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4, NOVEMBER 2008

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Methodology to Predict EME Effects in CAN Bus Systems Using VHDL-AMS

Mihriban G ursoy, Stefan Jahn, Bernd Deutschmann, Member, IEEE, and Georg Pelz, Member, IEEE
AbstractThe electromagnetic emissions (EME) of integrated circuits (ICs) are of increasing importance in the selection of automotive components. Although the IC is treated as the main cause for these emissions, the electrical environment, i.e., the application of an IC including the minimal circuitry on the application board and its layout, as well as the global connection terminals (i.e., supply pins and bus signals) representing the load of an IC are crucial in determining the emission behavior of the entire system. This paper provides application engineers information about different aspects related to the EME of a controller area network (CAN) bus system and how emissions are generated and transformed within the application environment. It presents a methodology to investigate and predict the effects by using Very High-Speed IC Hardware Description Language-Analog Mixed Signal (VHDL-AMS). The description focuses on the interaction between the CAN transceivers and the twisted pair transmission line connecting them. Both common mode and differential mode as well as mode conversion aspects are considered. It highlights the fact that EMEs from a CAN bus system highly depend on the application environment. Index TermsController area network (CAN) bus system, electromagnetic emission (EME), transmission-line modeling, veryhigh-speed integrated circuit hardware description language analog mixed signal (VHDL-AMS).
TABLE I PHYSICAL MEDIA PARAMETERS OF THE TWISTED WIRE PAIR FOR THE CAN BUS SYSTEM

Fig. 1. Cancellation of the radiated electromagnetic elds by using differential signaling and twisted wire pair.

I. INTRODUCTION

LECTRONIC modules are increasingly distributed throughout modern motor vehicles; thus, a large amount of information exchange between these modules is required. To avoid massive usage of wires between the modules, a special protocol was developed in the 1980s for use in motor vehicles by Robert Bosch GmbH. This protocol was named controller area network (CAN) and it is an asynchronous serial bus system with one logical bus line. CAN allows communication to a speed up to 1 Mb/s. A. CAN Bus System Typical CAN bus structures are linear, star- or multistar-like. In the automotive industry, shielded or unshielded twisted pair cables usually make up the transmission line. The typical parameters of the twisted wire are listed in Table I.

According to [1], the maximum CAN bus length is given as 30 m. B. EMC Requirements for CAN Bus Systems CAN bus driver integrated circuits (ICs) are often placed in the immediate vicinity of the connectors of the cable harness in a motor vehicle. That is why they are required to meet certain requirements regarding their electromagnetic compatibility (EMC). This means that the system has to emit as little undesired signals as possible and to withstand a certain level of interference. Due to the differential nature of the transmission, CAN is theoretically insensitive to interference because both bus lines are affected in the same way that leaves the differential signal unaffected. Additional to differential signaling, twisting the wires is a favorable way to reduce EMEs. Electromagnetic elds will oppose one another as the current ow in one wire loop is in the reverse direction to the current ow in an adjacent wire loop (see Fig. 1). Section II gives a brief overview about the existing approaches to EMC simulation as well as the motivation to use VHDL-AMS behavioral models. In Section III, a short overview of the measurement method to characterize the EMEs of CAN bus systems is given. Despite differential signaling and twisted wire technology, we will see that some EMEs are still generated by the CAN bus system. Consecutively, the origin of these emissions together with

Manuscript received January 4, 2008; revised March 13, 2008. First published September 23, 2008; current version published November 20, 2008. M. G ursoy is with the Friedrich-Alexander-University Erlangen-Nuremberg, Erlangen 91058, Germany (e-mail: mihriban.guersoy@inneon.com). S. Jahn and B. Deutschmann are with the Automotive Power Electromagnetic Compatibility Center, Inneon Technologies AG, Neubiberg 85579, Germany (e-mail: stefan.jahn@inneon.com; bernd.deutschmann@ inneon.com). G. Pelz is with the Design Methodology Group, Automotive Power Business Unit, Inneon Technologies AG, Neubiberg 85579, Germany (e-mail: georg.pelz@inneon.com). Color versions of one or more of the gures in this paper are available online at http://ieeexplore.ieee.org. Digital Object Identier 10.1109/TEMC.2008.927925

0018-9375/$25.00 2008 IEEE

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Fig. 2. Test setup for the conducted emission measurement at CANH and CANL.

