SSP Volkswagen Data Bus Technologies 872803

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Self-Study Program 872803
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Volkswagen Data Bus Technologies
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Prote AG.
Volkswagen Group of America, Inc.
Volkswagen Academy
Printed in U.S.A.
Printed 12/2008 AG. Volkswagen A
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Course Numberksw 872803
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©2008 Volkswagen Group of America, Inc. ac
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All rights reserved. All information contained in

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this manual is based on the latest information
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of Volkswagen Group of America, Inc., its affiliated
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companies and its licensors. All rights are reserved
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Always check Technical Bulletins and the latest
electronic repair information for information that may
supersede any information included in this booklet.
Trademarks: All brand names and product names

used in this manual are trade names, service marks,
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Contents
Introduction ............................................................................... 1
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CAN-Bus d
Overview ....................................................................
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Data Bus On Board Diagnostic Interface ............................... 20
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CAN-Bus Fault Diagnosis ........................................................ 24 ot p
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Diagnosis CAN ......................................................................... 40
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Other Data Bus Technology ..................................................... 44
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LIN Data Bus ............................................................................ 46
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Fiber-Optic Data Bus................................................................ 52
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Bluetooth.................................................................................. 77
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Appendix A ............................................................................... 83 t. Co py
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Appendix B ............................................................................. 105 Prote AG.
Appendix C ............................................................................. 106
Appendix D..............................................................................111
Knowledge Assessment ........................................................ 119
Note Important!
This Self-Study Program covers information on For testing, adjustment and repair
the Volkswagen Data Bus Technologies. procedures, always refer to the latest
This Self-Study Program is not a Repair Manual. electronic service information.
This information will not be updated.
i
Notes
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ii
Introduction
Data Bus Technology Purpose of a CAN-bus System
The demand for more luxury features and increased The CAN-bus system provides the following
comfort in vehicles creates an ever-increasing need advantages as an overall system:
for more capable and more complicated vehicle
electronic systems. Data bus technology makes it – Data exchange between control modules takes
possible to form a complex network of electronic place on a uniform platform or protocol, with the
control modules and sensors that can communicate CAN-bus acting as a data highway
with each other and share data across the entire – Systems involving several control modules, ESP
network without the size, complexity, expense and for example, can be implemented efficiently
other limitations of a conventional wiring harness. – System expansions and additions of optional
Volkswagen’s introduction of Controller Area equipment are easier to implement
Network or CAN data bus technology in the mid-’90s – CAN is an open system that permits adaptation to
was a first, important step toward the exchange various data transfer media, such as copper wires
of increasing amounts of data between control or fiber-optic cables
modules. – CAN is used on later models for control module
The first portion of this Self-Study Program describes diagnosis, replacing the actual K-wire with CAN-
basic functions of CAN-bus systems in general, and bus wires
goes on to cover specific functions, diagnosis and – System-oriented diagnosis is possible across
testing for Drivetrain, Convenience and Infotainment systems employing several control modules
CAN bus systems.
The latter portion of this Self-Study Program n AG. Volkswagen AG do
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describes the single wire Local Interconnect o ot g
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Network (LIN) data bus, Media Oriented Systems rised ran
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Transport (MOST) fiber-optic data bus, and wirelessu or
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data transmission technology used in the latest
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Volkswagen vehicles.
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1
CAN-Bus Overview
CAN-bus Networking
Depending on the model and model year, different As of model year 2000, more advanced Convenience
CAN-bus systems are used in Volkswagen vehicles. and Infotainment CAN systems have been
agen AG. Volkswintroduced,
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does each with a data transfer rate of 100
The first, introduced in the mid-’90s, was aVolksw not
by kbits/s. gu types of data bus systems,
Additional
Convenience CAN with a data transferiserate of 62.5
d ara
r introduced in model nte year 2005, are covered in this
kbits/s (kilobits per second). Next came
tho a Drivetrain eo
au Self-Study Program. r ac
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CAN using a data transfer rate ofs 500 kbits/s.
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The Convenience and Infotainment CAN systems
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exchange data with the Drivetrain CAN through the
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Gateway, which allows for communication between
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Drivetrain CAN Network with Three Control Modules
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Cluster
Sensor
Actuator
Actuator Actuator
Actuator
2
CAN-Bus Overview
Design and Main Features
Individual electronic control modules are connected Practical Layout lksw

