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Automotive Ethernet

Third Edition

Learn about the latest developments in Automotive Ethernet technology and imple-
mentation with this fully revised third edition. Including 20% new material and greater
technical depth, coverage is expanded to include

 Detailed explanations of the new PHY technologies 10BASE-T1S (including multi-

drop) and 2.5, 5, and 10GBASE-T1
 Discussion of EMC interference models
 Descriptions of the new TSN standards for automotive use
 More on security concepts
 An overview of power saving possibilities with Automotive Ethernet
 Explanation of functional safety in the context of Automotive Ethernet
 An overview of test strategies
 The main lessons learned
Industry pioneers share the technical and non-technical decisions that have led to the
success of Automotive Ethernet, covering everything from electromagnetic require-
ments and physical layer technologies, QoS, and the use of VLANs, IP, and service
discovery, to network architecture and testing. The guide for engineers, technical
managers, and researchers designing components for in-car electronics, and those
interested in the strategy of introducing a new technology.

Kirsten Matheus is a communications engineer who is responsible for the in-vehicle

networking strategy at BMW and who has established Ethernet-based communication
as a standard technology within the automotive industry. She has previously worked
for Volkswagen, NXP, and Ericsson. In 2019 she was awarded the IEEE-SA
Standards Medallion “For vision, leadership, and contributions to developing auto-
motive Ethernet networking.”
Thomas Königseder is CTO at Technica Engineering, supporting the smooth introduc-
tion of Ethernet-based systems for automotive customers. At his former employment
at BMW, Thomas was responsible for launching the first serial production car with an
Ethernet connection in 2008. He paved the path to today’s Automotive Ethernet by
enabling the first automotive Ethernet physical layer for series production start
in 2013.
Automotive Ethernet
Third Edition

KIRSTEN MATHEUS
BMW AG

THO M A S K ÖNI G S E DE R
Technica Engineering GmbH
University Printing House, Cambridge CB2 8BS, United Kingdom
One Liberty Plaza, 20th Floor, New York, NY 10006, USA
477 Williamstown Road, Port Melbourne, VIC 3207, Australia
314–321, 3rd Floor, Plot 3, Splendor Forum, Jasola District Centre, New Delhi – 110025, India
79 Anson Road, #06–04/06, Singapore 079906

Cambridge University Press is part of the University of Cambridge.

It furthers the University’s mission by disseminating knowledge in the pursuit of
education, learning, and research at the highest international levels of excellence.

www.cambridge.org
Information on this title: www.cambridge.org/9781108841955
DOI: 10.1017/9781108895248
© Cambridge University Press 2021
This publication is in copyright. Subject to statutory exception
and to the provisions of relevant collective licensing agreements,
no reproduction of any part may take place without the written
permission of Cambridge University Press.
First edition published 2015
Second edition published 2017
Third edition published 2021
Printed in the United Kingdom by TJ Books Limited, Padstow Cornwall
A catalogue record for this publication is available from the British Library.
ISBN 978-1-108-84195-5 Hardback
Cambridge University Press has no responsibility for the persistence or accuracy
of URLs for external or third-party internet websites referred to in this publication
and does not guarantee that any content on such websites is, or will remain,
accurate or appropriate.
Automotive Ethernet

Third Edition

Learn about the latest developments in Automotive Ethernet technology and imple-
mentation with this fully revised third edition. Including 20% new material and greater
technical depth, coverage is expanded to include

 Detailed explanations of the new PHY technologies 10BASE-T1S (including multi-

drop) and 2.5, 5, and 10GBASE-T1
 Discussion of EMC interference models
 Descriptions of the new TSN standards for automotive use
 More on security concepts
 An overview of power saving possibilities with Automotive Ethernet
 Explanation of functional safety in the context of Automotive Ethernet
 An overview of test strategies
 The main lessons learned
Industry pioneers share the technical and non-technical decisions that have led to the
success of Automotive Ethernet, covering everything from electromagnetic require-
ments and physical layer technologies, QoS, and the use of VLANs, IP, and service
discovery, to network architecture and testing. The guide for engineers, technical
managers, and researchers designing components for in-car electronics, and those
interested in the strategy of introducing a new technology.

Kirsten Matheus is a communications engineer who is responsible for the in-vehicle

networking strategy at BMW and who has established Ethernet-based communication
as a standard technology within the automotive industry. She has previously worked
for Volkswagen, NXP, and Ericsson. In 2019 she was awarded the IEEE-SA
Standards Medallion “For vision, leadership, and contributions to developing auto-
motive Ethernet networking.”
Thomas Königseder is CTO at Technica Engineering, supporting the smooth introduc-
tion of Ethernet-based systems for automotive customers. At his former employment
at BMW, Thomas was responsible for launching the first serial production car with an
Ethernet connection in 2008. He paved the path to today’s Automotive Ethernet by
enabling the first automotive Ethernet physical layer for series production start
in 2013.
Automotive Ethernet
Third Edition

KIRSTEN MATHEUS
BMW AG

THO M A S K ÖNI G S E DE R
Technica Engineering GmbH
University Printing House, Cambridge CB2 8BS, United Kingdom
One Liberty Plaza, 20th Floor, New York, NY 10006, USA
477 Williamstown Road, Port Melbourne, VIC 3207, Australia
314–321, 3rd Floor, Plot 3, Splendor Forum, Jasola District Centre, New Delhi – 110025, India
79 Anson Road, #06–04/06, Singapore 079906

Cambridge University Press is part of the University of Cambridge.

