TLE9351VSJXTMA1 - 5Mbps CAN FD Transceiver PG-DSO-8 | Infineon
部品番号: TLE9351VSJXTMA1 ✓ 生産中| 数量 | 単価 | 小計 |
|---|---|---|
| 1 | $0.99 | $0.99 |
| 10 | $0.92 | $9.20 |
| 100 | $0.82 | $82.00 |
| 500 | $0.72 | $360.00 |
| 1,000 | $0.64 | $640.00 |
| 2,500 | $0.5851 | $1,462.75 |
TLE9351VSJXTMA1 概要
A CAN transceiver (Controller Area Network transceiver) is a physical-layer IC that sits between a microcontroller's CAN protocol controller and the differential CAN bus. It converts single-ended TX/RX logic levels into the differential dominant/recessive bus states defined by ISO 11898-2 and rejects common-mode noise through high common-mode rejection. In the broader system hierarchy it belongs to: transceiver -> physical-layer interface -> in-vehicle networking IC -> automotive power management and communication IC -> semiconductor. CAN FD (Flexible Data-rate) extends classic CAN by increasing the data-phase bit rate while keeping the arbitration phase at the legacy bit rate, enabling larger payloads and faster ECU-to-ECU throughput.
Key features include bus fault protection up to ±42V, thermal shutdown, undervoltage detection on VCC, and a low-power standby mode with bus wake-up capability. The receiver exhibits high common-mode immunity for reliable operation in noisy automotive harnesses, and the transmitter delivers a tightly controlled differential output with slope control to limit EMI. The PG-DSO-8 footprint is industry-standard for 8-pin CAN transceivers, simplifying PCB layout migration between competing solutions.
Typical applications include body control modules, gateway ECUs, powertrain ECUs (where CAN FD is increasingly required), battery management system CAN interfaces, and ADAS sensor clusters. The standby mode enables quiescent current budgets in the microamp range, supporting always-on CAN networks that must wake the ECU upon bus activity.
When designing with this part, place the VCC decoupling capacitor within 2mm of the VCC pin and route the CANH/CANL traces as a 100-ohm-impedance differential pair with ground stitching vias. Use a TVS diode such as NUP2105L on the bus pins to survive ISO 7637-2 pulse transients not covered by the IC's internal ±42V protection. The SPLIT pin, if used, requires a capacitor to ground.
This page synthesizes distributor pricing, drop-in alternatives, and practical design notes not found in the standalone manufacturer datasheet.
ドロップイン代替品: TLE9351VSJXTMA1 — 同一パッケージでピン互換。PCBの作り直しが必要な異なるパッケージの部品は除外されています。
クイック比較ツール — 並列比較する代替部品を選択:
TLE9351SJXTMA1
✅ ドロップイン📋 参考代替品（カタログ未掲載）
TLE9350XSJXTMA1
✅ ドロップイン📋 参考代替品（カタログ未掲載）
TLE9351VSJ
✅ ドロップイン📋 参考代替品（カタログ未掲載）
TLE9351VSJXTMA1 仕様
| 機能 | CAN FD Transceiver |
| Protocol | CAN, CAN FD |
| データレート | 5 Mbps (CAN FD) |
| Number of Drivers/Receivers | 1/1 |
| Duplex | Half |
| Supply Voltage (VCC) | 3.3 V / 5 V |
| Bus Fault Protection | ±42 V (CANH/CANL) |
| パッケージ | PG-DSO-8 |
| 実装タイプ | Surface Mount |
| Low-Power Mode | Standby mode with bus wake-up |
| Standards Supported | ISO 11898-2, SAE J2284 |
| Automotive Qualification | AEC-Q100 |
| RoHS ステータス | Compliant (per distributor listings) |
TLE9351VSJXTMA1 ピン構成
| ピン 1 | TXD — Transmit data input from MCU |
| ピン 2 | GND — Ground |
| ピン 3 | VCC — Supply voltage (3.3V or 5V) |
| ピン 4 | RXD — Receive data output to MCU |
| ピン 5 | SPLIT — Split termination output (V variant) |
| ピン 6 | CANL — CAN low bus line |
| ピン 7 | CANH — CAN high bus line |
| ピン 8 | STB — Standby mode input (active high) |
主な用途
TLE9351VSJXTMA1 の用途: 6 件s: Body Control Module (BCM) CAN Interface, CAN FD Gateway ECU, Battery Management System (BMS) CAN Interface, ADAS Sensor Cluster CAN Interface, Industrial CAN FD Communication Module, Powertrain ECU CAN Communication.
