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In-vehicle networks (IVN) have been standardized from the beginning. The story of IVN standardization started at the beginning of the 90s. Today, several IVN technologies have been internationally standardized by ISO (International Organization for Standardization) including the related conformance test plans. But as all electronic technologies, IVNs are a matter of improvement and change due to new requirements and gained experiences. This makes it difficult to always keep the standard backwards compatible, in particular if immature approaches are submitted. Furthermore, new communication protocols are knocking on the door of international standardization bodies. The automotive industry itself is conservative and adapts new IVNs slowly. There are also concerns regarding too many different bus systems and networks in one vehicle. This paper discusses the benefits and challenges of the standardization of IVNs.

The CAN FD protocol internationally standardized in ISO 11898-1:2015 just describes how to implement it into silicon. The ISO 11898-2:2016 standard specifies the physical media attachment (PMA) sub-layer of the CAN (FD) physical layer. The design of CAN FD networks is not in the scope of these standards. In general, the physical layer design of CAN FD networks requires more attention compared with Classical CAN networks. First recommendations have been developed. Different standardization bodies have already specified or are in the process of specifying higher-layer protocols, for example ISO for on-board diagnostic, ASAM for calibration, etc.

Police cars, taxi/cabs, and other special-purpose passenger cars are equipped with add-on devices such as blue-light, special horns, taximeter, digital radio, etc. In the past, such equipment was connected via discrete I/O lines or proprietary interfaces, e.g. RS-232, RS-485, J1850, or CAN. The CAN in Automation (CiA) international users and manufacturers group has established a technical group specifying an open CAN-based network for such car add-on devices. The physical layer is based on ISO 11898-2 (CAN high-speed), and the CAN data link layer (ISO 11898-1) uses the base frame format (11-bit CAN identifier). The selected application layer is compliant to CANopen (EN 50325-4). In order to achieve easy system integration, the group is specifying an application profile describing the content of the transmitted messages.

J1939-based networks are used in most of the in-vehicle networks in trucks and buses and in some off-road vehicles. In addition, some off-highway vehicles such as agriculture and forestry machines and military vehicles are equipped with J1939-based networks. Because in Europe, many of the super-construction manufacturers like to use off-the-shelf, price-competitive devices originally developed for other applications fields, they like to buy CANopen-based modules. CANopen is a standardized CAN-based application layer and profile specification. In order to standardize the gateway functionality, a CANopen device profile for J1939 truck gateway is introduced.

CANopen is a CAN-based higher layer protocol originally developed for industrial control systems. The CANopen specifications include different device and application profiles. CANopen networks are also used in vehicles, e.g. in buses for engine control, in public transportation for passenger information systems, and in off-road vehicles for different purposes. As opposed to other higher-layer approaches, CANopen software is first compiled and afterwards the network will be configured. In traditional vehicle networks configuration is done before compilation. Besides the use in a hybrid bus, CANopen is already implemented in different fork-lifts, road construction machines, as well as mining vehicles. CiA is developing device profiles for diesel engines, electronic gears, joysticks, hydraulic valves, etc. In addition, CANopen has been used in agriculture and forrestry machines and maritime applications.

CANopen is a CAN-based higher layer protocol originally developed for industrial control systems. The CANopen specifications include different device and application profiles. CANopen networks are also used in vehicles, e.g. in buses for engine control, in public transportation for passenger information systems, and in off-road vehicles for different purposes. In opposite to other higher-layer approaches, CANopen software is first compiled and afterwards the network will be configured. In traditional vehicle networks configuration is done before compilation.