TECHTALK

MULTIPLEX/CAN DATABUS SYSTEMS PART 3

In the two previous articles we looked at multiplex in some detail, studying how the data signals are made and how the systems differ in layout and methods of data transfer. Let us now study faults that can occur with such systems and the process of diagnosing these. At this stage we will concentrate on the diagnosis of BEAN systems (Body Electronic Area Network see previous articles for details on operation). Diagnosis of such systems is similar to many of the other systems that we have discussed. Those that differ will be discussed in the fourth and final part to this series. isolated through these faults will display symptoms.

FAULTS SHORT CIRCUITS +B SHORT

Short circuits will cause complete failure of the multiplex network. The fault illustrated by the picture to the right is known as a +B short. An example of this would be a damaged loom that has brought a wire inside a harness at battery voltage into contact with the network bus wire. This would result in a constant high voltage on the network, which would represent a continual stream of binary 0s. This means nothing to an ECU.

MULTIPLEX BUILT IN RELIABILITY

Multiplex systems are very reliable (it is one of the reasons that manufacturers use them extensively on a modern motor vehicle). However, faults do occur. Let us study the systems that manufacturers use to reduce the risk of faults producing a symptom daisy chaining and bus cut relays.

DAISY CHAINING
This is a term used to describe the way in which communication networks are configured. The diagram to the right shows that the ECUs on the network are connected in a loop. The advantage of this approach is that a single open circuit fault in the network wire would not create a single symptom! You could actually cut the wire completely without causing any faults whatsoever. The reason? Remember that binary 0s and 1s are created on the network bus wire by switching between high and low voltages. We can still do this for the full length of the wire even if it is cut. To clarify if you were to connect a loop of wire to the battery positive post you would be able to measure battery voltage at any point along that loop. Open the loop up so you have a length of wire rather than a loop and you will still be able to measure battery voltage along its full length. Remember, voltage is applied; it does not flow. Current flows and does require a completed circuit, but we are not using current here; we are using voltage. Two open circuit faults are needed on the same network in order for a fault to be experienced; and then only systems controlled by the ECU

GROUND SHORT
The fault illustrated by the picture to the right shows a ground short. This is where the communication bus wire has become permanently grounded (perhaps through chafing of the insulation and subsequent contact with the vehicle chassis). It is now not possible to create a high voltage on the network. A network at a constant 0 volts represents a continual stream of binary 1s to the ECUs and that makes no more sense to them than a continual stream of binary 0s.

BUS CUT RELAYS

In order to further enhance the reliability of multiplex systems, bus cut relays are used. These are switching devices placed inside a number of ECUs on the network that can open in the event of a catastrophic shut down of the network through short circuit faults. Through this action, the short circuit can be isolated from

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a number of ECUs on the network, enabling them to communicate normally (the fault is effectively ring-fenced).

B1203 Power seat ECU communication stop B1204 Power mirror ECU communication stop

These codes are telling you collectively that none of the ECUs on this network can communicate with each other and that there is a short circuit fault. At this point you should run down the list of codes and ask yourself the question cause or effect?

SHORT CIRCUIT
Could a communication stop fault cause this problem or is this fault a reaction to another fault? There is no way that a communication stop fault can cause a short circuit, but a short circuit can cause a communication stop problem. Through this process of deduction you can quickly ascertain that it is a short circuit fault that you are looking for. Working directly from the wiring diagram, familiarise yourself with the location of all the key components. For the purpose of this exercise, please refer to the memory function schematic diagram. Disconnect each of the ECUs in turn and observe the reaction of the fault code. Note that a multiplex fault code is a live code and will disappear off the code reader screen when the fault is no longer detected. If when you disconnect the remote control mirror ECU the code disappears (the short circuit code that is), then the short lies inside that ECU and the ECU must be replaced. If the code does not disappear when the remote control mirror ECU is disconnected then it is not faulty. Reconnect that ECU and check the other ECUs in the same way. There is one ECU on the network that you cannot check in this way and it is the ECU that communicates with the tester via the diagnostic plug (the DLC3); in this example this is the body ECU. Once you have confirmed that the checkable ECUs are serviceable, check the harnesses. Disconnect a harness between two ECUs (perhaps between the power seat ECU and the tilt and telescopic ECU). By doing this you are isolating the length of harness from the ECU that detects the fault and relays the information to the tester (the body ECU in this example). If the short circuit code disappears then the short lies in that length of harness.