It furthers the University’s mission by disseminating knowledge in the pursuit of
education, learning, and research at the highest international levels of excellence.

www.cambridge.org
Information on this title: www.cambridge.org/9781108841955
DOI: 10.1017/9781108895248
© Cambridge University Press 2021
This publication is in copyright. Subject to statutory exception
and to the provisions of relevant collective licensing agreements,
no reproduction of any part may take place without the written
permission of Cambridge University Press.
First edition published 2015
Second edition published 2017
Third edition published 2021
Printed in the United Kingdom by TJ Books Limited, Padstow Cornwall
A catalogue record for this publication is available from the British Library.
ISBN 978-1-108-84195-5 Hardback
Cambridge University Press has no responsibility for the persistence or accuracy
of URLs for external or third-party internet websites referred to in this publication
and does not guarantee that any content on such websites is, or will remain,
accurate or appropriate.
Automotive Ethernet

Third Edition

Learn about the latest developments in Automotive Ethernet technology and imple-
mentation with this fully revised third edition. Including 20% new material and greater
technical depth, coverage is expanded to include

 Detailed explanations of the new PHY technologies 10BASE-T1S (including multi-

drop) and 2.5, 5, and 10GBASE-T1
 Discussion of EMC interference models
 Descriptions of the new TSN standards for automotive use
 More on security concepts
 An overview of power saving possibilities with Automotive Ethernet
 Explanation of functional safety in the context of Automotive Ethernet
 An overview of test strategies
 The main lessons learned
Industry pioneers share the technical and non-technical decisions that have led to the
success of Automotive Ethernet, covering everything from electromagnetic require-
ments and physical layer technologies, QoS, and the use of VLANs, IP, and service
discovery, to network architecture and testing. The guide for engineers, technical
managers, and researchers designing components for in-car electronics, and those
interested in the strategy of introducing a new technology.

Kirsten Matheus is a communications engineer who is responsible for the in-vehicle

networking strategy at BMW and who has established Ethernet-based communication
as a standard technology within the automotive industry. She has previously worked
for Volkswagen, NXP, and Ericsson. In 2019 she was awarded the IEEE-SA
Standards Medallion “For vision, leadership, and contributions to developing auto-
motive Ethernet networking.”
Thomas Königseder is CTO at Technica Engineering, supporting the smooth introduc-
tion of Ethernet-based systems for automotive customers. At his former employment
at BMW, Thomas was responsible for launching the first serial production car with an
Ethernet connection in 2008. He paved the path to today’s Automotive Ethernet by
enabling the first automotive Ethernet physical layer for series production start
in 2013.
Automotive Ethernet
Third Edition

KIRSTEN MATHEUS
BMW AG

THO M A S K ÖNI G S E DE R
Technica Engineering GmbH
University Printing House, Cambridge CB2 8BS, United Kingdom
One Liberty Plaza, 20th Floor, New York, NY 10006, USA
477 Williamstown Road, Port Melbourne, VIC 3207, Australia
314–321, 3rd Floor, Plot 3, Splendor Forum, Jasola District Centre, New Delhi – 110025, India
79 Anson Road, #06–04/06, Singapore 079906

Cambridge University Press is part of the University of Cambridge.

It furthers the University’s mission by disseminating knowledge in the pursuit of
education, learning, and research at the highest international levels of excellence.

www.cambridge.org
Information on this title: www.cambridge.org/9781108841955
DOI: 10.1017/9781108895248
© Cambridge University Press 2021
This publication is in copyright. Subject to statutory exception
and to the provisions of relevant collective licensing agreements,
no reproduction of any part may take place without the written
permission of Cambridge University Press.
First edition published 2015
Second edition published 2017
Third edition published 2021
Printed in the United Kingdom by TJ Books Limited, Padstow Cornwall
A catalogue record for this publication is available from the British Library.
ISBN 978-1-108-84195-5 Hardback
Cambridge University Press has no responsibility for the persistence or accuracy
of URLs for external or third-party internet websites referred to in this publication
and does not guarantee that any content on such websites is, or will remain,
accurate or appropriate.
 Contents

Preface to the Third Edition page ix

Preface to the Second Edition xi
Preface to the First Edition xv
Abbreviations and Glossary xvii
Timeline xxxi

1 A Brief History of Ethernet (from a Car Manufacturer’s Perspective) 1

1.1 From the Beginning 1
1.2 The Meaning of “Ethernet” 5
1.2.1 Ethernet in IEEE 5
1.2.2 Ethernet in Telecommunications 8
1.2.3 Ethernet in Industrial Automation 12
1.2.4 Ethernet in Aviation 16
1.2.5 Automotive Ethernet 18
1.3 Comparison of Markets 20
Notes 23
References 25

