can總線的發(fā)展英文文獻翻譯

英文文獻翻譯專業(yè)班級：學生姓名：學號：二〇年月日InFebruary1986,RobertBoschinSAE(SocietyofAutomotiveEngineers)GeneralAssemblyintroducedanewtypeofserialbus-CANControllerAreaNetwork,itistimeforthebirthofCAN.Today,almosteveryoneinEurope,newpassengercarsareequippedwithCANLAN.Similarly,CANisalsousedforothertypesofvehicles,fromtrainstoshipsorforindustrialcontrol.CANhasbecomeaworldwideoneofthemostimportantofthebus-orevenleadingtheserialbus.In1999,nearly610millionCANcontrollerintoused.In2000,marketsalesofmorethan100millionCANdevice.

Earlierin1980,Boschengineersbegantodemonstrateatthetimeserialbususedforpassengercarsystemisfeasible.Becausethereisnoready-madenetworksolutioncanfullymeettherequirementsofautomotiveengineers,then,inearly1983,UweKienckestartofanewserialbus.Themaindirectionofthenewbustoaddnewfeaturestoreducetheelectricalcablesothatitcanbeusedforproducts,ratherthantodrivetechnology.Mercedes-Benzengineersfromtheearlydevelopmentofthestateofthebusdescription,andIntelisalsopreparingforamajormanufacturerofsemiconductorproduction.OneconsultantwashiredfromGermany,Braunschweig-WolfenbüttelUniversityofAppliedScience,ProfessorDr.WolfhardLawrenzgiventhenameofthenewnetworkprogram"ControllerAreaNetwork",referredtoasCAN.FromKarlsruheUniversity,ProfessorDr.HorstWettsteinprovidestheoreticalsupport.

February1986,CANwasborn.IntheDetroitSocietyofAutomotiveEngineersCongress,fromBoschtostudythenewbussystemknownasthe"carsSerialControllerAreaNetwork."UweKiencke,SiegfriedDaisandMartinLitschelintroducedtheprogramofthemulti-masternetwork.Thisprogramisbasedonnon-destructivearbitrationmechanism,toensurehigh-prioritypacketdelay-freetransmission.Also,donotneedtosetthebusmastercontroller.Inaddition,CANFather-thefewprofessorsandBosch'sWolfgangBorst,WolfgangBotzenhard,OttoKarl,HelmutSchelling,JanUnruhhaveachievedanumberofspeciesintheerrordetectionmechanismsinCAN?Theerrordetectionbutalsofaultnodeautomaticallydisconnectfeaturetoensurecontinuedcommunicationbetweentheremainingnodes.Transmissionofmessagesnotbasedonpackettransmitter/receivernodeaddressidentification(almosttruefortheotherbus),butbythecontentpacketidentification.Meanwhile,theidentifierusedtoidentifythemessagealsoprovidesthepacketisthepriorityinthesystem.

Whenthisinnovativecommunicationsolutiononthemajorityoftextinplace,themid-1987,IntelplanstwomonthsaheadofdeliveryofitsfirstCANcontroller:82526,thisisthefirsttimeCANhardwareimplementationoftheprogram.Injustfouryearstime,visionbecomesareality.Soonafter,PhilipsSemiconductorsintroducedthe82C200.ThisisthefirstoftwoCANcontrolleracceptancefilteringandmessagecontrol,therearemanydifferent.Ontheonehand,themainpushofFullCANIntelPhilipsLordthanbypushingBasicCANtakeslessCPUload;theotherhand,FullCANdevicecanreceivearelativelylimitednumberofmessages,BasicCANcontrollerrequireslesssilicon.Today'sCANcontrollers,the"grandchildren"generationareinthesamemoduleacceptancefilteringandmessagecontrol,therearestillconsiderabledifferences,tocreateaBasicCANandFullCANcamps.

Standardizationandconsistencyinearly1990,BoschCANstandard(CAN2.0version)wassubmittedtotheInternationalOrganizationforStandardization.Inanumberofadministrativediscussion,shouldsomeofthemajordemandsoftheFrenchautomobilemanufacturerstoincreasethe"VehicleAreaNetwork(VAN)"content,andwaspublishedinNovember1993CANinternationalstandardISO11898.InadditiontoCANagreement,italsoprovidesupto1Mbpsbaudrateofthephysicallayer.Meanwhile,theinternationalstandardISO11519-2alsoprovidesfault-tolerantCANdatatransmissionmethod.In1995,theinternationalstandardISO11898wasextendedtotheformdescribedinAppendix29CANidentifiers.Butsadly,allpublishedintheCANspecificationcontainerrorsorincomplete.Therefore,inordertoavoidincompatibleCANapplications,BoschCANchip,thecompanyhasbeencarryingoutverificationwhetherthereferencemodelbasedonBosch'sCANworkpiece.Inaddition,inrecentyearsundertheleadershipofProfessorinLawrenz,inGermanyBraunschweig/WolfenbüttelUniversityofAppliedScienceCANconformancetesting,testmodelisbasedoninternationalstandards,teststandardsISO16845.