MULTIPLEX DIAGNOSIS
Diagnosis of multiplex systems (for all their apparent complexity) is actually straightforward. The picture right represents a typical multiplex network used for a memory function on the drivers seat. This circuit enables the driver to store his or her preferences regards seat, steering wheel and mirror position. A second driver can then also store their preferences and these can be selected from a switch inside the vehicle (or even automatically set off two different ignition keys). Let us assume that this network has suffered a ground short fault. No communication can take place on this network because high voltages (and therefore binary 0s) cannot be generated.

Note that the individual systems on this network will still work, i.e. the seat will move off its switches, the remote mirrors will work off its switch; it is only when we ask these systems to work together through communication on the network that nothing will happen. Using suitable test equipment, extract the fault codes. For this type of fault there will always be a code. In reality there will be multiple codes as shown in the example below: B1201 Tilt and telescopic steering ECU communication stop B1202 Communication bus malfunction (short circuit)

THE BODY ECU

Once you have confirmed that it is none of the checkable ECUs and none of the harnesses, then the fault must lie in the only ECU that you have been unable to check, i.e. the body ECU. With our example the ground short code will disappear from the screen of the tester when you disconnect the tilt and telescopic ECU and the mirror ECU. You have located your fault. Remember to work easy the ECUs and harnesses you check first should be dictated by ease of access and minimum stripping - reducing the likelihood of trim damage. ProAuto Limited are an automotive technical training

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TECHTALK

company based in Shrewsbury, Shropshire. Its core business is the design and delivery of technical training to the automotive industry, which includes vehicle manufacturers, component manufacturers, diagnostic equipment manufacturers and

independent garages. The company runs courses from numerous select venues nationally, so a course is never too far away. For further details, visit the website www.proautotraining.com, email nfo@proautotraining.com, or telephone on 01743 709679.

DEAR DAVE

The engine of an Alfa Romeo 145 1.8 Ts 1999 refuses to start after the vehicle was fitted with a replacement clutch. The dash key light stays on, so I assumed the reason was a lock out by the immobiliser system. Sure enough, a session with a scan tool revealed fault code 8, unprogrammed key. I cant understand, though, how a clutch job can cause this. The main dealer solution is horrendous new ECU, locks and code box. When doing the clutch, you probably disconnected the battery. On the Alfa, if the battery is disconnected for too long then the code box can lose its code and you will then need to re-programme the system first with the master key and then with the slave keys. However, this may not work. If, as you report, the key light goes out but the engine still will not start, there are other issues. Alfas also have an extra immobiliser system built into the alarm which controls a live feed to the ECU and also the feed to the fuel pump. The default of this extra system is to cut off a live supply to the ECU and live to the fuel pump circuit if the battery is disconnected. This is to prevent thieves bypassing this system by disconnecting and then reconnecting the battery. Usually you can get this system to un-immobilise by leaving a door

open, disconnecting, turning on the ignition and reconnecting the battery. The alarm system senses the ignition is on and resets itself to unimmobilised. You should then be able to turn the alarm on and off with the remote fob. If the alarm will not un-immobilise at this stage, you either have to bypass it or replace it. This sort of problem is not just confined to Alphas. From a cold start, the engine of a Ford Mondeo 1.8 Zetec will stall after stopping during the first mile. It instantly restarts and is then OK. Suspecting the Zetec common fault of sticky valves, we have changed and flushed the oil and used Forte treatment. The idle air valve and throttle body have also been cleaned. There is a vacuum T connector underneath the coil pack which is not easily viewable a split here will cause this problem. Spray a bit of carb cleaner around the area to confirm if this is the case. Also, if the HEGO heater is not working, then this can cause stalling on warm up, though this is more likely in winter. You didnt mention any fault codes, so scan for these before proceeding further. A faulty vehicle speed sensor can also cause problems. Dave Peacock is proprietor of Tune My Car, an independent garage at Chilwell, Nottingham.

TWO MOVES BY STANADYNE

Stanadyne Corporation, producer of diesel injection equipment, has linked up with French company IDLP for the distribution of the diesel additive Performance Formula. Stanadynes fuel conditioners approved by manufacturers such as Ford, GM and Volkswagen not only improve fuel economy but also help prevent water contamination. Performance Formulas use with low sulphur diesel is said to be particularly effective, and it offers winter protection by reducing fuel waxing temperature, as well as improving cold starting. On the OE front, Stanadyne has entered the field of gasoline direct injection (GDI) by offering single and multiple piston high-pressure fuel pumps. Production for the first series engine application is expected to begin next year. GDI technology is being pursued as the next step to extend the life of the spark ignited internal combustion engine. The technology is claimed to offer lower fuel consumption and better vehicle performance, especially at low-end torque, and lower emissions when used with low sulphur petrol.

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