Body Control Module (BCM) CAN Interface
The TLE9351VSJXTMA1's 5 Mbps CAN FD support and ±42V bus fault protection make it ideal for body control modules that aggregate comfort, lighting, and door-zone ECUs. Body networks increasingly migrate from classic CAN to CAN FD to handle larger diagnostic payloads and faster sensor refresh rates; the transceiver's tight TX/RX loop-delay symmetry preserves bit-timing margins even at the FD data-phase rate. The standby mode with bus wake-up supports quiescent current budgets of a few hundred microamps, which is critical for always-on BCMs that monitor the CAN bus while the vehicle is parked. Place a 100nF X7R capacitor within 2mm of VCC and route CANH/CANL as a 100-ohm differential pair for best EMI performance in the BCM's noisy switching environment.
おすすめ
CAN FD Gateway ECU
Gateway ECUs bridge between CAN FD subnets (powertrain, chassis) and classic CAN subnets (body, infotainment), and the TLE9351VSJXTMA1's dual-rate CAN FD capability handles the high-speed side without protocol conversion penalty. The receiver's high common-mode rejection (>30 dB at 1 MHz per Infineon datasheet typical) keeps signal integrity intact across long gateway-to-subnet harness runs where ground offsets exceed ±2V. AEC-Q100 qualification allows direct placement on the gateway PCB without additional environmental up-screen testing, and the PG-DSO-8 footprint keeps the BOM compact in space-constrained gateway housings. The SPLIT pin stabilizes the common-mode voltage on buses terminated with split resistors, reducing EMI emissions from the gateway-to-CAN cable harness.
おすすめ
Battery Management System (BMS) CAN Interface
In a Battery Management System the TLE9351VSJXTMA1 provides the isolated CAN bus interface between the master BMS controller and downstream Cell Monitoring ICs. The part's 3.3V/5V supply flexibility supports both newer low-voltage MCU-based BMS designs and legacy 5V architectures without level shifters. Its ±42V bus protection covers the harsh transient environment of an EV traction battery pack where 12V/24V auxiliary rails and high-current switching generate substantial conducted noise. The standby current (in the microamp range per datasheet) is well below the quiescent drain limit imposed by the pack's sleep-mode budget, allowing always-on monitoring for thermal-runaway detection. For 800V architectures, ensure the BMS isolation barrier is implemented with a reinforced digital isolator before the CAN signals cross to the low-voltage domain.
おすすめ
ADAS Sensor Cluster CAN Interface
Advanced Driver Assistance Systems aggregate radar, lidar, and camera sensor data over CAN FD backbones, and the TLE9351VSJXTMA1's 5 Mbps data rate meets the throughput demands of modern ADAS sensor fusion nodes. The tight bit-time symmetry and low transmitter loop delay ensure that arbitration-phase errors do not propagate into the sensor data stream, where a single corrupted frame can disable emergency braking. AEC-Q100 qualification and the ±42V bus fault rating cover the demanding electrical environment near radar RF front-ends and power-converter switching nodes. Design tip: use a 60-ohm termination (not 120-ohm) at each ADAS sensor to maximize signal integrity over short stub lengths typical of sensor-cluster harnesses.
おすすめ
Industrial CAN FD Communication Module
Outside automotive, the TLE9351VSJXTMA1 serves in industrial CAN FD nodes such as PLC communication modules, servo-drive CANopen interfaces, and machine-tool controller interconnects. The ISO 11898-2 and SAE J2284 compliance guarantees interoperability with both automotive-grade and industrial-grade CAN controllers from any vendor. The 3.3V/5V supply compatibility supports modern STM32-class MCUs as well as legacy 5V industrial controllers without hardware modification. Although not formally industrial-qualified, the AEC-Q100 spec exceeds typical industrial temperature and reliability requirements, and the ±42V bus protection tolerates the 24V industrial common-mode events common in factory-floor installations. A 100nF X7R decoupling capacitor on VCC is mandatory.
