Electrical Model of In-vehicle Power Line

Communication System Based on Direct Digital Signal

Transmission
Alexander Krasovsky, Sergey Vasyukov, Ilshat Murzin
Department of Electrical Engineering and Industrial Electronics
Bauman Moscow State Technical University
Moscow, Russia
krasovsky@bmstu.ru, sa_vasyukov@bmstu.ru, murzinilshat10@gmail.com

Abstract— The technology for transmitting data through vehicle
power lines (VPLC) allows to reduce the number of wired
connections, reduce the weight and cost of wiring. However, the
implementation of high-speed data transmission through the use of
sophisticated signal modulation and coding methods involves the
use of expensive modems. As a result, VPLC technology has not yet
found practical application in the automotive industry. On the
other hand, VPLC technology can be used to control additional
equipment, for example, electronic relays of car alarms. The
wholesale price of such relays should not be higher than a few
dollars. In these conditions, the problem can be solved using direct
digital signal transmission. The implementation of this method
requires the creation of a relatively low-frequency model, capable
of adequately displaying the process of transmitting a pulse signal
through the car wiring. This paper considers the principles of
forming a model including a transmitter, a battery model, and a
model of wired connections. The influence of the wiring
parameters, the transmitter and the receiver on the propagation
process of the pulse signal is estimated at a qualitative level.
Keywords—digital transmission; car alarm; electric model;
wireless relay
I. INTRODUCTION
Currently, communication in cars is implemented using three
protocols: LIN, CAN and FlexRay. These protocols use a +12 V
DC line as a power source for electronic units and dedicated lines
for communication. The wired network of modern cars used to
transmit signals has a length of several kilometers and hundreds
of energy consumers. This led to an increase in the weight of
cable bundles and their cost. Under these conditions, the
the frequency range and transmission method. In papers [7,
8], the authors first made an attempt to present the car wiring in
the form of a complex of multi-wire harnesses connected to each
other through junction boxes, as well as to take into account a
variety of consumers. Another approach to the formation of the
model is presented by the authors in [9, 10, 11]. Analyzing the
channel models considered earlier, the authors state that although
technology of +12 V power line communication (Power Line
Communication-PLC) [1,2]allows to reduce the number of wired
connections. PLC modems can be used for communication
between various points in the car via the +12 V power supply
network, without additional dedicated wires for data exchange.
In the automotive industry, devices are being developed to
demonstrate the feasibility of the PLC approach, and studies are
underway of possible applications of PLC technology in avionics
[3] or satellites [4]. Over the past decade, significant progress has
been achieved in the development of PLC for 220 V home and
office AC networks. Numerous studies show that it is impossible
to directly apply the results obtained for 220 V AC networks to
cars, because the geometric characteristics and the tree structure
of cable harnesses in these environments are completely
different. There is much more impulse noise in the car wiring; the
car PLC line has a low input impedance due to the low internal
resistance of the car battery. In addition, the data transmission
channels of the car wiring, unlike home networks, are more
dependent on numerous randomly connected electrical
consumers. Their connection leads to sharp changes in the load
resistances in the transmission line for short time intervals and, as
a consequence, to a change in the properties of the line.
There are various approaches to creating VPLC models. The
most obvious and simple approach is associated with the
experimental obtaining of families of transfer functions and input
impedances of a power line, without trying to build mathematical
or electrical models on their basis [5, 6]. Based on the
measurement results, only recommendations are offered on the
use of
they give results that are accurate in statistics, they require
detailed knowledge of the wiring structure, which is hardly
available to PLC developers. Instead, it is proposed to consider
the network as a black box and experimentally determine the
characteristics of the model through a set of test influences. The
logical conclusion to the studies performed in [9, 10, 11] is the

