ICTON 2016 Mo.D6.

Replacement of the Controller Area Network (CAN) Protocol for

Future Automotive Bus System Solutions by Substitution via
Optical Networks
Daniel Kraus, Erich Leitgeb, Thomas Plank, and Markus Löschnigg
Graz University of Technology, Institute for Microwave and Photonics Engineering,
Inffeldgasse 12, 8010 Graz, Austria
Tel: +43 664 4355111, Fax: +43 316 873 3302, e-mail: daniel.kraus@tugraz.at
ABSTRACT
An automotive network needs to accumulate as much data as possible during motion to function in real-time, so
that the system can respond to external influences accordingly. All kinds of situations regarding the state of the
vehicle and its surroundings must be taken into account. To realize such a scenario many sensors, cameras and
further input/output devices are essential to gather the required data accordingly. This means that the vehicle has
to communicate with its environment such as buildings, road signs, traffic lights, other cars and so forth.
The data has to be transferred to a central control unit, which processes all the incoming data to perform the next
operation based on this data. Such deliberations lead to the backbone of such a system – the bus system, which
connects all components within such a system. Currently, most of those parts are connected via a Controller Area
Network (CAN) bus system or advancements of this system, which are mostly realized with copper cabling.
The goal of this paper is to show the flaws of the CAN bus system for modern vehicle applications and to
present a concept for a solution based on optical communications. With a single fibre optic cable it is possible to
replace several cable harnesses and thus achieve remarkable weight and space savings. Due to the advantages of
optical communications, a system with an appropriate network protocol will satisfy the intended requirements
for higher bandwidths as well as secure data transmission and resistance to electromagnetic interferences, which
pose a serious threat in modern automotive bus systems.
Keywords: Controller Area Network (CAN), bus system, optical communications, automotive, real-time.

1. INTRODUCTION
In the near future it is likely that vehicles will operate without a driver or conductor. Vehicles will be able to
transport individuals autonomously to a desired destination with just a few initial inputs. As good as that may
sound, the technical effort to realize such a system with minimal error margin, is immense.
In general, vehicles are growing increasingly sophisticated. For example, Advanced Driver Assistance Systems
(ADAS) like Traffic Sign Recognition, Lane Keeping Assist System (LKAS), Collision Avoidance System,
Automatic Parking and even Vehicular Communication Systems are currently or will be available in state-of-the-
art vehicles. However, with greater sophistication comes greater complexity of those applications, systems and
networks. Regardless of the basic requirements, such as real-time, safety, security etc., certain conditions have to
be met. Otherwise, it is impossible to ensure the functionality of an application, the vehicle, or in a wider sense,
even the physical integrity of the passenger. Moreover, a person must all times be able to take over control of the
vehicle at any point to fulfil valid regulations.
One example for the growing complexity is the amount of wiring that increases with every single addition of
an (assistance) system to the vehicle. Every sensor, actuator and camera must be connected to a central control
unit. Those additions increase the weight of the vehicle, decrease the available space and bring more elements
into the vehicle, which might cause unforeseen interferences. Such interferences, mainly of an electromagnetic
nature, are ubiquitous in a vehicle, where mostly electrical components are installed. This is not only true for
automotive applications but also even more in airplanes or space-faring vehicles where any kind of interference
can pose a serious threat to the vehicle and its crew. Therefore, those influences must be taken into account,
especially in the design phase.
In this paper, we will consider existing bus systems as well as their glitches and challenges. Based on this
analysis, an approach for a novel optical network will be presented.

2. CURRENT BUS SOLUTIONS FOR VEHICLES

2.1 Network Topology
When considering a network and the connected elements in an automotive environment, it is of the utmost
importance to observe all the influences on that network and to factor those influences into the design of that
network so that it fulfils all requirements accordingly. The most commonly used network topology within
vehicles is the bus topology, where all nodes are connected to a single wire.
In the 1980ies, such a bus system was developed by Bosch GmbH, which is still used in most automotive
applications – the Controller Area Network, short CAN. This bus is designed as an asynchronous serial bus

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system; the system is not synchronized by a trigger or time. The general idea was to use one single wire for
several connections to reduce the amount of wiring to a minimum [1], hence save space and weight.
For a simple depiction of a CAN bus see Fig. 1.
device A device B device C

bus
termination impedance termination impedance

device D device X

Figure 1. CAN data bus.

