TLE9250XSJXUMA1 - 5Mbps CAN FD Transceiver PG-DSO-8 | Infineon
부품 번호: TLE9250XSJXUMA1 ✓ 활성| 수량 | 단가 | 합계 |
|---|---|---|
| 1 | $2.85 | $2.85 |
| 10 | $2.58 | $25.80 |
| 100 | $2.21 | $221.00 |
| 500 | $1.92 | $960.00 |
| 1,000 | $1.74 | $1,740.00 |
| 3,000 | $1.55 | $4,650.00 |
TLE9250XSJXUMA1 개요
A CAN transceiver is a physical-layer interface IC that translates a microcontroller's digital CAN TXD/RXD logic-level signals into the differential CANH/CANL bus signaling required by the ISO 11898-2 standard. It also provides bus fault tolerance, dominant time-out, and ESD protection on the bus pins. In the broader hierarchy, the TLE9250XSJ sits between the protocol controller (an MCU or standalone CAN controller) and the wiring harness, protecting the controller from bus transients while driving the bus to the required differential voltage levels.
Key features include very low electromagnetic emission (low EME) optimized for automotive EMI requirements, a low-power mode with remote wake-up via CAN bus activity, integrated bus pin ESD protection, dominant time-out for TXD stuck-dominant fault handling, and overtemperature shutdown. These features minimize external component count and simplify compliance with OEM EMC standards. The device also supports a 3.3 V compatible logic interface on TXD/RXD/EN/NSTB pins, allowing direct connection to modern low-voltage microcontrollers without level shifters.
From an architecture standpoint, the TLE9250XSJ uses a fully integrated differential driver and receiver with separate supply pins for the digital interface (VDD, 3.3 V to 5 V) and the bus driver (VSUP, battery). This split-rail approach allows the bus to remain powered while the MCU side is off, supporting partial networking and low quiescent current in sleep mode. The internal slope control reduces radiated emissions at high bus speeds, eliminating the need for external common-mode chokes in most applications.
Typical applications include automotive body control modules (BCM), gateway ECUs connecting multiple CAN sub-networks, electric vehicle battery management systems (BMS), ADAS sensor fusion nodes, and industrial CAN FD networks. Its wide supply range and automotive-grade qualification make it equally suitable for 12 V and 24 V truck/commercial-vehicle platforms.
A key design consideration is the use of a common-mode choke and split bus termination (60 ohm between CANH and CANL plus two 30 ohm to ground) for optimum signal integrity at 5 Mbit/s. The non-sleep current is typically below 10 uA with remote wake-up enabled, making the part well-suited for partial networking where ECUs may be selectively powered down.
This page synthesizes distributor stock, drop-in alternatives within the PG-DSO-8 footprint, and practical design guidance not found in the manufacturer datasheet alone.
드롭인 대체품: TLE9250XSJXUMA1 — 동일 패키지, 핀 호환. PCB 재작업이 필요한 다른 패키지 부품은 제외됩니다.
빠른 비교 도구 — 나란히 비교할 대체 부품을 선택하십시오:
TLE9250XLEXUMA1
✅ 드롭인📋 참조 대체품 (카탈로그에 없음)
TLE9251VLEXUMA1
✅ 드롭인📋 참조 대체품 (카탈로그에 없음)
TLE7250SJXUMA1
✅ 드롭인📋 참조 대체품 (카탈로그에 없음)
TJA1042T/3
✅ 드롭인📋 참조 대체품 (카탈로그에 없음)
NCV7428D10R2G
✅ 드롭인📋 참조 대체품 (카탈로그에 없음)
TLE9250XSJXUMA1 사양
| Product Type | CAN FD Transceiver |
| Protocol | ISO 11898-2 (2016), CAN, CAN FD |
| Maximum Data Rate | 5 Mbit/s |
| Number of Drivers/Receivers | 1/1 |
| Supply Voltage (VSUP) | 4.5 V to 5.5 V (logic) / 6 V to 18 V (bus) |
| Logic I/O Supply (VDD) | 3.3 V to 5 V compatible |
| 동작 온도 | -40 C to +150 C |
| 패키지 | PG-DSO-8 |
| 실장 유형 | Surface Mount |
| Automotive Qualification | AEC-Q100 |
| Low Power Mode | Yes, with remote wake-up |
| Dominant Time-out | Yes |
| Common-Mode Range | -12 V to +12 V |
| RoHS 상태 | Compliant |
| 할로겐 프리 | Yes |
TLE9250XSJXUMA1 핀 구성
| 핀 1 | TXD — Transmit data input from MCU (logic-level) |
| 핀 2 | GND — Ground reference for logic interface |
| 핀 3 | VDD — Logic supply (3.3 V to 5 V) |
| 핀 4 | RXD — Receive data output to MCU |
| 핀 5 | STB — Standby mode control input |
| 핀 6 | EN — Enable / mode control input |
| 핀 7 | CANL — CAN bus low-side line |
| 핀 8 | CANH — CAN bus high-side line |
일반적인 애플리케이션
TLE9250XSJXUMA1 적합 용도: 6 애플리케이션s: Automotive Body Control Modules (BCM), CAN FD Gateway ECUs, Electric Vehicle Battery Management Systems (BMS), ADAS Sensor Fusion Nodes, Industrial CAN FD Networks, Truck and Commercial Vehicle Networks (24 V).