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creation of a channel emulator for transmitting data over
automotive +12 V power supply networks [12].
Summing up, we note that the statement of the problem
almost always required the provision of high-speed
communication (about 10 Mbit / s) between any wiring points.
Analysis of the frequency characteristics of the wiring (they
contained numerous gain dips at frequencies that are difficult to
predict theoretically) led to the need for complex signal
modulation and coding methods, such as FFT OFDM and
Wavelet OFDM. Implementing OFDM communications in the
frequency range of 1-100 MHz requires large hardware and
software costs. This is precisely what has led to the fact that
currently there are no cars that would use PLC technology for
high-speed data transfer instead of dedicated two-wire buses.
But PLC technology can be used to control additional
equipment installed on the car after purchase. For example,
electronic relays for car alarms. Such relays break the electrical
circuits of the car and prevent theft. The control signal is
transmitted at a low speed (up to 10 kbit / s), but the technical
implementation of the relay is limited by tight price limits.
Wholesale cost should not exceed $ 7-10. It was shown in [13–
15] that, under severe price constraints, the use of direct digital
signal transmission is an acceptable solution. Digital transmission
requires a relatively low bandwidth (units of MHz) and, as a
result, it is necessary to develop a low-frequency model capable
of adequately displaying the process of transmitting a pulse
signal through a car wiring. For car alarms, there is no need to
transmit a signal from anywhere in the wiring to any other. The
number of connection points is limited, and the model should
give recommendations on the places of equipment connection.
The model should explain, at least at a qualitative level, the
influence of the wiring parameters, the transmitter and the
receiver on the propagation process of the pulse signal. This is
the difference between our proposed model and those considered
previously.
II. CAR WIRING MODEL FOR DIGITAL TRANSMISSION OF
CONTROL SIGNALS
The communication system consists of a transmitter, a signal
propagation medium (car wiring with connected consumers) and
a signal receiver (electronic relay). In [7], the authors, creating a
model of electrical wiring in agreement with car manufacturers,
established the following parameters of copper wires: radius 0.75
mm, thickness of the dielectric sheath 0.2 mm and its dielectric
constant 3.9. Calculations of the inductance and resistance per
unit length of line performed in [13–15] showed that they can be
approximately estimated at 1.5 μH/m and 10 mΩ/m, respectively.
An experiment to measure the inductance of the wire was
carried out first in the laboratory, and then in a car [13-15]. The
inductance per unit length of line was 1.0 μH/m. If the wires
formed a twisted pair, then the inductance decreased to 0.5 μH/m.
The pulse signal transmitter (main car alarm module) is always
located in the passenger compartment, and electronic relays
(signal receivers) are most often under the hood. Therefore, the
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signal from the transmitter to the receiver passes through the car
battery, which is a key element that affects the attenuation of the
signal. There are many electrical models in which the car battery
is represented by EMF and ohmic internal resistance. However, it
was shown in [6, 14, 15] that direct digital signal transmission
requires taking into account the internal inductance of the car
battery, which is about 200 nH.
Let us consider the principle of digital signal transmission
[13-15] on the example of a simplified model, Fig. 1. The
microprocessor of the main car alarm module generates a packet
of pulses reproducing the code message. Impulse "voltage dips"
caused by the final internal resistance of the car battery and the
properties of the wiring, propagate through all the power wires of
the car. The wireless relay is connected in an arbitrary place to
the +12 V power line, and receives pulse control signals from the
same power line. After the amplifier and the band-pass filter,
which suppresses pulse and low-frequency noise, the useful pulse
signal is sent to the internal comparator of the microprocessor
(MP). The microprocessor also performs the function of decoding
and generates a voltage to the control winding of a standard relay
installed on the electronic board of the wireless relay.
Fig. 1. Model of electrical wiring in the digital transmission of the code signal.
Connecting wires between the main car alarm module and the
car battery take into account the resistance and inductance of the
forward R+1 , L+1 and return R−1, L−1 wires. And between the car
battery and the wireless relay, R+ 2 , L+ 2 and R− 2 , L− 2
respectively.
When modeling the circuit shown in Fig. 1, in Multisim 10.1,
pulses with a duration of 0.75 μs were applied to the base of the
Darlington transistor [14]. The type of transistor affects the
parameters of the pulse that forms on the terminal of the car
battery. We will make the ultimate assessment by replacing the
transistor in the Multisim model with an ideal voltage-controlled
key.
Figure 2a shows the pulse when the Darlington bipolar
transistor 2N6038 was used in the model, and Fig. 2b is the ideal
key. Fig. 2c shows the pulse measured on the car battery when
using the Darlington BST50 bipolar transistor in the transmitter
circuit.
 TABLE I. EFFECT OF RC CIRCUIT PARAMETERS

Parameters Amplitude, mV (3 τ , µs)