methods to simulate the effects of their contributors will be explained in detail. II. STATE OF THE ART Simulative EMC assessment has been done for quite some time. It can be accomplished on several levels: many approaches employ 3-D numerical simulations, e.g., see Kedzia [2] or Neumayer et al. [3]. When it comes to system considerations, often circuit simulations (SPICE-like) are taken into account [4]. While a full circuit simulation with the associated ICs is often out of reach, because of intractable simulation runtimes, basically two ways have been devised to speed up these simulations. One is to replace the IC by simple input/output buffer information specication (IBIS) models reecting some edge shapes given in piecewise-linear form. Unfortunately, these models often work satisfactorily just for the load, for which they have been developed. To cope with that, a relatively new approach has been devised, which proposes to replace the IC with behavioral models formulated in VHDL-AMS [5]. Canavero et al. [6] and Perdriau et al. [7] investigated behavioral modeling to speed up EMC circuit simulations. A similar approach is now employed to allow not only checking some certain conguration, but also simulative exploration of the EMC-related design space. III. ELECTROMAGNETIC EMISSIONS OF CAN BUS SYSTEMS According to the IEC 62228 Ed.1/TS standard [1], the measurement of the EME should be performed in a small (three transceivers) network. In this network, one transceiver is operated as a transmitter for a bit pattern that emulates a CAN protocol message to be received and monitored at the RX output ports of all nodes. A central bus termination resistor of 60 is used in case of the characterization of high-speed CAN transceivers that are in this case operated with a data transmission rate of 500 kb/s. Fig. 2 shows the basic test setup for measurement of conducted EME. The two bus signals CAN high (CANH) and CAN low (CANL) are connected to a decoupling network that has to be built according to the requirements of the 150 direct coupling method IEC 61967-4-A1 [8]. The common-mode emissions for the differential-mode data transfer are measured at the 51 resistor as the sum of the CAN high and CAN low bus signals. An example of an emission measurement resultusing the 150 direct coupling methodof a high-speed CAN transceiver is shown in Fig. 3.
Fig. 3. Measured conducted EME of a high-speed CAN transceiver.

Fig. 4. Time-domain measurement results of the CANH and CANL signals and their mathematical addition.

Although several measures have been taken to reduce the emissions (e.g., differential signaling), still a high amount of unwanted noise signal is present (up to 70 dBV at the rst harmonic of the CAN signal). The emissions here, mainly result from the asymmetrical switching behavior when CAN high and CAN low drivers are not perfectly synchronized. The residual asymmetry leads to common-mode currents and respectively to common-mode emissions. As can be seen in Fig. 4, in the time-domain measurement of this CAN transceiver, the two differential signals CAN high and CAN low are not exactly opposite and in phase to each other, and their currents do not cancel out. The mathematical addition of these two signals does not remain at a steady potential during the switching time of the signals. The resulting voltage bounce drives a common-mode current in the same direction on both wires that results in a certain portion of radio-frequency (RF) eld that is not annihilated, as its corresponding return current often ows too far away back to its origin. Achieving high EMC is not only a matter of the transceivers switching behavior. A careful system implementation, i.e., the right termination, topology, and external circuitry, as well as the proper balance between the two transmitter signal paths is very important in order to avoid an ideal differential signal to be transformed into an unwanted common-mode signal.

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are two types of modes possible: differential mode and common mode. Nodal S -parameters can be converted into modal S parameters using the following transformation [9], [10]: Sm o dal = M Sno dal M 1 with
Fig. 5. RF measurement board for the 4-port S -parameter characterization.

(2)

0 M = 1 0

1 0 0 1 0 1 0 1

(3)