2 A Brief History of In-Vehicle Networking 33

2.1 The Role of In-Vehicle Networking 33
2.2 Traditional In-Vehicle Networking 36
2.2.1 The Early Days of In-Vehicle Networking 36
2.2.2 Controller Area Network (CAN) 37
2.2.3 Local Interconnect Network (LIN) 44
2.2.4 Media Oriented Systems Transport (MOST) 46
2.2.5 FlexRay 51
2.2.6 SerDes Interfaces (Pixel Links) 54
2.2.7 Consumer Links 58
2.2.8 Trends and Consequences 59
2.3 Responsibilities in In-Vehicle Networking 61
2.3.1 Role of the Relationship between Car Manufacturer and Suppliers 62
2.3.2 Role of the Relationships among Car Manufacturers 65
Notes 68
References 70

v
vi Contents

3 A Brief History of Automotive Ethernet 75

3.1 The First Use Case: Programming and Software Updates 75
3.1.1 Architectural Challenges 75
3.1.2 Potential Car Interface Technologies 76
3.1.3 The Solution: 100BASE-TX Ethernet 78
3.2 The Second Use Case: A “Private” Application Link 84
3.3 The Breakthrough: UTSP Ethernet for the Automotive Industry 85
3.4 BMW Internal Acceptance of UTSP Ethernet 87
3.4.1 Yet Another In-Vehicle Networking Technology 87
3.4.2 A Suitable Pilot Application 89
3.4.3 The Future of Automotive Ethernet at BMW 91
3.5 The Industry Framework for a New Technology 92
3.5.1 From a Proprietary Solution to an Open Standard 92
3.5.2 Shaping the Future at IEEE 95
3.5.3 Supporting Structures and Organizations 96
3.6 Industry-Wide Acceptance of Ethernet 99
Notes 101
References 104

4 The Automotive Environment 109

4.1 ElectroMagnetic Compatibility (EMC) 109
4.1.1 Coupling Mechanisms of Electromagnetic Interference 111
4.1.2 Standards for EMC 113
4.1.3 Measuring EMC 114
4.1.4 Sources of (EMC) Interference 116
4.1.5 ElectroStatic Discharge (ESD) 118
4.2 The Automotive Communication Channel in General 119
4.2.1 Channel Framework 120
4.2.2 Channel Parameters 122
4.3 The Quality Strain 125
4.3.1 Automotive Semiconductor Quality Standards 125
4.3.2 The CMC (Quality) for Automotive Ethernet 128
Notes 129
References 131

5 Automotive Physical Layer Technologies 134

5.1 The Automotive Ethernet Channels 135
5.1.1 The 100BASE-T1 Channel 135
5.1.2 The 1000BASE-T1 Channel 140
5.1.3 The 10BASE-T1(S) Channel 145
5.1.4 The MultiGBASE-T1 Channel(s) for 2.5, 5, and 10 Gbps 148
5.1.5 The Faster than 10 Gbps Channel 150
5.2 PHY Technologies for 100 Mbps Ethernet 150
5.2.1 100BASE-T1 150
 Contents vii

5.2.2 100 Mbps over 100BASE-TX 176

5.2.3 100 Mbps Ethernet over Media Independent Interface (MII) 176
5.3 PHY Technologies for 1 Gbps 178
5.3.1 Technical Description of 1000BASE-T1 179
5.3.2 Overview on 1000BASE-RH 187
5.4 PHY Technologies for 10 Mbps Ethernet 190
5.4.1 Background to 10BASE-T1S 190
5.4.2 Technical Description of the 10BASE-T1S PHY 191
5.4.3 10BASE-T1S Multidrop 198
5.5 Technologies for 2.5, 5, and 10 Gbps 208
5.5.1 Background to MultiGBASE-T1 208
5.5.2 Technical Description of MultiGBASE-T1 210
5.6 Technologies for Other Data Rates 214
Notes 216
References 219

6 Automotive Ethernet and Power Supply 227

6.1 The Power Supply Network 228
6.2 Saving Power by Saving Weight 231
6.2.1 Power over Data Line (PoDL) 232
6.2.2 Data over the Power Supply Network 234
6.3 Saving Power by Reducing the Electrical Power Consumption 234
6.3.1 Using Energy Efficient Ethernet (EEE) in Cars 235
6.3.2 Wake-up and Sleep 237
Notes 242
References 243

7 Protocols for Automotive Ethernet 247

7.1 Quality of Service (QoS), Audio Video Bridging (AVB), and Time
Sensitive Networking (TSN) 247
7.1.1 How Audio Video Bridging (AVB) Came to Ethernet 248
7.1.2 The Audio Video Bridging (AVB) Use Cases 250
7.1.3 First Generation AVB Protocols and Their Use
in Automotive 254
7.1.4 Time Sensitive Networking (TSN) for Safety Critical
Control Data 266
7.2 Switches and Virtual LANs (VLANs) 274
7.2.1 Switch Robustness 275
7.2.2 Virtual LANs (VLANs) 276
7.2.3 Other Switch Configuration Mechanism 278
7.3 The Internet Protocol (IP) 279
7.3.1 Dynamic versus Static Addressing 280
7.3.2 IPv4 versus IPv6 282
7.3.3 Routing versus Switching 282
viii Contents

