The industrial and consumer electronics industry has historically been driven by the need for cheaper, smaller, lighter, and simpler technology. The engineering challenge is to enhance these metrics while proving that technology will have relevancy, flexibility, and prominence in the future. The automotive sector is an ideal industry to observe how changes in technology can drastically alter the user and manufacturing experience.
Since the start of the 1900s many practical advancements have made the driving ex- perience safer and more economic. Some of these features include electronically controlled interior and exterior lighting, climate conditioning, seat belt recognition, ABS systems, airbag controls, powertrain and transmission functions, cruise control, power steering, and finally motor driven windows, locks, and mirrors. There came an obvious need to reduce the amount of direct wiring that existed between these systems. Solutions to this problem could reduce the time and money spent during the manufacturing process while concurrently providing a more ideal way to debug failures onboard a vehicle. This mindset would ultimately transition vehicle technology from direct connection to direct communication.
In 1986 BOSCH released the Control Area Network (CAN) bus. This protocol defined how Electronic Control Units (ECU) could communicate without the need for a moderating computer. This allowed devices, sensors, and microcontrollers to talk over a communication bus, diminishing the need for direct connections across the automobile. A CAN bus reduces the cost, weight, and complexity in a vehicle. The CAN bus became a recognized standard by the International Organization for Standardization (ISO) in 1993 and offers features such as error handling, priority communication, and high reliability. Finally, the ability to have devices and controllers on the same communication medium would reduce the web of complexity across the automobile.
In the past two decades, the CAN bus has been a part of mandatory standards inside the United States. The last two decades have also given rise to a complementary serial network protocol Local Interconnect Network (LIN). This is an even cheaper and simpler net- work that is used underneath the CAN bus. It can be used for controllers that do not require high reliability and data rate. The CAN bus has spread past the automotive industry and into the industrial, transportation, entertainment, research, and even medical sectors. For example, the CAN bus has made an entrance into a hospitals with the potential to interact with hospital beds, X-ray machines, and even endoscopic and blood dialysis instrumentation.
Automobile manufacturers today design decentralized, distributed systems, connected though industry interface standards. ON Semiconductor offers an innovative in-vehicle port- folio, including LIN, CAN, and FlexRayTM transceivers – AEC qualified. ON Semiconductor also offers System Basis Chips that integrate transceivers with other circuits, including voltage regulators, drivers, and supervisory functions.
- Low Speed & Fault Tolerant Solutions
- Low Power & High Speed Solutions
- ESD Protection According to IEC 61000-4-2
- Conformance Tested by External Test House (ISO11898)
- In-Vehicle Networks (IVN)
- Industrial Automation
- Hospital Controls
- Laboratory Equipment
- Innovative I3T Technology
- Highly Robust Against EM Susceptibility
- Industry Leading ESD & EMI Capabilities
- Failure Rates Measured in Parts per Billion
- Available Application Notes & Design Guides
- Comprehensive Automotive Guide
- Competitive Comparison of CAN Transceivers
|CAN Transceivers*||Description||Package Type|
|AMIS-41682||Fault Tolerant, 5.0 V||SOIC-14|
|AMIS-41683||Fault Tolerant, 3.3 V||SOIC-14|
|AMIS-42665||High Speed & Low Power||SOIC-8|
|NCV7342||High Speed & Low Power||DFN-8 SOIC-8|
|NCV7341||High Speed & Low Power||SOIC-14|
|NCV7349||High Speed & Low Power||SOIC-8|
|NCV7441||High Speed & Low Power||SOIC-14|