1 . 0 1

Transmission lines must be terminated with their characteristic line impedance otherwise signal reections will occur on the bus causing signicant ringing. In the following sections, each of the mentioned effects on the emission spectrum of a CAN bus system is investigated. An automotive twisted pair cable has been characterized and modeled using VHDL-AMS [5]. Different cable congurations have been set up in simulations in order to illustrate their EME effects in both the time and frequency domains. IV. RF CHARACTERIZATION OF A TWISTED PAIR A twisted pair transmission line is used to transfer the CAN signals within the automotive environment. The twisted pair transmission line basically carries two types of modes: differential mode and common mode. The differential-mode parameters have been determined using the three-conductor conguration shown in Fig. 5. The boards backplane metallization is used as a common RF ground. A four-port scattering parameter (S -parameter) measurement has been performed in order to determine the transmission-line parameters. The network analyzer (NWA) is able to measure two-port S -parameters. The S -parameter matrix of the considered four-port has thus been characterized by six different twoport measurements. During each of these measurements, the two unused ports must be terminated by the reference impedance of 50 . Some of the measured S -parameters are redundant. A MatLab script is used to read in the six two-port S -parameter sets and combine them into a four-by-four frequency-dependent S -parameter matrix S11 S12 S13 S14 S21 S22 S23 S24 (1) S4 4 = S31 S32 S33 S34 S41 S42 S43 S44 characterizing the transmission line in the frequency domain. A. Nodal and Modal S -Parameters The S -parameters determined with the earlier measurement method are the so-called nodal S -parameters (nodes referenced to a common RF ground). For the determination of the differential twisted pair transmission-line parameters, modal S -parameters are required. In the considered three-conductor system (the two twisted wires and the RF ground plane), there

The port numbering of the nodal S -parameters during this transformation is dened as follows: ports 1 and 2 form one differential input and ports 3 and 4 form the second differential input. The modal S -parameters after that transformation can be interpreted as SDD 11 SDD 12 SDC 11 SDC 12 S DD 21 SDD 22 SDC 21 SDC 22 Sm o dal = . (4) SCD 11 SCD 12 SCC 11 SCC 12 SCD 21 SCD 22 SCC 21 SCC 22 The two-by-two submatrices on the main diagonal are the differential S -parameters (upper left) normalized to 100 and the common-mode S -parameters (lower right) normalized to 25 . The two-by-two off-diagonal submatrices are the S -parameter matrices describing the mode conversions. Because of the mode denitions in the modal S -parameter sets, the differential reference impedance Z0 ,D yields Z0 ,D = 2 Z0 = 100 and the common-mode reference impedance yields Z0 ,C = Z0 = 25 . 2 (6) (5)

This is very important for the interpretation of the modal S -parameter matrices. B. Parameter Extraction The differential two-port S -parameters are converted into the chain matrix A because the chain parameters of a transmission line can be easily written as ZL sinh( l) . cosh( l) (7) From this equation, the wave impedance ZL and the propagation constant can be computed if the physical length l of the measured transmission line is known: A= A11 A21 A12 A22 = ZL = A12 A21 (8) arsinh ( A12 A21 ) . l (9) cosh( l) sinh( l)/ZL

= + j =

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Fig. 6.

Equivalent circuit of a simple transmission line segment.

Fig. 9. Fig. 7. Effective dielectric constant of the measured twisted pair cable.

Wire loads L , C , G , and R of the measured twisted pair cable.

Fig. 10.

Two-port measurement conguration for a twisted pair cable.

Fig. 8. Differential characteristic wave impedance of the measured twisted pair cable.

The transmission-line equations ZL = = R + jL G + jC (R + jL ) (G + jC ) (10) (11)

skin effect (conductor losses f ). For 10 MHz, the following values have been determined: r ZL = 110 ; r r, e = 1.78; r L = 0.656 H/m; r C = 53.8 pF/m; r G = 84.44 S/m; r R = 1.41 /m. These values are going to be used in the VHDL-AMS model described in Section V.

describe the equivalent circuit shown in Fig. 6 of a transmission line segment. By multiplication and division of the two transmission line equations (10) and (11), the wire loads C , L , R , and G can be calculated from the measurement data: ZL = R + jL = G + jC . ZL C. Measurement Results The two diagrams in Figs. 7 and 8 depict the extracted effective dielectric constant as well as the wave impedance of the measured twisted pair transmission line. Besides these transmission line parameters, the wire loads have also been determined, as depicted in the diagrams in Fig. 9. The diagrams clearly show the frequency dependence of the transmission line parameters. The twisted pair line is partly made of a dielectric that is dispersive (dielectric losses f ). Also, the conductor material appears to be dispersive due to the (12) (13)

D. Evaluation of the Measurement Results Due to the RF ground plane used on the RF measurement board, the resulting differential transmission line parameters can be considered to be independent from the excited commonmode signal during the measurement. The measurement of the characteristic wave impedance of the twisted pair cable using the conguration depicted in Fig. 10 shows a deviation. The resulting wave impedance ZL for a two-port S -parameter measurement or a TDR show a 10%20% smaller value (compared to the four-port S -parameter measurement results) that can be considered to be wrong since one of the conductors is used as a common RF ground. This RF ground is nonideal because it is actually part of the transmission line.