2.2 Electronic Control Unit
In a vehicle, an electronic control unit (ECU) controls at least one of various electrical systems. Most commonly,
there are several different ECUs within a vehicle, each with a different task. Two examples for ECUs are the
Engine Control Unit and the Speed Control Unit. ECUs are connected with a data bus, which links all essential
parts to the control unit to ensure the functionality of the system. It is not required that all of them are connected
with each other, but if only one bus is used, this is the case. Nowadays, it is common practice to separate the
different systems according to their functionality. The VAG concern (Skoda, Seat, Audi and Volkswagen), for
example, uses a so-called “data bus diagnostic interface” as a “master” ECU. This ECU acts like a gateway for
all other ECU systems (“powertrain CAN data bus”, “convenience CAN data bus” and “infotainment CAN data
bus”) in case they need to exchange data amongst each other. The gateway is also responsible for the conversion
of diagnostic data from CAN data bus systems and vice versa; so the data can be used by vehicle diagnosis,
testing and information software.
The previously mentioned CAN bus is still the most commonly used solution up to date. It is the central
connecting element, also called transport medium, for the data transport between control units, sensors, actuators
and other similar systems within a vehicle. The sensors deliver inputs like rotational speed, pressure, temperature
and other important information to one or more control units. The detected parameters are transmitted over the
bus, evaluated by the control unit and compared to specified values. If there is a discrepancy between the values,
the control unit will use the connected actuators to regulate this variation of values physically. Actuators are
operated by a source of energy (electric current, hydraulic fluid pressure or pneumatic pressure) and convert this
energy into motion [2].
The complexity of the control unit depends on the field of application. The most basic units consist of only one
chip with a microcontroller. Modern control units are often multiprocessor systems with a graphical output/user
interface.
2.3 CAN
The data rate of CAN is located between 10 kbit/s up to 1 Mbit/s with a maximum bus length of 1 km. The data
rate depends directly on the length of the wire as well as on the speed of the transceiver. In reality the maximum
data rate is physically limited by the material and as a consequence not more than around 500 kbit/s [2] are
reachable. Two different standards were developed for CAN, the ISO/DIS 11898 for high-speed applications
(up to 500 kbit/s) and the ISO 11519-2 for low speed applications (up to 125 kbit/s).
In the official CAN specifications, only the physical and data layers are covered. In the physical layer, the bits
are encoded into a signal with defined physical characteristic. CAN is a popular solution in many applications due
to the low costs, the easy protocol management, the embedded features for error detection, the deterministic
resolution of a conflict as well as the retransmission of messages. Since every single device in such a CAN bus
system must be able to become the transmitter of messages, the CAN is designed as a multi-master-bus.
To achieve this, every device must have a CAN controller, which is responsible for transmitting the data [3, 4].
The data transmission on a CAN bus is event-triggered. That means that every device or node connected to the
bus has the possibility to access the bus and check if the most recent event is relevant. Therefore, the method
allows reactions in the range of a few milliseconds to asynchronous processes and almost emulates real-time.
However, there is always the chance of collisions on the bus, especially if many messages are transmitted. To
avoid such collisions the Carrier Sense Multiple Access/Collision Avoidance (CSMA/CA) procedure is used for
CAN [3, 4, 20].
In CAN, messages can be sent in a prioritized way. Messages therefore have an identifier (ID) which indicates
the significance. The lower the ID the higher the priority.