Currently,amendmentsarebeingstandardizedintheCANspecification.ISO11898-1as"CANdatalinklayer",ISO11898-2as"non-fault-tolerantCANphysicallayer",ISO11898-3knownas"fault-tolerantCANphysicallayer."InternationalstandardISO11992(truckandtrailerinterface)andISO11783(agricultureandforestrymachinery)arestandardintheUnitedStatesbasedontheJ1939CAN-basedapplicationofthedefinitionofsub-agreements,buttheyarenotcomplete.AlthoughithadbeenapioneerinthedevelopmentofCAN，CANstartingpointforresearchisappliedtobussystems,butthefirstmarketapplicationofCANbutfromotherareas.ParticularlyinNorthernEurope,CANhaslongbeenaverypopularapplication.

IntheNetherlands,theelevatormanufacturerKoneusingCANbus.KvaserSwissEngineeringOfficehasproposedtoapplytoanumberoftextile-CAN(LindauerDornierandSulzer),byprovidingthemwithmachineprotocol.Thisarea,intheleadershipofLars-BernoFredriksson,thecompanyestablisheda"CANTextileMachineryusergroup."By1989,theyhaddevelopedcommunicationtheory,andinearly1990tohelpbuild"CANKingdom"developmentenvironment.AlthoughtheCANKingdomisnotanOSIreferencemodelbasedontheapplicationlayer,butitisconsideredahigh-levelprotocolbasedonCANprototype.IntheNetherlands,PhilipsMedicalSystemsdecidedtouseX-raymachineCANconstitutetheinternalnetwork,aCANofindustrialusers.ReleasedmainlybyTomSuters"Philipsmessagespecification-PMS"CANnetworkpresentedthefirstapplicationlayer.WeingartenofAppliedSciencefromtheGermanuniversityprofessor,Dr.KonradEtschbergeralsoholdsthesameview.HemanagedSteinbeisTransferCenterforProcessAutomation(Stzp)company(nowrenamedIXXATAutomationCorporation),anddevelopedasimilarprogram.Inanycase,thefirsthigh-levelagreementistakingshape.

MostofthepioneerCANusemonolithicapproach,communication,networkmanagement,applicationcodecombinationsinthesamesoftware.Evenifsomeusershavemorestandardmodulesavailable,butthefaceofallsolutions,theymustalsoflawed.CANmustbesustainedandstabledevelopmentofhigh-levelagreements-eventoday,someusersstillunderestimatetheproblem.Earlierin1990,beganplanningtheestablishmentofauserorganizationtostandardizethedifferentsolutions.Fewmonthsinearly1992,whenthemagazine'sdirectorofVMEbus(Press:Franzis)HolgerZeltwangertousersandmanufacturerstogethertodiscusstheestablishmentofaneutralforthedevelopmentofCANtechnologyplatform,butalsotoanalyzethemarketfortheserialbus.

May1992,CiA"CANinAutomation"UsersGroupwasestablished.Onlyafewweeks,CiAisatechnologymagazinepublishedthefirst,whichisonthephysicallayer.CiArecommendsusingonlyfollowtheISO11898oftheCANtransceiver.Untilnow,atthetimeoftheCANnetworkinuseisverycommonbutnotcompatiblewithRS-485transceiverhasbasicallydisappeared,eventhoughitisprovidedbythemanufacturer.CiAisoneofthefirsttasksoftheprovisionsofCANapplicationlayer.AccordingtoPhilipsMedicalSystems(PMS)andStzpprovidecontenttorelyontheassistanceoftherestofCiAmembers,CAL-"CANapplicationlayer"alsoknownasthe"GreenPaper"wasborn.CANapplicationinthedevelopmentofnorms,CiAamajortaskforexpertsandotherCANCANexchangeofinformationbetweenlearners.Thus,since1994,CiACANannualconveninganinternationalconference(iCC).AnothertheoryistodrawontheLAV,anassociationofagriculturalmeansoftransport.Beginlaterin1980,avehiclebasedonCANbussystemofagriculture(LBS)tobeworkedout.Butintheendworkcompleted,theInternationalStandardizationCommitteedecidedtosolutionsofferedtosupporttheUS-J1939.ItisalsoaCAN-basedapplicationofsub-agreement,bytheSAE'sTruckandBusAssociationtodevelop.J1939isanon-modularprogram,easytolearn,butverypoorflexibility.Fromtheorytopractice,ofcourse,produceanintegratedCANmodule15semiconductordevicemanufacturersmainlyfocusontheautomotiveindustry.