E. Modeling There are simple analytic formulas [11] for the calculation of the quasi-static wave impedance as well as the effective

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Fig. 11.

Voltage and current denitions for the differential transmission line.

dielectric constant of a twisted pair line ZL = ZF 0 acosh r, e D d (14)

where ZF 0 denotes the wave impedance in free space, D the diameter of the isolator, and d the conductor diameter. The dielectric constant r , e can be computed using r, e = 1 + q (r 1) with a lling factor q = 0.25 + 0.0004 2 and a twist angle = atan (T D) . (17)
Fig. 12. domain. VHDL-AMS code for nondispersive transmission line in the time

(15)

(16)

The given geometrical data are r D = 1.3 mm; r d = 0.7 mm; r T = 92 (twists per meter). The same results as in the measurements are yielded when assuming r = 4.1, and then r ZL = 110 , r r , e = 1.775. As can be seen, the extracted measurement values of ZL and r , e are in accordance with the calculated values by using the simple analytic formulas given in previous publications.

The only remaining frequency-dependent term is e l = ej with = l (24) (23)

which yields the following transformation: f ( ) e l = A f ( ) ej A f (t ). (25)

V. TRANSMISSION LINE MODELING Each differential two-wire transmission line can be ideally modeled in the frequency domain by the given A-parameters (7), which we write as: V1 = V2 cosh( l) + I2 ZL sinh( l) I1 = V2 1/ZL sinh( l) + I2 cosh( l) (18) (19)

This transformation can be applied to all transmission line models with frequency-independent delay time. It can be applied since the phase velocity vph = f ( ) is not a function of the frequency. A. VHDL-AMS Implementation Formulas (20) and (21) in the time domain give according to the transformation in (25) V1 (t) = ZL I1 (t) + A (ZL I2 (t ) + V2 (t )) (26)

using the voltage and current denitions in Fig. 11. Applying (18) + ZL (19) and (18) ZL (19) to the previous equation system yields V1 = V2 e l + ZL (I1 + I2 e l ) V2 = V1 e
l

V2 (t) = ZL I2 (t) + A (ZL I1 (t ) + V1 (t )). (27) These equations can be seen in the VHDL-AMS code (shown in Fig. 12) modeling the transmission line in the time domain. According to the measurement results of the transmission line shown in Section IV, the following parameters have been passed to the model: the characteristic impedance ZL = 110 , the effective dielectric constant r = 1.78, and the loss per meter are computed as = c + d = 1 2 R + G ZL ZL (28)

(20) (21)

+ ZL (I2 + I1 e

where denotes the propagation constant. These equations can be transformed from the frequency domain into the time domain using the inverse Fourier transformation. The frequency independent loss = f ( ) gives the constant factor A=e
l

(22)

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Fig. 15.

Balanced and unbalanced three-conductor system.

Fig. 13. Comparison of measurement (solid lines) and simulation (dotted lines) data for S 1 1 and S 2 1 in the frequency range 100 kHz to 400 MHz. (a) Reections. (b) Transmissions.

Fig. 16. Simulation setup for common-mode to differential-mode conversion caused by asymmetric common-mode terminations.

as well as length. All three lines have the same physical length, but the central transmission line has a different wave impedance. B. Mode Conversions due to Asymmetric Terminations A twisted pair conguration can usually be considered as a balanced two-wire system (left-hand side of Fig. 15). Mode conversions from differential mode to common mode and vice versa are mainly due to asymmetric common-mode terminations (i.e., R2 = 50 and R3 = 60 in Fig. 16). These are caused by an impedance asymmetry (CANH and CANL input impedances and/or terminations) of the receiving and sending CAN transceivers. The simulation setups depicted in Figs. 16 and 18 excite a common-mode signal on the left-hand side (differential mode shorted) only. On the right-hand side, a 1 : 1 transformer is used to convert the differential signal into a single-ended signal. An ac simulation is used to calculate the mode conversion in terms of the frequency-dependent S21 S-parameter. This parameter is computed as follows: S21 = b2 a1 =
a 2 =0