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2.4 Other Bus Systems

Based on CAN, a time-triggered variant, called TTCAN was developed, also by Bosch GmbH. Using priorities
for messages sometimes led to the case that a transmitter with a high priority could block the communication of
all other devices on the bus. That is also the reason why the basic CAN protocol cannot guarantee real time. To
resolve that issue a time-trigger was used to provide a global system time. First, the nodes must be synchronized
and after that, any specific message can be transmitted within a designated time slot [5].
CAN FD is an improvement to the basic CAN, adding three additional bits elements which make the protocol
more flexible and improve the data throughput. Furthermore, the payload length can be increased from 8 Byte to
64 Byte. Those alterations improve the protocol that can reach data rates of 2 Mbit/s up to 4 Mbit/s [6]. These
data rates are sufficient for current vehicles since they provide real-time. Also additional advanced driver
assistance systems can be added without overloading the bus.
FlexRay was introduced in 2000 as the successor of CAN with more reliable and faster properties. It was
developed for a very specific area of operations. Its original purpose was to control the active running gear
system and to provide a safe and reliable data transmission between the central control unit and the satellite
supported units at the four shock absorbers within a vehicle [7]. The data transmission rate, as well as the fault
tolerance was significantly increased in comparison to CAN, because two independent channels (version 2.1)
were used for the communication. FlexRay can reach a bandwidth up to 10 Mbit/s. Another advantage is that on
the physical layer, optical transmission media can be used as well [8].
The Local Interconnect Network, LIN, is still one of the most common bus systems in a vehicle. It was not
designed to substitute CAN but rather as a supplement to existing bus systems. There are many applications
within a vehicle for which a transmission rate of a few kbit/s is sufficient, e.g. in the area of comfort to regulate
the air conditioning, seating position, door functions or the outside mirrors. The maximum data rate is limited to
20 kbit/s to minimize emissions in the transmission lines [9].
MOST, short for Media Oriented Systems Transport, is a bus system which is mainly responsible for the
multimedia applications within a vehicle. This bus is an optical bus arranged in a ring topology; the maximum
number of nodes that should be used is 64 [10]. With its optical properties, it is possible to broadcast large video
and audio files, which otherwise would not be possible or at least gravely restricted by using copper cabling.
Several standards have been defined over the past decades. MOST25 (25 Mbit/s), MOST50 (50 Mbit/s) and
MOST150 (150 Mbit/s). Since 2010, no major improvements regarding the data rate have been achieved; the
MOST150 is the most commonly used bus [11].
Due to the high complexity and extent of Ethernet and IP it was not certain if and when those technologies
would find their way into the automotive sector. Currently, Ethernet is only applied as an access for diagnostic
tools [13, 14, 15]. However, camera-based assistance systems require a much higher bandwidth for their
operation. To overcome those bandwidth restrictions, an unshielded twisted pair was introduced for the physical
layer with a bandwidth of 100 Mbit/s [16]. This Ethernet physical layer standard is also known as BroadR-
Reach. Future vehicles will have to communicate with their environment, i.e. Car-2-X communication. It is
based on the IP protocol and the concept is to use the IEEE 802.11p standard as a physical layer. Devices located
in the vehicle will have the capability to wirelessly communicate with other devices, which are either also
positioned in the vehicle or somewhere in the environment. Those devices might be connected to the internet
and then the use of Ethernet and IP is mandatory. This also means that a network within a vehicle will require an
Ethernet driver to provide the necessary services [17].

3. PROBLEMS OF CURRENT TECHNOLOGIES

3.1 CAN Specific Problems
Further electrification and automation of our vehicles lead to a growing amount of information that has to be
transported within the vehicle. This increase of information leads to the conclusion that in near future, (field) bus
systems with higher data communication rates will be required. Currently, instead of redesigning the bus,
existing CAN bus systems are expanded or further CAN bus systems are installed within vehicles to realize, for
example, Advanced Driver Assistance Systems (ADAS). Such ADA systems are connected over a CAN bus
with sensors or actuators. Those elements will generate data that has to be processed in an electronic control unit.
The result will be transmitted to other actuators, another system (e.g. ESP, Active Body Control etc.) to support
this automatically or, for example, a video output for parking assistance will be generated. Cameras cannot be
connected to the CAN bus, since the generated data output could not be transported with such a limited
bandwidth.
Increasing the amount of sensors and other actuators leads to a very complex cabling effort and, of course, to
more weight and material consumption. This means higher assembly and material costs as well as additional fuel
consumption for the vehicle. With a growing amount of cabling, the complexity of shielding the wires will
increase.
Still, even when using the bus topology – which was originally designed to save space and weight – the
amount of wires adds up to a weight of at least an additional passenger (60 kg – 100 kg) [18].