Frommid-1990,InfineonandMotorola,thecompany'spassengercarmanufacturersinEuropehavealargenumberofCANcontroller.Asthenextwave,fromthelate1990s,theFarEast,semiconductormanufacturershavebeguntoofferCANcontrollers.In1994,NEClaunchedthelegendintheCANchip72005,butthissteptoosoon-thetime,thisdevicecannotbeputintouse.Since1992,Mercedes-Benz(Mercedes)startedtousetheiradvancedCANbustechnology.ThefirststepbytheuseofelectroniccontrollerstomanageengineCAN;secondstepoperationusingthecontrollerreceivesthesignalpeople.ThisuseoftwophysicallyseparateCANbussystem,theyconnectthroughthegateway.OtherbuscompanieshavealsocometolearninStuttgart,intheirpassengercarsalsousetwosetsofCANbussystem.

Now,afterVolvo,Saab,Volkswagen,BMWlater,RenaultandFiathavealsobeguntousetheirvehiclesCANbus.Earlierin1990,Ohio,mechanicalengineeringcompanyengineersandAllen-BradleyCompany,Honeywellmicroswitchstartedajointventureproject,thecontentisbasedontheCANcommunicationandcontrol.However,soonafter,akeymemberoftheteamleftthejointventureterminated.ButtheAllen-BradleyCompanyandHoneywelltocontinuetoengageintheworkoftheirrespectivecompanies.Thisledtotwohigh-levelagreement:"Devicenet"and"SmartDistributedSystem(SDS)",andthistwoagreementsinthelowerlayerisverysimilartothecommunicationlayer.Earlierin1994,Allen-BradleyDeviceNetspecificationswillbehandedovertoanorganizationdedicatedtopromoteDeviceNet"OpenDeviceNetVendorAssociation(ODVA)".AndHoneywellweregivenupeffortsintheSDS,makingSDSmorelikeHoneywell'sinternalsolutions.DeviceNettailoredspecificallyforfactoryautomation,therefore,makingitsimilartotheProfibus-DPandInterbusagreementcontender.Ifconsideredonlyfromtheplugandplayfunctionality,DeviceNethasbecomethespecificapplicationinthefieldofleadership.

InEurope,somecompaniestrytousetheCAL.AlthoughtheCALintheoryiscorrect,andcanbeputintoapplicationinindustry,buteachusermustdesignanewsub-agreement,becauseCALisatrueapplicationlayer.CALCANcanbeseenasanapplicationprogramnecessarytheoreticalstep,butitwillnotbepromotingthisarea.Since1993,theEspritprojectASPICrange,ledbytheEuropeanAssociationforBoschdevelopedaprototype,thisdevelopedintoaCANopen.ItisaCAL-basedsub-protocolforinternalnetworkcontrolproductcomponents.Intheory,theAppliedSciencefromtheUniversityofReutlingen,Germany,ProfessorDr.GerhardGruhler,andfromNewcastle(UK)UniversityMohammedFarsiactiveparticipationofallisoneoneofthemostsuccessfulactivists.Aftercompletionoftheproject,CANopenspecificationCiAhandedovertotheorganization,itsmaintenanceanddevelopment.In1995,CiACANopenpublishedacompleteversionofthecommunicationsub-agreement;injust5years,ithasbecomeembeddedinEurope'smostimportantnetworkstandards.CANopendefinesnotonlytheapplicationlayerandcommunicationsub-agreementsforprogrammablesystems,differentdevice,interface,applicationsub-protocoldefinesthestatuspage,whichistheindustry(suchas:printers,maritimeapplications,medicalsystems)decidedtouseCANopenofanimportantreason.DeviceNetandCANopen,arelocatedintwodifferentmarketsthestandardapplicationlayerprotocol(EN50325).DeviceNetforfactoryautomationandcontrol;CANopenissuitableforallmechanicalembeddednetwork.Thishascreatedtwodifferentapplication,therefore,necessarytodefinetheapplicationlayerspecificationhistory(canbealotofembeddedsystemsspecificexclusion).

