techniques and CAN
bus, and I¹m looking at how automotive makes this work, since the
requirements aren¹t that different.
Ken Javor
Phone: (256) 650-5261
From: "McCallum, Andy"
Reply-To: "McCallum, Andy"
Date: Wed, 13 Jun 2018 14:17:12 +
To:
Conversation: [PSES] Auto
I've been pretty much retired for some time now (pending contracts etc.)
, but as I recall, there was usually a bypass capacitor at the bus
center tap inside line replaceable units in aircraft; per DO-160 and
MIL 461 etc the items themselves have immunity and emissions
requirements. And it
ce.com>>,
mailto:EMC-PSTC@LISTSERV.IEEE.ORG>>
Subject: Re: [PSES] Automotive EMC question
If capacitors do not work, there must be another solution, and it must be
known, because it is in use. Perhaps you could dissect your own (or preferably
someone else's) means of transport to find out.
I was hoping to get a virtual dissection right here on this forum :-)
Ken Javor
Phone: (256) 650-5261
From: John Woodgate
Date: Wed, 13 Jun 2018 14:36:08 +0100
To: Ken Javor ,
Subject: Re: [PSES] Automotive EMC question
If capacitors do not work, there must be another solution
, Essex UK
On 2018-06-13 14:26, Ken Javor wrote:
Re: [PSES] Automotive EMC question I don’t doubt that is the
rationale. But what is the fix then for high frequencies where you
have stringent RE/RS limits with a shield grounded at one end only?
John Woodgate offered one suggestion using caps
equ...@ieee.org>
Reply-To: Ted Eckert
Date: Tue, 12 Jun 2018 22:57:00 +
To:
Conversation: [PSES] Automotive EMC question
Subject: Re: [PSES] Automotive EMC question
Consider my thoughts as pure conjecture. Automotive electronics often use
the chassis as the return for power. For high power d
@LISTSERV.IEEE.ORG
Subject: Re: [PSES] Automotive EMC question
I hope it also at least recommends that the grounding is at the sending end, so
that the cable capacitance is charged from the low-impedance source. I guess
that, e.g. in the auto environment, the risk of large shield currents is too
great
-Original Message-
From: Ken Javor [mailto:ken.ja...@emccompliance.com]
Sent: Tuesday, June 12, 2018 4:38 PM
To: EMC-PSTC@LISTSERV.IEEE.ORG
Subject: Re: [PSES] Automotive EMC question
The bus is differential and I don't see transformer coupling to it, so that
means the interface to the bus
Reply-To: Brian O'Connell
> Date: Tue, 12 Jun 2018 22:36:53 +
> To:
> Conversation: [PSES] Automotive EMC question
> Subject: Re: [PSES] Automotive EMC question
>
> CAN bus assumes a 'standard' 120 ohm termination for the ends of each CANL/H
> twisted pair. The IS
that there
must be only one grounding path for the nodes on the bus.
Brian
From: John Woodgate [mailto:j...@woodjohn.uk]
Sent: Tuesday, June 12, 2018 2:53 PM
To: EMC-PSTC@LISTSERV.IEEE.ORG
Subject: Re: [PSES] Automotive EMC question
I hope it also at least recommends that the grounding
I hope it also at least recommends that the grounding is at the sending
end, so that the cable capacitance is charged from the low-impedance
source. I guess that, e.g. in the auto environment, the risk of large
shield currents is too great to allow routine grounding at both ends.
But I
The CAN bus spec says that shield(s) are to be grounded at one end only. How
does this work vs. meeting stringent rf RE and RS requirements at
frequencies where cables are electrically long?
Thank you,
Ken Javor
Phone: (256) 650-5261
-
The CAN bus standard looks a lot like MIL-STD-1553 in architecture. But I
also hear people saying that CAN bus requires more than two wires, such as
three wires, or three wires plus a shield.
I can see the shield for EMI, but in terms of just bus functionality, is
there any need for more than
Subject: [PSES] Automotive EMC question
The CAN bus standard looks a lot like MIL-STD-1553 in architecture. But I
also hear people saying that CAN bus requires more than two wires, such as
three wires, or three wires plus a shield.
I can see the shield for EMI, but in terms of just bus functionality
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