Fig. 14. Equivalent circuit for a three-conductor system consisting of three differential transmission lines.

which is 0.096 dB/m using the measured values at 10 MHz. The length of the transmission line can be arbitrarily chosen. B. Model Verication In order to verify the derived transmission-line model, several test benches have been set up for time-domain (transient) and frequency-domain (ac and based upon it S -parameters) simulations. The results illustrated the correctness of the model. Fig. 13 indicates good agreement between measured and simulated S -parameters. The transmission line model can be considered to be valid up to 400 MHz although dispersive effects are not modeled. VI. CAN BUS MODELING The CAN bus twisted pair transmission line must be considered as a three-conductor system consisting of the two wires of the twisted pair and a common ground (the chassis of the vehicle). The common-mode impedance in a wiring harness of the vehicles is assumed to have an average value of 150 [12]. A. Two-Wire Transmission Line Modeling A three-conductor system is usually modeled using the equivalent circuit incorporating three differential transmission lines depicted in Fig. 14. The equivalent circuit is also applied to RF couplers. The symmetric common-mode lines appear to have the same impedance

V (P 2) Z0 (I (V 2)) V (P 1) + Z0 (I (V 1))

.
V 2=0

(29)

The simulation result depicted in Fig. 17 illustrates the mode conversion from common-mode to differential-mode in terms of S -parameters. A difference of 20% in the common-mode termination causes a mode conversion of up to 30 dB. C. Mode Conversions due to Asymmetric Line Lengths Additionally, slightly different line impedances and commonmode electrical lengths (i.e., the upper transmission line length is 1.0 m and the lower transmission line length is 1.1 m as shown in Fig. 18), which may be due to the fact that the ideal twisted pair conguration is annihilated when attached to a sending or receiving component that also leads to unwanted mode conversions as depicted in Fig. 19.

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Fig. 17. Simulation result: mode conversion dB (|S 2 1 |) due to the asymmetry of common-mode terminations.

Fig. 20. Simulated emissions in the frequency domain: comparison between stand-alone CAN transceiver and CAN transceiver with an attached twisted pair transmission line.

Fig. 18. Simulation setup for common-mode to differential-mode conversion caused by asymmetric common-mode line lengths. Fig. 21. Simulated emissions in the time domain: comparison between standalone CAN transceiver and CAN transceiver with an attached twisted pair transmission line.

considering bandwidth resolution has been used to transform time-domain signals into the frequency domain. A. Inuence of the Pure Differential Twisted Pair Cable In order to show the inuence of an attached simple twisted pair cable with a 120 line termination, a comparison between the stand-alone CAN transceiver emissions (also with a 120 termination) and the increased emissions due to the ringing caused by the cable reections has been performed. Fig. 21 shows a delay of the time-domain signal due to the additional transmission line load. This cannot be seen in the frequency domain result in Fig. 20 because it shows only the spectrum magnitude. The additional dc offsets in between the switching events account for the higher emissions in the low-frequency range, and the higher voltage peaks in the time domain at the switching events account for the higher emissions in the high-frequency range. The simulation results depicted in Figs. 20 and 21 indicate that the CAN transceiver load represented by a differential transmission line signicantly inuences the EME behavior of the overall system.

Fig. 19. Simulation result: mode conversion dB (|S 2 1 |) due to asymmetric common-mode electrical line lengths.

VII. CAN BUS SYSTEM SIMULATIONS A CAN transceiver model as well as a twisted pair cable model that are both described in VHDL-AMS have been used to set up different CAN bus congurations in order to illustrate their effects on the EMEs. Commercial simulator software has been used to simulate the CAN bus congurations in the time domain with the measurement equivalent circuit setup (as shown in Fig. 2) attached to the CAN terminals of a single CAN transceiver. A postprocessing step including a discrete Fourier transformation (DFT)

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Fig. 22. Simulated emissions: comparison for various types of CAN bus terminations.

Fig. 24.

Simulated emissions: split termination inuence.