7.4 Middleware and SOME/IP 283

7.4.1 Definition of “Middleware” 283
7.4.2 The History of SOME/IP 284
7.4.3 SOME/IP Features 286
7.4.4 Service Discovery (SD) 289
7.5 Network Security 292
7.5.1 Security Requirements in the Automotive Industry 293
7.5.2 Overview of Attack Vectors 294
7.5.3 Network Security Solutions and Mechanisms 295
Notes 301
References 306

8 Ethernet in Automotive System Development 315

8.1 A Brief Overview on the System Development Process 315
8.2 Software Design 318
8.3 Networking Architecture 319
8.3.1 EE Architecture Related Requirements 319
8.3.2 EE Architecture Related Choices 323
8.4 Test and Qualification 333
8.4.1 Tools 334
8.4.2 Test Concepts, Test Houses, and Test Suites 337
8.5 Functional Safety and Ethernet 339
8.6 Lessons Learned 343
Notes 347
References 348

9 Outlook 351
Notes 357
References 358

Index 362
Preface to the Third Edition

By the time we were working on the third edition of this book in 2020, Automotive
Ethernet had expanded far and wide. All major car manufacturers had Automotive
Ethernet in series production cars or were in preparation of their series production
start. The physical layer technologies on the road were (in order of introduction) IEEE
100BASE-TX, 100BASE-T1, 1000BASE-T1, and 1000BASE-RH. Furthermore, the
IEEE had just published automotive suitable physical layer specifications for
10 Mbps, 2.5 Gbps, 5 Gbps, and 10 Gbps, and was starting the specification work
for 10 Gbps plus for optical as well as electrical transmission. Sharing the medium
between more than two users had been reintroduced with 10BASE-T1S, and enhance-
ments to this so-called multidrop technology were also being developed.
On layer two, the Time Sensitive Networking (TSN) standardization had completed
a number of new standards to extend Quality-of-Service to time-critical control traffic
(important features for automated driving) and was well into the specification of a
dedicated Automotive TSN Profile. The OPEN Alliance had more than 400 members,
and the complete ecosystem had matured with good supporting solutions from tools
and test houses to cables and connectors that regularly met at three well established
conferences around the world: the IEEE-SA Ethernet&IP@Automotive Technology
Day (at worldwide different locations), the Automotive Ethernet Congress (in
Munich), and the Nikkei Automotive Ethernet Seminar (at different locations
in Japan).
So, all good?
All promising (but not quite there). The technological base has been made avail-
able, but true automotive networks are still only at their beginning. They are closely
coupled to the shift from hardware-defined cars to software-defined cars, and also here
the industry is, with exceptions, only just starting. So, while the industry is expert in
physical layer technologies, electromagnetic compatibility, and hardware costs, the
chances and choices the protocol layers offer are less explored.
This book has therefore been amended with a description of all new developments
within TSN and the physical layer (and because the physical layer chapter would
otherwise have become too large, we split it into three chapters: automotive environ-
ment, physical layer technologies, and power). We also enhanced the protocol
sections above layer two. These layers are what (can) make all the difference. They
are what allows the network to support distributed computing and to explore different
choices in the EE architecture.

ix
x Preface to the Third Edition

Furthermore, we added ten important lessons learned. These were generated not
only from our own experiences at BMW, but also from what we observed in the
industry in general. As Thomas left BMW and joined Technica Engineering, we were
in the fortunate position of having broader insights to share on a general basis. We are
sure the lessons learned can make a huge difference to those who are still beginning to
explore the potential of Automotive Ethernet and to those who are wondering what is
going wrong.
As with every new technology, it takes time and experience to find the most
suitable way to adopt a technology. Automotive Ethernet offers plenty of choices,
and car manufacturers must decide on the most suitable path for themselves. We are
looking forward to accompanying and supporting the process. In general, we would
like to thank all who are making Automotive Ethernet happen on a daily basis. For this
third edition, we would like to thank all who answered many of the smaller and not so
small questions that came up during the process of writing. In particular, we would
like to thank (in alphabetical order):

