| Preface |
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xi | |
| Timeline |
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1 A brief history of "Ethernet" (from a car manufacturer's perspective) |
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1 | (26) |
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1 | (3) |
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1.2 The meaning of "Ethernet" |
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4 | (23) |
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1.2.1 Ethernet in the IEEE |
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5 | (3) |
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1.2.2 Ethernet in industrial automation |
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8 | (3) |
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1.2.3 Ethernet in aviation |
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11 | (2) |
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1.2.4 Ethernet in telecommunications |
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13 | (3) |
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1.2.5 "Automotive Ethernet" |
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16 | (3) |
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19 | (2) |
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21 | (6) |
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2 A brief history of in-car networking |
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27 | (36) |
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2.1 Role of in-car networking |
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27 | (3) |
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2.2 Traditional in-car networking |
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30 | (21) |
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2.2.1 The early days of in-car networking |
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30 | (1) |
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2.2.2 Controller Area Network (CAN) |
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31 | (5) |
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2.2.3 Local Interconnect Network (LIN) |
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36 | (2) |
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2.2.4 Media Oriented Systems Transport (MOST) |
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38 | (4) |
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42 | (4) |
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46 | (2) |
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48 | (1) |
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2.2.8 Trends and consequences |
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49 | (2) |
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2.3 Responsibilities in in-car networking |
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51 | (12) |
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2.3.1 Role of the relationship between car manufacturer and suppliers |
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51 | (3) |
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2.3.2 Role of the relationships among car manufacturers |
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54 | (3) |
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57 | (1) |
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58 | (5) |
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3 A brief history of Automotive Ethernet |
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63 | (29) |
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3.1 The first use case: programming and software updates |
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63 | (8) |
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3.1.1 Architectural challenges |
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63 | (1) |
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3.1.2 Potential car interface technologies |
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64 | (2) |
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3.1.3 The solution: 100BASE-TX Ethernet |
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66 | (5) |
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3.2 The second use case: a "private" application link |
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71 | (1) |
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3.3 The Breakthrough: UTSP Ethernet for automotive |
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72 | (2) |
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3.4 BMW internal acceptance of UTSP Ethernet |
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74 | (5) |
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3.4.1 Yet another in-car networking technology |
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74 | (1) |
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3.4.2 A suitable pilot application |
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75 | (2) |
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3.4.3 The future of Automotive Ethernet at BMW |
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77 | (2) |
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3.5 The industry framework for a new technology |
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79 | (5) |
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3.5.1 From a proprietary solution to an open standard |
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79 | (3) |
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3.5.2 Shaping the future at IEEE |
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82 | (1) |
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3.5.3 Supportive organizations |
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82 | (2) |
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3.6 Industry wide acceptance of Ethernet |
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84 | (8) |
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86 | (2) |
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88 | (4) |
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4 The physical transmission |
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92 | (42) |
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4.1 The Physical Layer (PHY) technology |
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92 | (15) |
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4.1.1 100 Mbps BroadR-Reach(OABR) |
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92 | (9) |
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4.1.2 Other 100 Mbps solutions |
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101 | (3) |
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4.1.3 Technologies for higher data rates |
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104 | (3) |
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4.2 The automotive communication channel |
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107 | (5) |
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4.2.1 Channel framework for OABR |
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108 | (1) |
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4.2.2 OABR channel parameters |
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109 | (3) |
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4.3 ElectroMagnetic Compatibility (EMC) |
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112 | (10) |
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4.3.1 Coupling mechanisms of electromagnetic interference |
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113 | (2) |
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115 | (1) |
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115 | (4) |
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4.3.4 Typical EMC results for an OABR link |
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119 | (1) |
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4.3.5 Electrostatic Discharge (ESD) |
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120 | (2) |
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122 | (12) |
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122 | (4) |
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4.4.2 Power over Data Line (PoDL) |
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126 | (1) |
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4.4.3 Using Energy Efficient Ethernet (EEE) in cars |
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127 | (2) |
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129 | (1) |
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130 | (4) |
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5 Protocols for Automotive Ethernet |
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134 | (41) |
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5.1 Quality of Service (QoS) and Audio Video Bridging (AVB) |
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134 | (19) |
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5.1.1 How AVB came to Ethernet |
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134 | (2) |
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136 | (4) |
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5.1.3 The AVB protocols and their use in automotive |
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140 | (11) |
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5.1.4 Quality of Service (QoS) for safety critical control data |
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151 | (2) |
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153 | (2) |
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5.3 Using the Internet Protocol (IP) |
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155 | (4) |
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5.3.1 Dynamic versus static addressing |
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157 | (1) |
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158 | (1) |
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5.4 Middleware and SOME/IP |
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159 | (16) |
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5.4.1 Definition of "middleware" |
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159 | (1) |
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5.4.2 The history of SOME/IP |
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159 | (1) |
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160 | (3) |
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5.4.4 Service Discovery (SD) |
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163 | (3) |
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166 | (4) |
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170 | (5) |
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6 Ethernet in automotive system development |
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175 | (22) |
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6.1 A brief overview of the system development process |
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175 | (3) |
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6.2 The software architecture |
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178 | (1) |
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6.3 The Electric Electronic (EE) networking architecture |
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179 | (13) |
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6.3.1 EE architecture in perspective |
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179 | (3) |
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6.3.2 The communication network architecture |
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182 | (8) |
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190 | (2) |
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6.4 Test and qualification |
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192 | (5) |
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195 | (1) |
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196 | (1) |
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197 | (4) |
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199 | (1) |
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200 | (1) |
| Index |
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201 | |
Biežāk uzdotie jautājumi par e-grāmatām