMITTER until the bus is idle or the unit loses ARBITRATION.RECEIVERA unit is called “RECEIVER” of a message, if it is not TRANSMITTER of that message and the bus is not idle.Transmitter / ReceiverBOSCHROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 Stuttgart Sep. 1991Part A - page 21 4 MESSAGE VALIDATIONThe point of time at which a message is taken to be valid, is different for the transmitter and the receivers of the message.Transmitter:The message is valid for the transmitter, if there is no error until the end of END OF FRAME. If a message is corrupted, retransmission will follow automatically and according to prioritization. In order to be able to compete for bus access with other messages, retransmission has to start as soon as the bus is idle.Receivers:The message is valid for the receivers, if there is no error until the last but one bit of END OF FRAME.Message Validation5 CODINGBIT STREAM CODINGThe frame segments START OF FRAME, ARBITRATION FIELD, CONTROL FIELD, DATA FIELD and CRC SEQUENCE are coded by the method of bit stuffing. Whenever a transmitter detects five consecutive bits of identical value in the bit stream to be transmitted it automatically inserts a complementary bit in the actual transmitted bit stream.The remaining bit fields of the DATA FRAME or REMOTE FRAME (CRC DELIMITER, ACK FIELD, and END OF FRAME) are of fixed form and not stuffed. The ERROR FRAME and the OVERLOAD FRAME are of fixed form as well and not coded by the method of bit stuffing.The bit stream in a message is coded according to the Non-Return-to-Zero (NRZ) method. This means that during the total bit time the generated bit level is either ’dominant’ or ’recessive’.ROBERT BOSCH GmbH, Postfach 30 02 40, D-70442 Stuttgart。

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