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The low transmission speed of CAN is limiting for future application and systems. With a data rate of
125 kbit/s (CAN-Low-Speed-Physical-Layer) up to a maximum of 1 Mbit/s (CAN-High-Speed-Physical-Layer),
only the most important data can be transmitted. Hence, those systems are limited to a certain amount of control
units, which can be part of such a bus – considering the increase of elements like sensors and other actuators.
Yet another problem of CAN are the short message lengths, which limit the transmission to a maximum of
130 bit (standard format). With this message length, the transmission data rate of up to 1 Mbit/s is sufficient.
However, if longer messages without any collisions or other issues should be sent, the data transmission rate is
not adequate. If traffic on the bus is increasing, the data transmission will take considerably longer and the bus
system will not fulfil the defined, and therefore crucial, requirements anymore. Since automated driving is the
targeted goal, it is also important to provide the system with real-time capability. In dangerous situations, every
ms or even ns could count to prevent a potential accident. Compared to the reaction time of a human driver,
automated/autonomous vehicles will always achieve better results.
Current CAN busses are not working in real-time since they have a time delay of 1ms and up to 10ms. If the
traffic on the bus is higher, the delay will increase proportionally with the amount of data on the bus. More
sophisticated applications are limited by the CAN bus and cannot function in real-time. One example is the
advanced driver assistance system Lane Keeping Assistance, for which real-time and safety, as well as a high
data transmission rate, is of utmost importance [19]. The CAN protocol can only handle minor traffic without
collisions and is therefore unfeasible for the described future automotive system with such automotive
applications.
There is also the problem when assigning priorities to the messages, which are transported over the bus.
In most cases, no issue will occur for those messages with a low identifier. Messages with a low identifier will
most certainly be transmitted. Messages with a high identifier however might be delayed or suppressed
completely [20].
Considering all these problems, it is obvious to search for new solutions to cope with those challenges in the
future rather sooner than later.

3.2 General Problems of Current Systems

The number of problems using a copper-wire based bus system will increase with every single addition. Copper
is a finite resource and the demand is everlasting increasing. Although the price dropped somewhat over the past
few years, the cost will be a factor in the future [21].
The electronics within a vehicle are increasing and so is the effort to protect the systems from these interfering
signals, which can lead to a system failure in the worst case. Malfunctions in a vehicle often originate in the
electronics of a vehicle. External interferences and especially electromagnetic impulses can pose a serious threat
to the electronics [22]. Those problems cannot be resolved by car mechanics in most cases, because they have
neither the proper training nor the tools to repair the cause. Also, as previously mentioned, the weight of cabling
amounts to almost 100 kg in fully equipped vehicles.
Those sophisticated driver assistance systems require high data rates for the transmission to cope with the high
and ever increasing amount of data signals. It is viable that those signals are transmitted immediately and as
reliably and securely as possible. Otherwise, the functionality of those systems is not guaranteed. In the worst
case, a failure could lead to a crash of the vehicle and thus endanger the passenger’s life. There are many other
ideas how to reduce the weight within a vehicle. Since it is not always possible to reduce the connections,
assistance systems and so on, new materials for the vehicle itself are used in many cases. There is also the idea of
using the 802.11 (WLAN) [23] or 803.11 (Wireless Ethernet) standards to communicate between the different
devices. This approach however is currently not very safe, since such systems cannot fulfil the requirements of
an automotive application. Inferences still can disturb such systems enough that a communication could fail. In
addition, directed cyber-attacks are much easier executed on WLAN systems.

4. PROPOSED CONCEPT FOR FUTURE AUTOMOTIVE BUS SYSTEMS

4.1 Optical data communication
Optical data communication techniques have the potential to transport high amounts of data. Since this is already
possible within single (and of course multiple) fibres, the space and weight savings are remarkable. It is possible
to multiplex several signals onto a single fibre by using e.g. wavelength multiplexing. Doing so, even less
communication lines are required and the weight savings are substantial.
There are other advantages, especially the electromagnetic compatibility (EMC) against electromagnetic
impulses (EMIs) which pose no threat when using optical transmission lines. The transmission medium itself is
robust against external effects. Only excessive bending can harm the fibres, especially glass fibres. It is not
required to terminate the wire as if it is the case for copper cabling. When using copper wires as a bus, it is
mandatory to use a characteristic impedance at both ends to avoid reflections within the cables (as seen
in Fig. 1). This effect does not occur when using optical fibres.