AlthoughtheCANprotocolCANoutlookhas15yearsofhistory,butitisstillinimproving.Since2000,acompanyformedbyseveralmissionorganizationsISOdefinesatime-triggeredCANprotocolpackettransmission.Dr.BerndMueller,ThomasFuehrer,Boschcompanyandthesemiconductorindustryexperts,academicexperts,thisagreementisdefinedas"time-triggeredcommunications,CAN(TTCAN)",planforthefuturestandardfortheISO11898-4.TheCANhasbeenexpansionofsilicontoachieve,notonlyclosedlooptosupportthetime-triggeredmessagetransmission,butalsorealizeCANofx-by-wireapplications.BecausetheCANprotocolhasnotchanged,so,inthesamephysicallayer,transmissiontimecanbeachievednotonlytriggeredmessagescanalsobeachievedtotriggerthemessagetransmissionevent.CANTTCANwillextendthelifetimeof5-10years.Now,CANintheglobalmarketisstillatthestartingpoint,whentakenseriously,theonecanexpectaCANbussysteminthenext10-15years,thedevelopmenttrend.Itshouldbeemphasizedthatthereality:Overthepastfewyears,theUnitedStatesandtheFarEastmanufacturerswillbeintheirserialproductionofautomotivecomponentsusingCAN.Inaddition,alargenumberofpotentialnewapplications(eg:entertainment)ispresent-notonlyforpassengercars,canalsobeusedforfamilyconsumption.Meanwhile,thecombinedapplicationofhigh-levelprotocolontheCANspecialsecuritysystemissolidgrowthindemand.BIAProfessionalCommitteeofGermanyandtheGermansafetystandardsauthorityTüVhasanumberofCAN-basedsecuritysystemhasbeencertified.CANopen-SafetyisfirstobtainedpermissionoftheCANBIAsolutions,DeviceNet-Safetywillimmediatelyfollow.GlobalRatingAssociationoneoftheleaders,GermanischerLloydispreparingtoproposetoCANopenfirmwareusedinmaritimetransport.Inothermatters,thespecificationdefinedbythenetworkautomaticallyswitchestoconverttheredundantCANopenbussystem.

CANlistofhistoricalevents1983：StartoftheBoschinternalprojecttodevelopanin-vehiclenetwork1986：OfficialintroductionofCANprotocol1987：FirstCANcontrollerchipsfromIntelandPhilipsSemiconductors1991：Bosch’sCANspecification2.0published1991：CANKingdomCAN-basedhigher-layerprotocolintroducedbyKvaser1992：CANinAutomationinternationalusersandmanufacturersgroupestablished1992：CANApplicationLayer(CAL)protocolpublishedbyCiA1992：FirstcarsfromMercedes-BenzusedCANnetwork1993：ISO11898standardpublished1994：1stinternationalCANConference(iCC)organizedbyCiA1994：DevicenetprotocolintroductionbyAllen-Bradley1995：ISO11898amendment(extendedframeformat)published1995：CANopenprotocolpublishedbyCiA2000：Developmentofthetime-triggeredcommunicationprotocolforCAN(TTCAN)