 Piergiorgio Beruto, Canovatech. Without Piergiorgio, the IEEE 10BASE-T1S

standard would not have been as ground-breaking as it is. He reviewed the
10BASE-T1S section of this edition and provided viable background information.
 Stefany Chourakorn, BMW, who, as a new adopter of IEEE 10BASE-T1S was able
to point out those aspects we forgot to explain, but which help tremendously to
understand the technology.
 Brian Petersen, Ethernovia, for proof-reading the entire book. With his background, he
ironed out some inaccuracies and gave fresh insights from the perspective of someone
who knows what networking can be. The reader will greatly benefit from his sugges-
tions and corrections (including those with respect to the English language).
 Lars Völker, Technica Engineering. Lars is one of the key people and early
contributors to Automotive Ethernet as such. Lars decisively shaped SOME/IP(-
SD) and with that contributed a decisive piece of Automotive Ethernet and all the
possibilities it offers to automotive networking, as it allows the integration of modern
communication paradigms within the existing automotive infrastructure. Thank you
for your contributions to the protocol chapter, especially the reworking of the
security section.
 George Zimmerman, CMS consulting, for reviewing the MultiGBASE-T1 and
Energy Efficient Ethernet sections and for providing viable background information
on both.
 Helge Zinner, Continental. Helge did not only review the complete protocol
chapter, but also did a lot of the groundwork that helped structure the new
TSN specifications.
Last but not least, I, Kirsten, would like to thank BMW for supporting the work on
the book and for giving me the opportunity to make a difference. Thomas, now CTO
of Technica Engineering, will simply continue to always make a difference.
Preface to the Second Edition

In September 2011, Automotive Ethernet was still at its very beginning. BMW was far
and wide the only car manufacturer seriously interested. In 2011, BMW had been in
production with 100BASE-TX for diagnostics and flash updates for three years, and
decided to go into production with what is now called 100BASE-T1 in its new
surround view system in 2013.
In September 2011, strong doubts still had the upper hand. The main concern was
that transmitting Ethernet packets at 100M bps over a single Unshielded Twisted Pair
(UTP) cable would not be possible under the harsh automotive electromagnetic
compatibility (EMC) conditions. Another concern was the missing ecosystem. At
the time there was only one supplier of the transceiver technology, Broadcom, who
had no prior experience with the written and unwritten requirements of the automotive
industry. Additionally, BMW was only just starting to involve the supporting industry
of test institutions, tool vendors, software houses, etc.
For an outsider, September 2011 was thus a time of uncertainty. From the inside,
however, it was the time in which the foundations for the success of Automotive
Ethernet were being laid and in which we ensured that the right structural support was
in place. In the background we were finalizing the framework of the OPEN Alliance,
NXP was in full speed evaluating its chances as a second transceiver supplier, BMW
was preparing to congregate the industry at the 1st Ethernet&IP@Automotive
Technology Day, while first discussions on starting the next generation standardiza-
tion project, 1000BASE-T1, concurred.
One of my, Kirsten Matheus’, many jobs at the time was to interest more semicon-
ductor vendors in Automotive Ethernet. In September 2011 this meant getting them to
negotiate a licensing agreement with Broadcom, one of their competitors, while the
market prospects were still foggy. In one of the discussions I had, an executive
manager explained to me, in detail, why this was out of question, based on the
following experience.
In the past, he had worked for another semiconductor company that was addressed
by a powerful customer to be the second supplier for a proprietary Ethernet version
(just like 100BASE-T1 was proprietary when it was still BroadR-Reach and not yet
published in the OPEN Alliance). This customer offered significantly higher volumes
than BMW ever could, and it was even in the position to technically support them with
interoperability and other technical questions, which they did not expect BMW to be
capable of. They invested and developed a respective Ethernet PHY product.

xi
xii Preface to the Second Edition

However, shortly after, the IEEE released an Ethernet specification for the same use
case. This IEEE version was seen to be technologically inferior. However, it had one
technical advantage over the proprietary technology they had invested in: It was
backwards compatible to previously designed IEEE Ethernet technologies. The
IEEE technology prevailed, whereas the solution they had invested in never gained
any serious traction. In consequence, they would not again invest in a technology that
was not a public standard. The prospect of the OPEN Alliance acting as an organiza-
tion that ensured transparency in respect to licensing and technical questions did not
make any difference to them.
Today, five years later, in 2016, we know that if that semiconductor company had
invested in 100BASE-T1/BroadR-Reach in 2011, their business prospects today
would be excellent. Not only because the technology persevered but also because
they would have been early in the market. Was the executive all wrong in his saying it
needs to be a public standard? I do not know.
Many things happened in the meantime. Based on the experiences with BroadR-
Reach/100BASE-T1, what BMW had wanted to start with became doable:
Transmitting 100 Mbps Ethernet over unshielded cables during runtime using
100BASE-TX PHYs. This solution, sometimes called Fast Ethernet For Automotive
(FEFA), was based on a public IEEE standard. For BMW it came too late. But many
(most) other car manufacturers had not taken any decision yet. For a while, it was not
so sure whether the “proprietary” (but licensed) BroadR-Reach would succeed in the
market or the tweaked “public” 100BASE-TX.
Well, today we know: BroadR-Reach made it. But, in the meantime, it has also
become a public standard, called IEEE 802.3bw or 100BASE-T1. Only three weeks
after handing in the manuscript of the first edition for this book, a respective Call for
Interest (CFI) successfully passed at IEEE 802.3. The IEEE released a “BroadR-Reach
compliant” specification as an IEEE 802.3 standard in October 2015. Maybe BroadR-
Reach would have succeeded also without IEEE’s blessing. Who knows? The fact is,
the IEEE standardization made life easier. It erased the topic of technology ownership
from the discussions.
And it was a main motivator to write this second edition. The now publicly
available 100BASE-T1 and BroadR-Reach specifications allowed us to go into detail.
The reader will thus find a significantly extended PHY chapter. This section now
includes a detailed explanation of the 100BASE-T1 technology as well as the
1000BASE-T1 technology, whose standardization has also been completed in the
meantime. While the description of the 100BASE-T1 technology includes experiences
made while implementing and using the technology, the 1000BASE-T1 description
includes the methodology used behind developing a technology in the case of
an unknown channel – something new and also useful for potential future
development projects.
Furthermore, the PHY chapter now has a distinct power supply section.
Specifications on wake-up and Power over Dataline (PoDL) have been released in
the meantime and need context. Additionally, power supply impacts the EMC beha-
vior. This influence on Automotive Ethernet is also described. On the protocol layer,
 Preface to the Second Edition xiii