R, Оhm 1 10 30 100
С=0 nF 420 (0) 405 (0) 380 (0) 300 (0)
С=110 nF 445 (0,33) 445 (3,3) 445 (9,9) 445 (33)
С=220 nF 445 (0,66) 445 (6,6) 445 (19,2) 440 (66)
С=330 nF 445 (0,99) 445 (9,9) 445 (29,7) 410 (99)
а b С=440 nF 445 (1,32) 445 (13,2) 445 (39,6) 400 (132)
The lack of capacitance reduces the amplitude, the pulse loses
its rectangular shape, and its duration decreases to 200 ns at 100
Ohms. The remaining data show that the amplitude of the pulse is
practically not affected by the magnitude of the resistance and
capacitance. However, at large values of 3 τ (66, 99, and 132 μs,
highlighted in gray), the amplitude decreases. This can be
explained by the fact that during the repetition period of control
c
pulses of 75 μs, the capacitor C does not have time to completely
discharge in the interval between pulses. Therefore, the
Fig. 2. Oscillograms of pulses: a - simulation (transistor 2N6038), b -
simulation (ideal key), c - experiment (transistor BST50).
parameters of the RC circuit must be coordinated with the
interval between the control pulses.
The pulses on the car battery obtained as a result of modeling Let us now evaluate the effect on the amplitude of the pulse
and experiment are similar in shape and amplitude. The pulse of the internal resistance of the car battery Rbat , its inductance
amplitude in the simulation was 445 mV, and in the experiment,
about 500 mV. Lbat and inductance of the wiring L+1 (see Fig. 1). When
modeling, we take into account only the inductance of the direct
Analysis of the waveforms shows that improving the wire L+1 , neglecting the inductance of the return wire L−1 , the
characteristics of signal transmission by selecting the brand of a
bipolar transistor is unpromising. Indeed, an ideal switch gives an role of which is played by the car body. With two unchanged
impulse of almost the same amplitude as switching by a parameters, we will change the third parameter.
transistor. The simulation results shown in Table 2 suggest that changes
The duration of the control pulse practically does not affect in the internal resistance of car battery (resistance for a charged
the amplitude of the pulse on the car battery. The maximum battery is 10-30 mOhm) have virtually no effect on the pulse
amplitude is reached at the moment the transistor is turned on and amplitude. A slight increase, from 445 to 470 mV, is observed if
then decreases slightly during the pulse. A pulse duration of less you set the internal resistance to 100 mOhm, however, such
than 0.5 μs is impractical, since the transistor does not have time resistance is found in practice only in discharged car batteries.
to fully open. A duration of more than 2 μs is also impractical An increase in the internal inductance Lbat proportionally
due to overheating of the resistor through which the switching
increases the amplitude of the pulse, and an increase in the
current passes. Thus, a pulse width of 0.75 - 1 μs is optimal for
direct digital transmission. inductance of the wire L+1 reduces the amplitude to the same
extent. The conclusion that can be drawn from the simulation
Let us now consider the effect of the parameters of the RC results is that the pulse amplitude mainly depends on the divider,
circuit in the collector of the transistor (Fig. 1) on the pulse which form the inductance of the wire and battery.
amplitude. The capacitance C increases the amplitude of the
signal when the transistor opens. As the transistor opens, Rbat Lbat
capacitance C is charged to the voltage of the power source. TABLE II. EFFECT OF , , L+1
When the pulse disappears at the base terminal of the transistor, it Variable Not changeable
Amplitude, mV
starts to close, and the capacitance C starts to discharge through parameter parameters
the resistor R with a time constant τ = R ⋅ C . We assume that the L+1 = 4,7 μH 10 20 100
Rbat , mOhm
discharge of the capacitance occurs in time 3 τ . Lbat = 200 nH 445 445 470

During the simulation, a pulse repetition period of 75 μs was L+1 = 4,7 μH 100 200 400
Lbat , nH
established with a pulse duration of 0.75 μs. The simulation Rbat = 20 mOhm 220 445 840
results for different values of R and C are shown in Table 1, Rbat = 20 mOhm 2,35 4,7 9,4
which shows the pulse amplitude (in millivolts), and next to it in L+1 , μH
brackets is the value of the triple time constant 3 τ in Lbat = 200 nH 840 445 220

microseconds. In the practical implementation of direct digital transmission

in a particular car, one of the issues is the choice of transmitter

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connection points. In the ideal case, it is necessary to connect 2 (5-6) 0,60 (0,61)
3,40 3,40 12,00 12,00
anywhere where the nearest +12 V wire is. But practice shows (2,83) (2,79) (8,81) (9,26)
that there are propagation paths in the wiring through which the 3,40 3,20 12,00 12,00
2 (7-8) 0,64 (0,61)
(2,78) (2,80) (8,75) (9,12)
signal undergoes so much attenuation that it cannot be 2,00 4,20
distinguished from noise. Attenuation is determined by both the 3 (9-10) 0,36 (0,46) - -
(2,88) (4,47)
path length and the loads. And therefore, it is necessary to assess 0,90 1,20
3 (5-6) 0,40 (0,42) - -
the degree of influence of loads on the propagation of a pulse (1,03) (1,34)
signal. 1 (13-
0,60 - - - -
14)
Let's carry out an assessment in the laboratory conditions. A (13-14) 0,64 - - - -
simplified experimental scheme is shown in Fig. 3. (13-14) 0,64 - - - -

