The communications and networks inside the car, between cars and cars, and between cars and infrastructure are quietly changing. Many important design challenges have been successfully solved, such as hardware and software methods to meet stringent bandwidth, fault tolerance, decision, and reliability requirements. In fact, many hardware and software communications and control protocols have made significant progress. These protocols include: FlexRay, Controller Area Network (CAN), Japan Automotive Software Platform and Architecture (JASPAR), Local Internet (LIN), J1850 of the American Society of Automotive Engineers (SAE), Automotive Open System Architecture (AUTOSAR), and media orientation System Transmission (MOST) protocol and FireWire (1394) standard. The MOST agreement is entering more and more car infotainment systems, mainly in European cars. MOST has not yet gained popularity, but Toyota's Prius is using the 25MBps version of MOST. Version 3 of the MOST specification for 150Mbps networks is expected to be released soon. For the body, transmission system, chassis and other controls, there is no single protocol and architecture that can be considered a "perfect solution". Generally, combining and improving these solutions is very useful for providing flexibility and meeting automotive control and communication needs. For example, JASPAR has recently been adopted by the new version of FlexRay for next-generation in-vehicle networks. The FlexRay Alliance is prepared to adopt JASPAR technical recommendations in the main revision points of the FlexRay protocol specification V3.0 and the physical layer specification V3.0. These specifications will be released during the 2009/2010 period. FlexRay has been used as the main backbone network in automotive applications (Figure 1). OEMs in Germany and Japan have decided to adopt FlexRay in their vehicle networks. The world's first commercial FlexRay car is BMW's flagship X5 sports utility vehicle (SUV) and 7-series car. Figure 1: The FlexRay in-vehicle network protocol can be used as a backbone for other networks such as CAN, LIN, and MOST to implement in-vehicle control and infotainment applications. FlexRay defines a dual-channel 10Mbps data structure. Each channel can be used to independently implement a redundancy mechanism, and the aggregate data rate can reach 20Mbps. The core members of the FlexRay alliance include BMW, General Motors, Volkswagen, DaimlerChrysler, Bosch, Freescale Semiconductor and NXP Semiconductors (NXP). They hope that FlexRay will become the standard for advanced drive systems, chassis and wire transmission control automotive systems, even if its cost is much higher than the currently widely used 1Mbps CAN protocol. Most members believe that FlexRay will coexist with other agreements, and will not replace them. "FlexRay was originally designed specifically for fault tolerance and redundancy, and now it is also being used to increase bandwidth, especially where higher bandwidth can be achieved using other networks such as CAN." Chief Technology, Automotive Strategy Business Unit, NEC Electronics USA Application Engineer Jens Eltze said. "Some car manufacturers are reluctant to adopt standards based on new technologies such as FlexRay and FireWire. Before other companies join in, they don't want to take risks that may or may not succeed." Dave, Marketing Manager, Automotive Strategy Business Unit, NEC Electronics USA Stone said. Figure 2: NXP Semiconductors ’TJA1080A FlexRay transceiver is the first node transceiver to be certified in the automotive network (a), and it has been integrated into the TJA1081 / 1082 IC (b).
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