there are new developments with respect to Time Sensitive Networking which have
been included in the protocol chapter. Furthermore, the security section has been
extended significantly. Last, but not least, we have updated all chapters with the latest
developments and insights.
Like the first edition, this edition would also not have happened without the support
of the colleagues who make Automotive Ethernet happen on a daily basis. For this
second edition we would like to extend our gratitude to (in alphabetical order):

 Karl Budweiser, BMW, who had the (mis)fortune to start working at BMW just at
the right time to proofread the PHY section.
 Thomas Hogenmüller, BOSCH, who did not contribute directly to this book, but
who successfully dared to drive the standardization of BroadR-Reach at IEEE, and
without whom the main reason for writing this second edition might not
have happened.
 Thomas Lindner, BMW, who dissected the BroadR-Reach/100BASE-T1 technol-
ogy and was thus able to contribute vital insights to the 100BASE-T1 description.
The reader will benefit a lot from his scrutiny.
 Brett McClellan, Marvell, who answered many questions on the 1000BASE-T1
specification and helped in understanding the technology.
 Mehmet Tazebay, Broadcom, who, as the key designer of BroadR-Reach/
100BASE-T1 and 1000BASE-T1, has not only provided the basis for what
happened in Automotive Ethernet as such, but who also answered many questions.
 Michael Ziehensack, Elektrobit, who supported with insights to the security section.
 Helge Zinner, Continental, who relentlessly counterread the complete second
edition and made it a significantly more consistent and precise book than it would
have been without him.
Last, but not least, we would like to thank BMW for supporting our work on the
book and for giving us the opportunity to make a difference.
Preface to the First Edition

On November 11, 2013, I, Kirsten Matheus, attended a celebration of 40 years since

the invention of Ethernet at an IEEE 802 plenary meeting. During the celebration,
Robert Metcalfe, David Boggs, Ronald Crane, and Geoff Thompson were honored as
the pioneers of Ethernet. If I had to name the people without who Automotive Ethernet
would not have happened as it did, I would name Thomas Königseder, technical
expert at BMW and co-author of this book, and Neven Pischl, EMC expert
at Broadcom.
It all started in 2004, when Thomas received the responsibility for speeding up the
software flash process for BMW cars. With the CAN interface used at the time,
flashing the 1 Gbyte of data anticipated for 2008 would have required 16 hours to
complete. After careful evaluation, Thomas chose and enabled the use of standard 100
Base-TX Ethernet for this purpose. Thus, in 2008, the first serial car with an Ethernet
interface, a BMW 7-series, was introduced to the world.
This was only a small beginning though. The problem was that the EMC properties
of standard 100Base-TX Ethernet were not good. So the technology was usable with
cost competitive unshielded cables only when the car was stationary in the garage for
the specific flash use case. To use 100Base-TX also during the runtime of the car
would have required shielding the cables, and that was too expensive.
Yet, Thomas was taken with the effectiveness of Ethernet-based communication
and therefore investigated ways to use 100Base-TX over unshielded cables. He
identified the problem, but could not solve it. So in 2007 he contacted various well-
established Ethernet semiconductor suppliers to work with him on a solution. (Only)
Broadcom responded positively, and engineers from both companies evaluated the
BMW 100Base-TX Ethernet EMC measurements. Then, in January 2008, it
happened: BMW performed EMC measurements with boards the Broadcom engineer
Neven Pischl had optimized using a 100 Mbps Ethernet PHY variant Broadcom had
originally developed for Ethernet in the First Mile and which Broadcom engineers had
further adapted for the automotive application. The very first measurements ever
performed at a car manufacturer with this technology were well below the limit lines
and yielded better EMC performance results than even the existing FlexRay!
This was when Automotive Ethernet was born. Without having had this technology
available at the right time, without proving that 100 Mbps can be transmitted over
unshielded twisted pair (UTP) cables in the harsh automotive EMC environment,
none of all the other exciting, complementary, futuristic, and otherwise useful