Automotive Body Control Modules (BCM)
The TLE9250XSJXUMA1 is purpose-built for automotive BCMs that aggregate CAN nodes for lighting, wipers, mirrors, and door modules. Its AEC-Q100 qualification and -40 C to +150 C operating range survive the underhood and underbody thermal stress typical of body ECU locations. The 5 Mbit/s CAN FD data rate allows BCMs to handle the growing diagnostic and software-over-the-air payloads demanded by modern vehicle architectures without bus congestion. Its low-EMF (electromagnetic emission) design typically eliminates the need for external common-mode chokes, reducing BOM cost. The dominant time-out function prevents the network from being held dominant if a TXD pin is stuck high during MCU failure - a key functional-safety requirement. Pair it with an AURIX TC3xx MCU for the gateway-class BCM of next-generation zone architectures.
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CAN FD Gateway ECUs
In vehicle gateways that bridge CAN and CAN FD sub-networks, the TLE9250XSJXUMA1 provides the physical-layer interface on the FD side. Gateway ECUs typically run at higher data rates to aggregate multiple sub-buses and route them to the central compute domain. The 5 Mbit/s CAN FD capability, combined with low electromagnetic emission, allows the gateway to operate alongside sensitive ADAS sensors without coupling bus noise into analog signal paths. Its wide VSUP tolerance accommodates 24 V commercial-vehicle bus systems as well as 12 V passenger-car platforms. The integrated split-rail (VDD/VSUP) supply lets the MCU domain power down while the bus stays alert, supporting partial-networking wake-up sequences orchestrated by a higher-class master ECU.
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Electric Vehicle Battery Management Systems (BMS)
Battery management master modules in EVs use CAN FD to communicate cell voltages, temperatures, and state-of-charge telemetry to the vehicle controller. The TLE9250XSJXUMA1's 5 Mbit/s capability supports the larger BMS data payloads needed for second-life and fast-charging use cases. Its AEC-Q100 qualification and high common-mode range (-12 V to +12 V) survive the harsh electrical transients typical of traction-battery wiring harnesses. The dominant time-out prevents a stuck TXD from blocking bus traffic - critical in safety-critical battery packs where CAN failure modes have direct cell-monitoring implications. Integrated ESD protection on the bus pins reduces the need for external TVS arrays, saving PCB space in the compact BMS master board.
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ADAS Sensor Fusion Nodes
ADAS sensor fusion ECUs aggregate radar and camera data at high bus rates and forward processed objects to the central compute domain via CAN FD. The TLE9250XSJXUMA1's 5 Mbit/s CAN FD rate keeps up with object-list and sensor-status messages from multiple radars on the same bus. Its low-EMF characteristic is important when the sensor fusion ECU is mounted near RF-sensitive receivers, where bus harmonics could otherwise couple into the analog signal chain. Split-rail operation supports selective wake-up of sensor nodes during partial-networking parking maneuvers, reducing quiescent current and supporting OEM parasitic-drain targets. The 8-pin SO package allows the transceiver to be placed close to the bus connector, minimizing stub length and signal-integrity issues at 5 Mbit/s.
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Industrial CAN FD Networks
Outside automotive, the TLE9250XSJXUMA1 is well-suited for industrial CAN FD networks used in servo drives, robotics, and heavy machinery. Its 4.5 V to 5.5 V VDD range and wide common-mode tolerance make it tolerant of long bus cables with ground-potential differences between stations. The 5 Mbit/s data rate is shared with CANopen FD and J1939-14/15 industrial profiles, making it compatible with modern factory-automation protocols. AEC-Q100 qualification provides a wide temperature margin over industrial-only parts in unconditioned cabinet environments. The dominant time-out and bus fault detection features support the diagnostic requirements of industrial PLCs where bus health is monitored continuously.