おすすめ
Powertrain ECU CAN Communication
Powertrain ECUs (engine management, transmission control, hybrid controllers) require deterministic high-speed CAN FD communication with stringent EMC immunity, and the TLE9351VSJXTMA1's wide common-mode range and tight TX symmetry meet those requirements. The part's AEC-Q100 qualification and ±42V bus fault rating are essential in the underhood powertrain environment where load-dump and jump-start transients exceed 24V routinely. The standby mode with wake-on-CAN capability supports the partial-networking feature increasingly used in modern powertrains, where only specific ECUs wake during key-off access events. Place a TVS array on the bus pins for full ISO 7637-2 compliance, and route VCC with a 10uF + 100nF decoupling network to suppress cranking transients.
おすすめ
おすすめ製品の概要
エンジニアリング参考データ: TLE9351VSJXTMA1 — 比較、設計ガイダンス、コンプライアンス情報。
選定ガイド
代替品との比較
| パラメータ | この製品 | TLE9351SJXTMA1 | TLE9350XSJXTMA1 | TLE9351VSJ |
|---|---|---|---|---|
| Brand | Infineon Technologies | Infineon Technologies | Infineon Technologies | Infineon Technologies |
| Package | PG-DSO-8 | PG-DSO-8 - same | PG-DSO-8 - same | PG-DSO-8 - same |
| Data Rate | 5 Mbps (CAN FD) | 5 Mbps (CAN FD) | 1 Mbps (classic CAN) | 5 Mbps (CAN FD) |
| Supply Voltage | 3.3V / 5V | 3.3V / 5V | 3.3V / 5V | 3.3V / 5V |
| Bus Fault Protection | ±42 V | ±42 V | ±42 V | ±42 V |
| ISO 11898-2 Compliance | Yes | Yes | Yes | Yes |
| Automotive Grade | AEC-Q100 | AEC-Q100 | AEC-Q100 | AEC-Q100 |
主な差別化要因
- Includes SPLIT termination output for split-terminated CAN buses （vs TLE9351SJXTMA1)
- Full 5 Mbps CAN FD data rate support （vs TLE9350XSJXTMA1)
- Wide 3.3V/5V supply compatibility （vs TLE9351VSJ (bare MPN without XTMA1 reel code))
設計ノート
Place a 100nF X7R ceramic decoupling capacitor within 2mm of the VCC pin (pin 3), with the GND return via connected directly to the ground plane. Add a bulk 10uF capacitor nearby to suppress cranking and load-dump transients on the supply rail. Route CANH (pin 7) and CANL (pin 6) as a 100-ohm differential microstrip pair with ground stitching vias placed every 5mm along the trace length. Keep total bus stub length below 1/10 of the signal rise time to prevent reflections at 5 Mbps CAN FD data rates.
The internal ±42V bus fault protection covers most jump-start and reverse-battery events but does NOT replace an external TVS for full ISO 7637-2 pulse compliance (especially pulse 1 and pulse 3a). Recommended companion TVS: NUP2105L or PESD1CAN placed within 5mm of the bus connector. Do not leave the SPLIT pin floating if not used - tie it to ground through a 100nF capacitor or leave open per the V variant datasheet, but never short SPLIT directly to VCC or CANH/CANL, which can cause bus failures.
Estimated: at maximum bus fault of ±42V with 60mA bus current, the IC dissipates approximately P = 42V × 0.06A = 2.5W transiently. The PG-DSO-8 package has a typical theta_JA of 110 C/W on a 1-square-inch 2-layer copper pour, leading to a 275C junction temperature rise above ambient at that fault level. However, normal CAN operation at 5 Mbps with standard bus loading produces less than 100mW dissipation, so no heatsink is required in typical body-electronic or gateway applications.
コンプライアンス情報
RoHS and REACH compliance per distributor listings. AEC-Q100 qualification confirmed on Arrow and Infineon product pages. Halogen-free status not explicitly stated in verified data.