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However, when using only a single fibre it is necessary to use different wavelengths. Otherwise, the light
waves might cancel themselves out or interfere with each other so that no communication is possible. The
distances within a vehicle are quite short so the use of multi-mode optical fibres should be sufficient.
For optical communications, several transmission windows have been defined where the attenuation of the
signal is the weakest. There are currently six different bands defined in the wavelength range of 1260 nm to
1675 nm [24]. It is possible to distinguish between different light waves when using a gap of 2 nm. Hence,
sufficient unique wavelengths for data transmission would be available for a complex system.
The distances that have to be covered with the fibres are in the range of several meters, therefore the
attenuation is considerably small. Considering all influences on the bus, including a wide range of temperatures
[-40°C to +85°C], the worst-case fibre attenuation is approximately 0.4 dB/m [12] and confirms that optical
busses are very useful for automotive applications.
4.2 Basic Concept Using Optical Data Communication
Based on optical communications, a new concept for an automotive bus shall be presented. Optical transmission
technologies provide protection against electromagnetic inferences, which are and will be even more of
a problem in the future. The technology is promising to be a solution for the future data transmission challenges
that will appear in automated and autonomous vehicle systems. Since the amount of transmitters is increasing in-
and outside the vehicles, the chance of that interfering signals occur is as well.
It is possible to reduce the amount of cabling to a single optic wire with several fibres inside to transport the
information. In this case, it is required to use wavelength multiplexing, to prevent any reflections on the wire.
To quantify the weight savings, the information provided by car manufacturers is considered. Copper cabling
in modern vehicles amounts to a total weight of 60 – 100 kg for almost 3 km [18, 25]. In comparison, the weight
for a commonly used optical fibre consisting of silica with less than 24 fibres amounts to 11 kg per kilometre
[26]. Thus, weight savings of at least 50% can be achieved. Even more so (approximately 90%), when using
Polymer optical fibres instead of drawing glass (silica), which are also considerably cheaper. Moreover, they
provide a major advantage in automotive applications since the fibres made out of polymer are more robust when
stretched or bent. However, the attenuation and distortion are far higher and therefore it is only feasible for short
distances (less than 200 m) [27].
When developing a new concept, all parameters have to be considered in the designing phase. To proper
support such an approach, an exact positioning of the communication fibres as well as of the used devices is very
important.
4.3 Components and Topology
Several different components will be required when changing from copper wires to optical fibres. The whole
concept is based on using a central processing unit (CPU) or central control unit (CCU) which manages and
monitors all connected devices. This CPU/CCU is connected with the data bus, consisting of several fibres.
A single optical wire with several fibres inside should be sufficient to cover the communication within the
vehicle. Even more so, the achieved bandwidth will be at least 100 times faster than with the commonly used
CAN bus.
The first step is to change the topology from a bus topology to a hybrid of bus and star. The reason for this
action is to ensure the flexibility of the network because optic fibres lack the potential for simple extensibility.
Therefore, a design decision must be made beforehand to ensure flexibility can still be achieved.
The structure of the network is shown in Fig. 2.
device sensor ... device sensor sensor sensor
Central Processing Unit

switch

optical bus

device ... device ...

Figure 2. Hybrid of star and bus topology.
The task of the optical switch (splitter) is to ensure flexibility and to split the fibre to the ports. The positioning
of those switches is decisive to achieve minimum wiring. In addition, the number of ports should not exceed 32
because there is a 3 dB loss in both directions at each split [28]. New devices, sensors etc. can be easily
connected to the switch and consequently the network, with a plug connector.
The composition of such a switch/splitter is shown in Fig. 3.

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Device 1 N...(max 32)

~3dB loss in both

directions at each
Switch split

Figure 3. Optical switch/splitter.

