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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
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
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
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
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
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
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
v
vi Contents
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):
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
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