1986年2月，RobertBosch公司在SAE（汽車工程協(xié)會）大會上介紹了一種新型的串行總線——CAN\o"CAN總線專題"控制器局域網(wǎng),那是CAN誕生的時刻。今天，在歐洲幾乎每一輛新客車均裝配有CAN局域網(wǎng)。同樣，CAN也用于其他類型的交通工具，從火車到輪船或者用于工業(yè)控制。CAN已經(jīng)成為全球范圍內(nèi)最重要的總線之一——甚至領導著串行總線。在1999年，接近6千萬個CAN控制器投入應用；2000年，市場銷售超過1億個CAN器件。在1980年的早些時候，Bosch公司的工程師就開始論證當時的串行總線用于客車系統(tǒng)的可行性。因為沒有一種現(xiàn)成的網(wǎng)絡方案能夠完全滿足汽車工程師們的要求，于是，在1983年初，UweKiencke開始研究一種新的串行總線。新總線的主要方向是增加新功能、減少電氣連接線，使其能夠用于產(chǎn)品，而非用于驅動技術。來自Mercedes-Benz的工程師較早制定了總線的狀態(tài)說明，而Intel也準備作為半導體生產(chǎn)的主要廠商。當時聘請的顧問之一是來自于德國Braunschweig-Wolfenbüttel的AppliedScience大學教授WolfhardLawrenz博士給出了新網(wǎng)絡方案的名字“ControllerAreaNetwork”,簡稱CAN。來自Karlsruhe大學的教授HorstWettstein博士也提供了理論支持。1986年2月，CAN誕生了。在底特律的汽車工程協(xié)會大會上，由Bosch公司研究的新總線系統(tǒng)被稱為“汽車串行控制器局域網(wǎng)”。UweKiencke、SiegfriedDais和MartinLitschel分別介紹了這種多主網(wǎng)絡方案。此方案基于非破壞性的仲裁機制，能夠確保高優(yōu)先級報文的無延遲傳輸。并且，不需要在總線上設置主控制器。此外，CAN之父——上述幾位教授和Bosch公司的WolfgangBorst、WolfgangBotzenhard、OttoKarl、HelmutSchelling、JanUnruh已經(jīng)實現(xiàn)了數(shù)種在CAN中的錯誤檢測機制。該錯誤檢測也包括自動斷開故障節(jié)點功能，以確保能繼續(xù)進行剩余節(jié)點之間的通訊。傳輸?shù)膱笪牟⒎歉鶕?jù)報文發(fā)送器/接收器的節(jié)點地址識別（幾乎其它的總線都是如此），而是根據(jù)報文的內(nèi)容識別。同時，用于識別報文的標識符也規(guī)定了該報文在系統(tǒng)中的優(yōu)先級。當關于這種革新的通訊方案的大部分文字內(nèi)容制定之后，于1987年中期，Intel提前計劃2個月交付了首枚CAN控制器：82526，這是CAN方案首次通過硬件實現(xiàn)。僅僅用了四年的時間，設想就變成了現(xiàn)實。不久之后，Philips半導體推出了82C200。這兩枚最先的CAN控制器在驗收濾波和報文控制方面有許多不同。一方面，由Intel主推的FullCAN比由Philips主推的BasicCAN占用較少的CPU載荷；另一方面，F(xiàn)ullCAN器件所能接收的報文數(shù)目相對受到限制，BasicCAN控制器僅需較少的硅晶體。今天的CAN控制器中，“孫子”輩們在同一模塊中的驗收濾波和報文控制方面仍有相當?shù)牟煌?，制造出BasicCAN和FullCAN兩大陣營。標準化與一致性在1990年早些時候，BoschCAN規(guī)范（CAN2.0版）被提交給國際標準化組織。在數(shù)次行政討論之后，應一些主要的法國汽車廠商要求，增加了“VehicleAreaNetwork（VAN）”內(nèi)容，并于1993年11月出版了CAN的國際標準ISO11898。除了CAN協(xié)議外，它也規(guī)定了最高至1Mbps波特率時的物理層。同時，在國際標準ISO11519-2中也規(guī)定了CAN數(shù)據(jù)傳輸中的容錯方法。1995年，國際標準ISO11898進行了擴展，以附錄的形式說明了29位CAN標識符。但令人傷心的是，所有出版的CAN規(guī)范均包含錯誤或者不完整。因此，為避免出現(xiàn)不兼容的CAN應用，Bosch公司一直在進行驗證CAN芯片是否基于Bosch的CAN參考模型的工件。此外，幾年來在Lawrenz教授領導下，位于德國Braunschweig/Wolfenbüttel的AppliedScience大學進行CAN的一致性測試，測試模式基于國際標準測試規(guī)范ISO16845。當前，修訂的CAN\o"CAN總線專題"規(guī)范正在標準化中。ISO11898-1稱為“CAN數(shù)據(jù)鏈路層”，ISO11898-2稱為“非容錯CAN物理層”，ISO11898-3稱為“容錯CAN物理層”。國際標準ISO11992（卡車和拖車接口）和ISO11783（農(nóng)業(yè)和森林機械）都在美國標準J1939的基礎上定義了基于CAN應用的子協(xié)議，但是它們并不完整。