OSI Layers in Automotive Networks

OSI Layers in Automotive Networks

2013-03-20

IEEE 802.1 Plenary Meeting - Orlando

Aboubacar Diarra, Robert Bosch GmbH

1 2013-03-20 - IEEE 802.1 Plenary Meeting - Orlando

 OSI Layers in Automotive Networks

Outline

OSI Reference Model

Simplified generic Architecture for Automotive Serial Busses
Basic Automotive E/E Architecture
Automotive Bus Systems in the OSI Model
Ethernet Impact on Automotive Bus Layering

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 OSI Layers in Automotive Networks

OSI Reference Model

ECU 1 ECU 2
Application A
Data Application B

Application Protocol
7 Application 7 Application

6 Presentation 3 relevant Layers for 6 Presentation

5 Session Automotive Control Data 5 Session

Communication with Area
4 Transport Busses: Layers 1, 2 and 7 4 Transport

3 Network 3 Network
Communication Protocol
2 Data Link 2 Data Link
Bit Transmission Protocol
1 Physical 1 Physical

Transmission Medium

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 OSI Layers in Automotive Networks

Simplified generic Architecture for Automotive

Serial Busses

Bus Node Bus Node

Application Application Layer 7

Communication Communication

Communication Communication
Controller Communication Protocol Controller Layer 1, 2

Transceiver Physical Layer Definition Transceiver

Layer 1

BUS

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 OSI Layers in Automotive Networks

Basic Automotive E/E Architecture

Diagnosis
over CAN
Layer 4 *
Central
Gateway

CAN FlexRay

MOST
LIN
High
speed
CAN

Layer 1, 2, 4* Layer 1, 2, 4* Layer 1, 2, 4* Layer 1 to 7

* Layer 4 is used in this case for Diagnosis Services

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 OSI Layers in Automotive Networks

Automotive Bus Systems in the OSI Model:

Example of the CAN Bus
7 Application
6 Presentation
5 Session
Logical Link Control (LLC)
Acceptance Filtering
Overload Notification
Recovery Management
Medium Access control(MAC)
Data Encapsulation/Decapsulation
Frame Coding
Error Detection/Signaling/Handling

4 Transport
Physical Signaling (PLS)
3 Network Bit Encoding/Decoding
Bit Time Synchronization
2 Data Link Physical Medium attachment(PMA)
Driver/Receiver Characteristics
Media Dependant Interface(MDI)
1 Physical Connectors

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 OSI Layers in Automotive Networks

Automotive Bus Systems in the OSI Model:

Example of the FlexRay Bus

7 Application
Logical Link Control (LLC)
6 Presentation Protocol Operation Control
Medium Access control(MAC)
Message Framing
5 Session
Communication Cycle

4 Transport
Physical Signaling (PLS)
3 Network Bit Encoding/Decoding
Bit Time Synchronization
2 Data Link Physical Medium attachment(PMA)
Driver/Receiver Characteristics
Media Dependant Interface(MDI)
1 Physical Connectors

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 OSI Layers in Automotive Networks

Automotive Bus Systems in the OSI Model:

Example of the MOST Bus

7 Application Application Programming Interface

6 Presentation Netservices Layer 2
5 Session

4 Transport
Netservices Layer 1
3 Network

2 Data Link MOST Transceiver

1 Physical Electrical PHY, FOTs Connectors and Plastic Fiber

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 OSI Layers in Automotive Networks

Ethernet Impact on Automotive Bus Layering:

Example of On-Board Communication *
Remark:
Central Layer 3 and 4 can be
Gateway solicited for Car2X
Communication
Applications.

Switch

CAN FlexRay

LIN
High
speed
CAN
Ethernet

Layer 2
* Excepted On-Board Diagnosis (OBD)
which needs a Layer 4 support

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 OSI Layers in Automotive Networks

Ethernet Impact on Automotive Bus Layering:

Example of Off-Board Communication
Diagnosis
Layer 3 / 4 over IP (DoIP)
Central
Gateway

Switch

CAN FlexRay

LIN
High
speed
CAN
Ethernet

Layer 3 / 4
Layer 4

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 OSI Layers in Automotive Networks

Conclusion(1)

In reference to the OSI Data Communication Model, the Serial Interface

of CAN, FlexRay and LIN Busses typically needs 3 OSI Layers for On-
Board Communication excepted OBD: the Physical Layer, the Data
Link Layer and the Application Layer

The MOST Bus covers all the 7 OSI Layers for On-Board Communication

The Transport Layer is used for Off-Board Communication like

Diagnosis and also for OBD on these typical Automotive Area Networks.

The Layers 3 and 4 can be used for Vehicle On-Board Communication in

Car2X Communication Applications

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Conclusion(2)
Therefore, for a Control Data Communication that occurs in an In-
vehicle closed Network, the need of the Layer 2 is justified.

On top of that, Layer 3 Routing Processes require more infrastructure

(eg. IP stack implementation, software implementation, memory need . .
.) and costs investments than Layer 2 solutions from an Automotive
Perspective

For In-vehicle Control Applications which require a very low Latency, a

Layer 2 solution is more pragmatic than a Layer 3 solution

However, Diagnosis over IP, Car2X and In-Car Wireless Communication

Applications need Layer 3 Routing Support

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 OSI Layers in Automotive Networks

Thank You for your Attention

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