D. Split Termination Practice has shown that effective reduction of emission can be achieved by a modied CAN bus termination concept called split termination. The split termination concept basically divides the central 120 bus termination resistor into two resistors of equal value, i.e., two resistors of 60 . The special characteristic of this approach is that the common-mode signal is available at the center tap of the termination. This common-mode signal is terminated to ground via a capacitor. When connected to a quiet ground level, it is able to balance the common-mode termination and thus annihilate common-mode emissions. Fig. 24 indicates that the split termination at the end of a long transmission line is able to reduce the common-mode emissions by a few decibels in the frequency range of interest compared to an open end as well as differential terminations only. E. Inuence of the Common-Mode Impedance The common-mode impedance of a real twisted pair CAN bus line strongly depends on the conguration of the wiring harness. The type of material as well as the distance to the vehicles chassis determines the common-mode impedance. For instance, a longer distance from the chassis causes the capacitive coupling to decrease that, in turn, increases the line impedance. The simulated emissions depicted in Fig. 25 indicate that the common-mode impedance of the CAN bus is a signicant factor for the overall emissions. F. Simulation of Mode Conversions Using the transmission line model depicted in Fig. 14 and applying the described asymmetry to the common-mode transmission line pair causes mode conversion. This signal conversion inuences the emission spectrum as depicted in Fig. 26. The diagram additionally shows increasing emissions of the complete CAN bus conguration (shown in Fig. 14) including differential-mode and common-mode transmission lines compared to the single differential transmission line. The diagram shown in Fig. 26 indicates that a difference of 3% in the common-mode line lengths causes increased

Fig. 23.

Simulated emissions: comparison for various lengths of the CAN bus.

B. Inuence of Transmission Line Termination Additionally, different termination resistors at the end of such a twisted pair cable have been chosen to illustrate their inuence on the amount of reections. Higher reections at the cable ends can be observed for larger impedance mismatches between a transmission line and its termination causing signals to persist within the transmission line and thus increased EME (as shown in Fig. 22). The openend termination has been chosen to illustrate the effect on the emissions due to maximum signal reections because it represents a maximum impedance mismatch. C. Inuence of the Cable Length Finally, the cable length has been varied describing the frequency range shift for the reection ringing. The diagram depicted in Fig. 23 clearly shows increased emissions around 34 MHz. The ringing due to a line length of 30 m is computed as fring = c0 = 3.75 MHz 2 r l (30)

which is in accordance to the simulated emission diagram.

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have signicant effects on the actual common-mode emissions of the CAN bus system.

ACKNOWLEDGMENT The paper has been created with kind assistance from Prof. R. Weigel from the Friedrich-Alexander-University in ErlangenNuremberg. The institute has partnership with the Modellierung Integrierter Schaltungen f ur die EMV-Simulation in der Automobilindustrie (MISEA) project supporting EMC modeling for the automotive sector.
Fig. 25. Simulated emissions: comparison for various common-mode impedances of the CAN bus.

REFERENCES
[1] EMC evaluation of CAN transceivers, IEC/TS 62228 Ed. 1, 47A/747/DTS DRAFT TECHNICAL SPECIFICATION, 200601. [2] J. C. Kedzia, Numerical EMC in ground transportation: How to manage efciently realistic automotive problems, presented at the PAM User Conf. Asia (PUCA), Darmstadt, Germany, 1999. [3] R. Neumayer, A. Stelzer, F. Haslinger, G. Steinmair, M. Tr oscher, J. Held, B. Unger, and R. Weigel, Numerical EMC simulation for automotive applications, in Proc. IEEE EMC Soc. Newslett., 2003, no. 197, pp. 30 38. [4] A. Rusek, B. Oakley, D. Stevens, and L. Hillier, Computer modeling of CAN automotive bus transceivers, in Proc. 2nd IEEE Electro/Inform. Technol. Conf., Oakland Univ., Rochester, MI, Jun. 2001. [5] P. Ashenden, G. Peterson, and D. Teegarden, The System Designers Guide to VHDL-AMS. San Francisco, CA: Morgan Kaufmann, 2003. [6] F. G. Canavero, S. Grivet-Talocia, I. A. Maio, and I. S. Stievano, Analog and mixed-signal simulation of EMC at system level, in Proc. 16th IEEE Int. Zurich Symp. Electromagn. Compat., Zurich, Feb. 2005, pp. 279284. [7] R. Perdriau, M. Ramdani, J.-L. Levant, and A.-M. Trullemans, EMC evaluation in integrated circuits using VHDL-AMS, in Proc. IEEE Int. Symp. Ind. Electron. (ISIE) 2004, May 47, vol. 1, pp. 193198. [8] Integrated CircuitsMeasurement of Electromagnetic Emissions 150 kHz to 1 GHzPart 4: Measurement of Conducted Emissions1 /150 Direct Coupling, IEC 61967-4-A1, 2004. [9] H. Ganis, Ein Beitrag zu Kalibrationsverfahren f ur den Produktionstest von integrierten HF-Schaltungen, Ph.D. dissertation, Univ. ErlangenNuremberg, Erlangen and Nuremberg, Germany, 2005. [10] C. Ziegler, 4-Tor-Netzwerkanalyse und On-Wafer-Messtechnik zur Bestimmung modaler Streuparameter bis 50 GHz, Ph.D. dissertation, Univ. Erlangen-Nuremberg, Erlangen and Nuremberg, Germany, 2003. [11] P. Lefferson, Twisted magnet wire transmission line, IEEE Trans. Parts, Hybrids, Packag., vol. PHP-7, no. 4, pp. 148154, Dec. 1971. [12] M. J. Coenen, Common-mode impedance measurements on cables in the frequency range 301000 MHz, Philips Semiconductors, Eindhoven, The Netherlands, Rep. EIE92004, 1994.