Analysis of the experimental and modeling data presented in

Table 3 shows that the Multisim-model, in which the wires are
modeled by a series connection of inductance and active
resistance, adequately reflects the processes of transmission of a
pulse signal.
It was additionally established (highlighted in gray) that the
effects of Type 3 and Type 1 loads are almost the same. This
means that the capacitive load greatly affects the transmission of
the pulse signal. A capacitance of 1 μF, connected in parallel
with a resistance of 43 Ohms, affects the amplitude of the pulse
Fig. 3. Wiring diagram used to assess the effect of loads. signal at the battery terminals in almost the same way as a low-
resistance load of 2.4 Ohms. In real car wiring, capacitors are
Between the transmitter and the car battery located on the present in input circuits of electronic control units. And therefore,
laboratory table, wiring was laid in the form of wire segments, on the power lines located near the control units, the signal
the length of which is shown in centimeters in Fig. 3. Points 5-14 undergoes significant attenuation.
are the places of connection of loads. In the experiment, three
types of loads were used. Type 1 - car lamp H11 (resistance 2.4 It was previously noted that the main influence on the
Ohms). Type 2 is a 43 ohm resistor. Type 3 - 43 ohm resistor and amplitude of the pulse is exerted by the inductances of the wires
1 uF capacitor connected in parallel. The results of the and the battery. Additionally, the simulation, in which the active
experiment are presented in table 3. The column "Test resistances of all the wires were taken as zero, showed a slight
conditions" shows the type and place of connection of the load. (about 1%) difference from the results of table 3.
For example, 1 (9-10), a load of type 1 connected between points Let us now evaluate how the connection place of the
9 and 10. The columns of the table show the pulse amplitudes (in transmitter affects the amplitude of the pulse signal at the battery
volts) measured between the corresponding wiring points. In terminals. We fix the distance between the load and the battery,
parentheses are the data obtained by the Multisim model, for example, 100 cm, and we will change the position of the
compiled according to the wiring diagram, Fig. 3. transmitter connection point x from 0 to 100 cm, and the load
value, Fig. 4.
TABLE III. EXPERIMEMT AND MODELLING RESULTS
Exp.
Measurement and Simulation Result
cond.
Load U 3-4 U 5 -6 U 7-8 U 9-10 U 11-12
3,80 4,00 12,00
Idle 0,64 (0,63) -
(2,90) (2,91) (8,61)
2,40 2,40 3,20 4,60
1 (9-10) 0,36 (0,51)
(2,41) (2,41) (4,12) (4,82) Fig. 4. Load connection.
1 (11- 2,40 2,60 5,80 2,80
0,40 (0,48)
12) (2,50) (2,50) (5,36) (3,40) The simulation results at various load values are shown in
3,40 3,40 10,00 11,00
2 (9-10) 0,52 (0,61)
(2,82) (2,82) (8,97) (8,90)
Fig. 5.
2 (11- 3,40 3,40 11,00 10,00
0,56 (0,61)
12) (2,80) (2,80) (8,75) (8,81)
1,20 1,50 11,00 12,00
1 (5-6) 0,40 (0,44)
(1,37) (1,62) (8,50) (8,95)
2,60 1,00 11,00 11,00
1 (7-8) 0,40 (0,45)
(1,70) (1,11) (8,53) (8,99)

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 1800 length of line in real automotive wiring are 1-2 μH/m, and the
1700

1600
resistance is 10-20 mOhm/m;
1500

1400
In the absence of loads, the pulse value at the battery terminal
1300
is mainly determined by the divider formed by the inductances of
1200 the wiring and the battery.
1100
хх
1000 0.5, Оhm
1.0, Оhm
REFERENCES
mV

900
2, Оhm
800 10, Оhm

700
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[2] A. Rubin, “Implementing automotive protocols for communications over
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200
Israel, Dec. 2002, p. 306
100

0
0 10 20 30 40 50
x, cm
60 70 80 90 100
Fig. 5. The influence of the connection location of the transmitter.
When the transmitter is connected close to the load (up to 40
cm), especially low-impedance or with a capacitive component, a
significant decrease in the pulse amplitude is observed compared
to idling. In addition, the magnitude of the load strongly affects
the amplitude of the pulse. As you move away from the load, the
effect decreases and at a distance of 70-80 cm the voltages at
different loads are close. This is due to an increase in the
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The conducted studies provide the basis for building an
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pieces of wiring. The results of experimental studies and
modeling confirmed the adequacy of the model, but cannot be
presented here due to the limited volume of the article.
III. CONCLUSIONS
To implement direct digital transmission, it is advisable to use
a bipolar transistor operating in key mode. In the collector circuit
of the transistor, in parallel with the resistance with a nominal
value of 10-30 Ohms, it is necessary to include a capacitor of
100-500 nF. The nominal values of the resistance and capacitor
from these ranges practically do not affect the amplitude of the
generated pulse, but their choice must be taken into account
depending on the interval of the control pulses;
The duration of the control pulses practically does not affect
the amplitude of the pulses in the wiring, but to reduce heat
generation it should be set no more than 1 μs;
The car battery has an internal inductance of 150-200 nH,
which has a dominant effect on the amplitude of the pulse
propagating through the wiring;
Car wiring can be modeled as a series connection of the wire
inductance and its active resistance. The inductance per unit
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