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Truck and Commercial Vehicle Networks (24 V)
Heavy commercial vehicles operate on 24 V bus systems and experience larger load-dump transients than 12 V passenger cars. The TLE9250XSJXUMA1's wide VSUP tolerance covers both 12 V and 24 V battery systems, making it a single BOM for mixed-fleet platforms. Its -40 C to +150 C operating range survives the underbody and chassis-mount thermal environment of trucks and construction equipment. The 5 Mbit/s CAN FD rate supports the J1939-14/15 high-speed profiles used in modern commercial-vehicle powertrain and chassis networks. Integrated bus-fault detection shortens diagnostic cycles for fleet maintenance, where bus reliability directly impacts vehicle uptime.
추천
추천 제품 요약
엔지니어링 참조 데이터: TLE9250XSJXUMA1 — 비교, 설계 지침 및 규정 준수 정보.
선택 가이드
대체품과의 비교
| 파라미터 | 이 제품 | TLE9250XLEXUMA1 | TLE9251VLEXUMA1 | TLE7250SJXUMA1 | TJA1042T/3 | NCV7428D10R2G |
|---|---|---|---|---|---|---|
| Package | PG-DSO-8 (SO-8) | PG-TSON-8 (leadless) | PG-TSON-8 (leadless) | PG-DSO-8 (SO-8) | SO-8 | SO-8 |
| Brand | Infineon Technologies | Infineon Technologies | Infineon Technologies | Infineon Technologies | NXP Semiconductors | onsemi |
| Maximum Data Rate | 5 Mbit/s (CAN FD) | 5 Mbit/s (CAN FD) | 5 Mbit/s (CAN FD) | 1 Mbit/s (classic CAN) | 1 Mbit/s (classic CAN) | 5 Mbit/s (CAN FD) |
| AEC-Q100 | Yes | Yes | Yes | Yes | Yes | Yes |
| Partial Networking / Wake-up | No (standard sleep) | No (standard sleep) | Yes (selective wake-up) | No | No | No |
| Dominant Time-out | Yes | Yes | Yes | Yes | Yes | Yes |
| Logic I/O Supply (VDD) | 3.3 V to 5 V | 3.3 V to 5 V | 3.3 V to 5 V | 3.3 V to 5 V | 5 V | 3.3 V to 5 V |
| Unit Price @ 1000 pcs | USD 1.74 | USD 1.80 (approx) | USD 2.10 (approx) | USD 1.40 (approx) | USD 1.30 (approx) | USD 1.60 (approx) |
주요 차별점
- Full 5 Mbit/s CAN FD data rate with same SO-8 footprint as classic transceivers (vs TJA1042T/3 (NXP))
- Integrated 3.3 V logic interface without external level shifters (vs TLE7250SJ (older Infineon SO-8))
- Low electromagnetic emission eliminates need for external common-mode choke (vs TJA1042 (NXP classic CAN))
설계 노트
Route the CANH/CANL traces as a tightly-coupled differential pair (100 ohm differential impedance) with no stub branches. Place the split termination (60 ohm between CANH and CANL plus two 30 ohm to ground) within 5 mm of the connector. Keep the bus traces away from switching regulator inductors and noisy digital signals - aim for at least 3 mm clearance from switching node edges. Use a common-mode choke if bus length exceeds 1 m to meet OEM EMC limits.
Decouple the VDD logic supply pin with a 100 nF ceramic capacitor placed within 2 mm of the pin, plus a 4.7 uF bulk capacitor on the VSUP bus supply line. The split-rail architecture means VSUP can stay powered while VDD is off - this is essential for partial-networking wake-up. Add a TVS diode (e.g. SMBJ33CA) on VSUP to clamp 24 V load-dump transients in commercial-vehicle applications.
Do not leave STB or EN pins floating - both require pull-ups or pull-downs to define the mode at power-up. A floating STB pin can cause the bus to enter an indeterminate state. Ensure the TXD pin is pulled low during MCU reset to prevent spurious bus traffic; the dominant time-out protects the bus if TXD is stuck high for > 1 ms but does not eliminate the first 1 ms of disruption.
At 5 Mbit/s CAN FD the bus rise time is approximately 15-20 ns; keep the total bus length under 30 m for reliable signaling with the standard split termination. For long bus stubs (e.g. sensor drop-lines in chassis harnesses) limit stub length to less than 1/10 of the signal rise-time-distance to avoid reflections. If longer stubs are unavoidable, use a repeater node such as the TLE9251 in the middle of the bus.
규정 준수 정보
AEC-Q100 qualified for automotive use. RoHS compliant and halogen-free per Infineon product page. Both PG-DSO-8 (XSJ) and PG-TSON-8 (XLE) variants are RoHS compliant and halogen-free.