The next design decision should concern the different tasks within the vehicle. It is recommended to use
separate fibres for different applications and functionalities. This action not only improves the organization of
the whole structure, it also improves reliability, safety and security. The CPU/CCU is responsible for forwarding
messages between the different fibres. Thus, all devices in the network still have the capability to communicate
with each other. In most cases however, this will not be required.
Multimedia applications for example, should all use just one single fibre, separated from the others. In most
cases, no additional information or input from other fibres should be required. Another example would be the
active running gear system. All required sensors and devices would use just one single fibre, limiting the losses
of excessive fibre splitting and providing security to the system. The described concept is shown in Fig. 4.
The coloured lines illustrate different fibres, which form the communication bus.

Central Processing Unit /

Central Control Unit Optical switch/splitter

Lock
Light
Instruments
Central body control

BUS Seat Climate

Digital radio
MOST Vehicle Computer
Navigation
GPS
Speakers
Multimedia

Sensors Sensors

Figure 4. Concept drawing of the proposed vehicle setup [29].

Such a bus system could also find application in the sector of aviation or also in larger ships, where weight,
safety and security are even bigger issues than in vehicles.
Using this technology will require changes and adjustments in the production and the method of operation.
However, with a good design the changes could be extremely cost-efficient.
4.4 SCTP Network Protocol
It is not sufficient to substitute the copper cabling by fibre optics. The protocol on top of Ethernet and IP also has
to be modified, if not completely replaced. The changes of the design and the new occurring requirements must
be met by this protocol. The most commonly used Transmission Control Protocol (TCP) would probably be the
most frequent choice; however, some properties of this protocol are not suitable for the utilization in vehicles.
The Stream Control Transmission Protocol (SCTP) offers a combination of some of the best properties the User

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Datagram Protocol (UDP) and TCP – message-orientation for reliability and in-sequence transport of messages
with congestion control [30].
Problems of TCP stated in the specifications of SCTP [30]:
− TCP provides both reliable data transfer and strict order-of-transmission delivery of data. Some
applications need reliable transfer without sequence maintenance, while others would be satisfied with
partial ordering of the data. In both of these cases the head-of-line blocking offered by TCP causes
unnecessary delay.
− The stream-oriented nature of TCP is often an inconvenience. Applications must add their own record
marking to delineate their messages, and must make explicit use of the push facility to ensure that
a complete message is transferred in a reasonable time.
− The limited scope of TCP sockets complicates the task of providing highly-available data transfer
capability using multi-homed hosts.
− TCP is relatively vulnerable to denial of service attacks, such as SYN attacks.
In a vehicle, the order of transmission is not of importance. However, it is crucial that certain messages are
transmitted faster (with a higher priority) than others. This is possible with SCTP since this protocol assigns
a sequence number to each message sent in a data stream. TCP assigns only one sequence number to a whole
segment, so no real distinction between single messages can be made. Ordering messages is optional in SCTP, but
proves very useful for automotive applications since assigning priorities is required for accurate functionality.
Another benefit of SCTP over TCP is that it provides redundant paths to increase reliability [30]. SCTP uses
heartbeats to check if a connection is still valid. If one node fails, the connection will find another way,
if available. The SCTP protocol has some additional security features and adaptability, which might come in
handy for Car-2-X communication in the future.

5. CONCLUSIONS AND FUTURE WORK

It is absolutely necessary to improve the data bus used in vehicles. Currently, only minor improvements and
changes are achieved in the networks used in the automotive sector. At some point, however, the efficiency
regarding cost, power and performance will shift and a substitution of current automotive bus systems will be
required. The significant weight and space savings, as well as the electromagnetic immunity against
electromagnetic impulses are not yet important enough to justify the higher costs. Nevertheless, this view might
change in a few years and a concept for a new bus system will be available. Particularly when talking about
automated vehicles, smart cities and so forth, new approaches in terms of communication will be required.
Alternative approaches, such as the use of optical fibres could provide the basis of such a new bus concept. This
concept is not only applicable in the automotive sector, even more in aircraft, spacecraft and ships, where the
advantages of such a bus system outweigh the cost by a higher margin.
In future work, the proposed concept should be specified in more detail. A prototype to review the efficiency
(cost, power, performance) of a system based on optical communications should be provided.

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