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
Logical Link Control (LLC)
Acceptance Filtering
7 Application Overload Notification
Recovery Management
6 Presentation Medium Access control(MAC)
Data Encapsulation/Decapsulation
Frame Coding
5 Session
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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OSI Layers in Automotive Networks
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
13 2013-03-20 - IEEE 802.1 Plenary Meeting - Orlando