CAN先行者的發(fā)展盡管當初研究CAN的起點是應用于客車系統(tǒng)，但CAN的第一個市場應用卻來自于其他領域。特別是在北歐，CAN早已得到非常普遍的應用。在荷蘭，電梯廠商Kone使用CAN總線。瑞士工程辦公室Kvaser已建議將CAN應用至一些紡織機械廠（LindauerDornier和Sulzer），并由他們提供機器的通訊協(xié)議。這一領域中，在Lars-BernoFredriksson的領導下，公司建立了“CAN紡織機械用戶集團”。到1989年，他們已研究出通訊原理，并于1990年早期幫助建立“CANKingdom”開發(fā)環(huán)境。盡管CANKingdom并不是一種基于OSI參考模型的應用層，但它被認為是基于CAN的高層協(xié)議的原型。在荷蘭，Philips醫(yī)療系統(tǒng)決定使用CAN構成X光機的內(nèi)部網(wǎng)絡，成為CAN的工業(yè)用戶。主要由TomSuters發(fā)表的“Philips報文規(guī)范——PMS”提出了CAN網(wǎng)絡的第一個應用層。來自德國Weingarten的AppliedScience大學教授KonradEtschberger博士也持同樣的觀點。他管理SteinbeisTransferCenterforProcessAutomation（Stzp）公司（現(xiàn)在更名為IXXATAutomation公司），并開發(fā)出一個類似的方案。不管如何，第一個高層協(xié)議正在形成。大多數(shù)CAN的先行者使用單片電路的方法，通訊功能、網(wǎng)絡管理、應用代碼組合在同一個軟件之中。即使一些用戶有較多的標準模塊可供利用，但面對所有的解決方案，他們也一定存在著缺陷。必須持續(xù)穩(wěn)定地發(fā)展CAN的高層協(xié)議——即使在今天，仍然有部分用戶低估這個問題。在1990年的早些時候，開始籌劃成立一個用戶組織，從而將不同的解決方案標準化。在1992年初的幾個月里，當時VMEbus雜志的主管（出版社：Franzis）HolgerZeltwanger將用戶和廠商集中在一起，討論建立一個促進CAN技術發(fā)展的中立平臺，同時也針對串行總線市場進行分析。1992年5月，CiA“CANinAutomation”用戶集團正式成立。僅在幾個星期后，CiA即發(fā)表了第一份技術雜志，那是關于物理層的。CiA推薦僅使用遵循ISO11898的CAN收發(fā)器。到現(xiàn)在為止，在當時的CAN網(wǎng)絡中使用非常普遍但并不兼容的RS-485收發(fā)器已基本消失，盡管它也是廠商提供的。CiA的首批任務之一是規(guī)定CAN的應用層。根據(jù)Philips醫(yī)療系統(tǒng)（PMS）和Stzp所提供的內(nèi)容，依靠其余CiA會員的協(xié)助，CAL——“CAN應用層”也稱為“綠皮書”誕生了。在制定CAN應用規(guī)范時，CiA的一個主要任務是進行CAN專家和其他CAN學習者之間的信息交流。因此，從1994年起，CiA每年召開一次國際CAN會議（iCC）。另外一個理論的方法是借鑒于LAV，一個農(nóng)業(yè)的交通工具協(xié)會。在1980年晚些時候開始，一個基于CAN的農(nóng)業(yè)交通工具總線系統(tǒng)（LBS）被制定出。但在工作最終完成前，國際標準化委員會決定改向支持US解決方案——J1939。這也是一個基于CAN的應用子協(xié)議，由SAE的TruckandBus協(xié)會制定。J1939是一個非模塊化的方案，簡單易學，但靈活性很差。從理論到實踐當然，生產(chǎn)CAN模塊集成器件的15家半導體廠商主要聚焦于汽車工業(yè)。從1990年中期起，Infineon公司和Motorola公司已向歐洲的客車廠商提供了大量的CAN控制器。作為下一波，從1990年后期起，遠東的半導體廠商也開始提供CAN控制器。1994年，NEC推出了傳說中的CAN芯片72005，但是，這一步太早了——當時，這個器件并不能投入使用。從1992年起，Mercedes-Benz（奔馳）開始在他們的高級客車中使用CAN技術。第一步使用電子控制器通過CAN對發(fā)動機進行管理；第二步使用控制器接收人們的操作信號。這就使用了2個物理上獨立的CAN總線系統(tǒng)，它們通過網(wǎng)關連接。其他的客車廠商也紛紛趕來斯圖加特學習，在他們的客車上也使用2套CAN總線系統(tǒng)?，F(xiàn)在，繼Volvo、Saab、Volkswagen、BMW之后，Renault和Fiat也開始在他們的汽車上使用CAN總線。在1990的早些時候，美國俄亥俄州的機械工程公司的工程師們與Allen-Bradley公司、Honeywell微型開關公司開始了一個合資項目，內(nèi)容是基于CAN的通訊與控制。但是，不久之后，項目組的重要成員離開合資項目終止。但Allen-