xv
xvi Preface to the First Edition

developments in the field would have happened. BMW would likely be using Media
Oriented Systems Transport (MOST) 150 and be working on the next speed grade of
MOST, together with the rest of the industry.
Naturally, from the discovery of a solution in 2008 to the first ever introduction of
the UTP Ethernet in a serial car, a BMW X5, in 2013 and to establishing Automotive
Ethernet in the industry was and is a long run. Thomas and I would therefore like to
thank all those who helped to make this happen up till now, and those who are today
fervently preparing the bright future Ethernet has in the automotive industry, inside
and outside of BMW, with a special mention of Stefan Singer (Freescale), who,
among other things, established the first contact between BMW and Broadcom.
Using Ethernet for in-car networking is a revolution, and it is an unparalleled experi-
ence to be able to participate in its development.
This book explains the history of Automotive Ethernet in more detail and, also,
how Automotive Ethernet can technically be realized. We would like to thank all those
who supported us with knowhow and feedback in the process of writing this book.
First, we thank Thilo Streichert (Daimler), who made it his task to review it all, and
who saved the readers from some of the blindness that occurs to authors having
worked on a particular section for too long. Then there are (in alphabetical order):
Christoph Arndt (FH Deggendorf ), Jürgen Bos (Ericsson, EPO), Karl Budweiser (TU
München), Steve Carlson (HSPdesign), Bob Grow (RMG Consulting), Mickael
Guilcher (BMW), Robert von Häfen (BMW), Florian Hartwich (BOSCH), Thomas
Hogenmüller (BOSCH), Michael Johas Teener (Broadcom), Michael Kaindl (BMW),
Oliver Kalweit (BMW), Ramona Kerscher (FH Deggendorf ), Matthias Kessler (ESR
Labs), Max Kicherer (BMW), Yong Kim (Broadcom), Rick Kreifeld (Harman),
Thomas Lindenkreuz (BOSCH), Thomas Lindner (BMW), Stefan Schneele
(EADS), Mehmet Tazebay (Broadcom), Lars Völker (BMW), Ludwig Winkel
(Siemens), Helge Zinner (Continental). Last, but not least, we would like to thank
BMW for supporting our work on the book.
Abbreviations and Glossary

# Number of
1PPoDL One Pair Power over Data Line (name of IEEE 802.3 study group)
2D Two-Dimensional
3B2T Three Bits to Two Ternary conversion
3D Three-Dimensional
4B3B Four Bits to Three Bits conversion
4D Four-Dimensional
4D-PAM5 Four-Dimensional Five-Level Pulse-Amplitude Modulation
AAA2C Avnu sponsored Automotive Avb gen 2 Council (name of an Avnu
initiative to gauge and channel interest for TSN; shifted to IEEE
P802.1DG)
AAF AVTP Audio Format (part of TSN)
ACK Acknowledgment
ACL Access Control List
ACR-F Attenuation to Cross talk Ratio at Far end
ACR-N Attenuation to Cross talk Ratio at Near end
ADAS Advanced Driver Assist System
ADC or A/D Analog to Digital Converter
ADSL Asymmetric Digital Subscriber Line
AEC Automotive Electronics Council (name of US based organization
that standardizes the qualification of electronic components)
AFDX Avionics Full-Duplex Switched Ethernet
AFEXT Alien Far End Cross Talk (part of EMC)
AGC Adaptive Gain Control
AH Authentication Header (part of IPsec)
AIDA AutomatisierungsInitiative der Deutschen Automobilhersteller
(Automation Initiative of German Automobile Manufacturers)
ALOHA Hawaiian greeting (name for the multiple user access method
developed at the University of Hawaii)
AM Amplitude Modulation
AMIC Automotive Multimedia Interface Corporation (discontinued early
automotive initiative to standardize multimedia interfaces for
automotive use)

xvii
xviii Abbreviations and Glossary

Amp. or AMP Amplifier

ANEXT Alien Near End Cross Talk (part of EMC)
ANSI American National Standards Institute
API Application Programming Interface
APIX Automotive PIXel link (name for a proprietary SerDes interface)
ARINC Aeronautical Radio, Inc. (a company founded in 1929 that is known
for its ARINC standards, since 2018 part of Collins Aerospace [1])
ARP Address Resolution Protocol (used with IPv4)
ARPANET Advanced Research Projects Agency Network (discontinued
predecessor of the Internet)
ASA Automotive SerDes Alliance
ASIC Application Specific Integrated Circuit
ASIL Automotive Safety Integrity Level (part of functional safety/
ISO 26262)
ASN Avionics Systems Network
ATM Asynchronous Transfer Mode (telecommunications protocol used at
layer two)
ATS Asynchronous Traffic Shaping (part of TSN)
AUTOSAR AUTomotive Open System Architecture (organization dedicated to
the development of software development standards in the
automotive industry)
AV, A/V Audio and Video
AVB Audio Video Bridging (early name of a set of IEEE standards
enabling QoS for Ethernet-based communication)
AVBgen1 First generation of IEEE AVB standards
AVBgen2 Second generation of IEEE AVB standards, renamed TSN
Avnu Includes the AV for Audio Video and also means road in Creole [2]
(organization to industrialize AVB/TSN)
AVS Audio Video Source
AVTP AVB Transport Protocol (part of IEEE 1722)
AWGN Additive White Gaussian Noise
AXE Name of Ericsson’s digital telephone exchange/switching product
B Billion
BAG Bandwidth Allocation Gap (part of AFDX)
BCI Bulk Current Injection (part of EMC)
BER Bit Error Rate
BLW BaseLine Wander correction
BM Bus Minus (FlexRay terminology)
BMCA Best Master Clock selection Algorithm (part of TSN)
BP Bus Plus (FlexRay terminology)
BPDU Bridge Protocol Data Unit
BSD Berkeley Standard Distribution or Berkeley Software Distribution
(operating system based on early Unix)
C2C Car-to-Car communication
 Abbreviations and Glossary xix