Fig. 26. Simulated emissions: mode conversion due to different electrical lengths of common-mode lines.

common-mode emissions up to 6 dB with rising frequency. The increasing effect with rising frequency also reects the ac simulation result of the mode conversion depicted in Fig. 19. VIII. CONCLUSION AND FUTURE WORK A high-level hardware description has been used to model a CAN bus system. The transmission line model has been developed and veried in the time as well as the frequency domain. The system simulations have been used to illustrate the inuences of a high-speed CAN transceiver ICs electromagnetic environment on the emission spectrum of this conguration. The S -parameter measurements of twisted pair cables have shown a strong frequency dependence to its losses due to the dispersion properties of the cable insulator and the skin effect in the conductor wire. Further investigations on this topic will show whether these effects can be implemented and if these have a signicant contribution to the accuracy of the simulation results compared to measurements. Furthermore, continued investigation of the common-mode impedance effects of the CAN bus will be of interest. In real life applications, the common mode of the wiring harness in a vehicle appears to have more or less large disturbances. These will

Mihriban Gursoy received the Diploma in electrical engineering from the University of Duisburg-Essen, Duisburg, Germany, in 2007. She was engaged in behavioral modeling of controller area network (CAN) transceivers at Inneon Technologies AG. She is currently involved in the MISEA project which is cooperated by the University of Erlangen, Erlangen, Germany, and Inneon supporting the modeling activities in order to simulate electromagnetic compatibility behavior of automotive power ICs.

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Stefan Jahn received the Diploma in electrical engineering from the Technical University of Berlin, Berlin, Germany, in 2005. He is currently working toward the Ph.D. degree in the Automotive Power EMC Center, Inneon Technologies AG, Neubiberg, Germany. He was engaged in research on electromagnetic compatibility of ICs at Inneon Technologies AG.

Georg Pelz (M88) has received the M.Sc. degree in computer science from the University of Dortmund, Dortmund, Germany, in 1988, and the Ph.D. degree in electrical engineering from the University of Duisburg, Duisburg, Germany, in 1993. His Habilitation was nished in 2001. In 2000, he joined Inneon Technologies AG, Neubiberg, Germany, where he is currently heading the Design Methodology Group, Automotive Power Business Unit. He authored or coauthored more than 30 international publications and three books on behavioral modeling and other computer-aided design-related topics. He is giving lectures at German and Romanian universities.

Bernd Deutschmann (M00) received the M.Sc. degree in electrical engineering and the Ph.D. degree in telecommunication engineering from the University of Technology Graz, Graz, Austria, in 1999 and 2002, respectively. In March 2006, he joined the Automotive Power EMC Center of Inneon Technologies AG, Neubiberg, Germany, where he is currently engaged in the improvement of the EMC of ICs for automotive power applications. His current research interests include the reduction of the electromagnetic emissions of ICs as well as improving their immunity against RF interferences and transient disturbances. He has applied for several patents and has authored and coauthored numerous papers and technical articles in the eld of EMC of ICs.