C2X Car-to-anything communication

CA Coupling Attenuation (part of EMC)
CaaS Car-as-a-Service
CAGR Compound Annual Growth Rate (constant rate of growth over a time
period CAGR = (Volumet2/Volumet1)(1/(t2 ‒ t1)) ‒ 1)
CAN Controller Area Network
CAN FD CAN with Flexible Data rate
CC Communication Controller (part of FlexRay)
CCITT Comité Consultatif International Téléphonique et Télégraphique
(renamed ITU-T in 1993 [3])
CD Compact Disc
CDM Charged Device Model (part of ESD)
CE Consumer Electronics or Carrier Ethernet (the latter is a marketing
name for extensions to Ethernet for the telecommunications industry)
CFI Call for Interest (part of the IEEE 802.3 process to establish new
standardization projects)
CIA Confidentiality, Integrity, and Availability (part of security)
CIDR Classless Inter-Domain Routing (part of IPv4)
CISPR Comité International Spécial des Perturbations Radioélectriques
(International Special Committee on Radio Interference, belongs
to IEC)
CM Common Mode
CMC Common Mode Choke
cmd command
CML Current Mode Logic (one technical principle to realize SerDes
interfaces)
COL COLlision (signal needed with CSMA/CD Ethernet)
COTS Commercial-Off-The-Shelf
CPU Central Processing Unit
CRC Cyclic Redundancy Check (a form of channel coding used to detect
and sometimes correct errors in a transmission)
CRF Clock Reference Format (part of IEEE 1722)
CRS CaRrier Sense (signal needed with CSMA/CD Ethernet)
CSMA/CD Carrier Sense Multiple Access with Collision Detection
CSN Coordinated Shared Network
CW Continuous Wave
D 2B Domestic Digital Bus
DAC or D/A Digital to Analog Converter
DAS Driver Assist Systems or Driver ASsist
DC Direct Current or Daisy Chain
DDS Data Distribution Service (name for a middleware)
DEC Digital Equipment Corporation
DEI Drop Eligible Indicator (part of the 802.1Q header)
DFE Decision Feedback Equalizer
xx Abbreviations and Glossary

DHCP Dynamic Host Configuration Protocol (used with IP)

DIX DEC Intel Xerox (name for the early Ethernet promoter companies)
DLL Data Link Layer
DLNA Digital Living Network Alliance
DM Differential Mode
DMA Direct Memory Access
DME Differential Manchester Encoding
DMIPS Dhrystone Million Instructions Per Second
DMLT Distinguished Minimum Latency Traffic
DNS Domain Name System (part of IP)
DoIP Diagnostic over IP
DoS Denial of Service
DPI Direct Power Injection (part of EMC)
DRM Digital Rights Management
DSP Digital Signal Processor
DSQ 128 Double SQuare constellation, 2-times 16 discrete levels of PAM16
mapped on a 2-dimensional checkerboard (one variant of Ethernet
signaling)
DTLS Datagram Transport Layer Security
DUT Device Under Test
EADS European Aeronautic Defence and Space company (Airbus is a
division of EADS)
EAP Extensible Authentication Protocol (part of IEEE 802.1x)
ECN Explicit Congestion Notification (part of IP)
ECU Electronic Control Unit
EE or E/E Electric Electronic
EEE Energy-Efficient Ethernet (defined in IEEE 802.3af )
EFM Ethernet in the First Mile (defined in IEEE 802.3ah)
EIA Electronic Industries Alliance (US-based standards and trade
association that ceased operations in 2011, standardized – among
other – inexpensive wiring used with Ethernet [4])
ELFR Early Life Failure Rate (part of AEC-Q100 qualification)
ELTCTL Equal Level Transverse Conversion Transfer Loss (part of EMC)
EMC ElectroMagnetic Compatibility
EMD Electronic Master Device
EME ElectroMagnetic Emissions
EMI ElectroMagnetic Immunity (in other documents sometimes also used
for ElectroMagnetic Interference!)
EMS Electro Magnetic Susceptibility (more common: EMI)
EPO European Patent Office
EPON Ethernet Passive Optical Network (part of EFM)
ESD ElectroStatic Discharge or End Stream Delimiter (the latter is
explained with 100BASE-T1)
Eth. Ethernet
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