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in parallel through the CAN-bus system. This results en AG. V
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in the following requirements for the design of the Due by to different demands with respect arato the
ed
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overall system: tho repeat rate of the signals, the volumeeo of
au ra
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data and its availability (readiness), the three CAN
c
– High level of error protection: transmission
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systems used since model year 2000 are configured
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interference caused by internal or external
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as follows:
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sources must be detected with a high degree of
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certainty – Drivetrain CAN (high speed) at 500 kbits/s
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networks the control modules in the drivetrain
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– High availability: if a control module fails, the rest
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systems
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of the system must continue to function as well
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as possible in order to continue the exchange of – Convenience CAN (low speed) at 100 kbits/s
es, in part or in w
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information networks the control modules in the convenience
– High data density: all control modules have the system
– Infotainment CAN (low speed) at 100 kbits/s
rrectness of i
same information status at all times. This means
there is no difference in data between the control networks the information and entertainment
l purpos
modules. In case of faults anywhere in the systems — radio, telephone and navigation, for
system, all the connected users can be informed example
nf
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with equal certainty
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– 2005> Instrument Cluster CAN-bus and Diagnosis
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CAN-bus
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– High data transmission rate: data exchange
om
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between networked users must be very fast in
or c
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order to meet real-time requirements
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Note Transmission rates of 1,000 kbits/s
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Signals are sent over the CAN system digitally.
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Secure transmission is possible at rates of 1000 op and higher are used in the latest Co
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kbits/s (kilobits per second) or more, as seen in the gh
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latest Infotainment network. Some CAN systems cop
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signal quality.
3
CAN-Bus Overview
Common to All CAN-Bus Systems: Common to All CAN-Bus Systems:
– Systems are all subject to the same regulations – Drivetrain CAN is switched OFF by terminal 15
for data exchange, such as the defined transfer following an after-run period
protocol AG. –
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kswagen AG CAN is supplied with power through
agen do s
– To assure a high degree of protection from Volksw terminal 30,eandnot must remain on standby. To
gu
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electro-magnetic interference, each CAN-bus db prevent excessive aelectrical
ran load, the system
rise tee
is made up of entwined two-conductor tho wiring switches to sleep mode orby switching terminal 15
s au ac
referred to as a twisted pair s OFF when it is not required
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– Signals to be sent are stored in the transceiver – Convenience/Infotainment CAN remains
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of a sending control module with different signal operational, thanks to the second wire, if there is
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levels before being sent to both CAN lines. Not a short circuit in the data bus or an open circuit in
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until the differential amplifier of the receiving a CAN wire. In such an instance, the system will
is n
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control module calculates the difference of both switch automatically to single wire operation
ole,
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signal levels is a single, cleaned signal sent to the
urposes, in part or in wh
– Electrical signals from the Drivetrain CAN and
t to the co
CAN receiver of the control module Convenience/Infotainment CAN are different
– First examples of the Infotainment CAN have
the same properties as the Convenience CAN.
rrectne
In some models, they are operated through one Important! The Drivetrain CAN should never be
common pair of wires (bus). In the Phaeton, we electrically connected to the
ss
will see optical bus systems for the Infotainment Convenience/Infotainment CAN!
o
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The various data bus systems for
in
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Drivetrain and Convenience/
atio
Infotainment networks should only be
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connected in the vehicle through the
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Gateway. The Gateway may be

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integrated with the Instrument Cluster
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Control Module or installed as a
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4
CAN-Bus Overview
CAN-Bus Components
The CAN-bus is made up of a controller, a transceiver CAN Transceiver

and two data bus lines.
The CAN transceiver is a combined transmitter and
Apart from the data bus lines, the components are
receiver. It converts the data that the CAN controller
located in the electronic control modules. The main
supplies into electrical signals, sending this data over
functions of the control modules are the same as
the data bus lines. Likewise, it receives data and
before, with the following additional tasks:
converts this data for the CAN controller.
CAN Controller
Data Bus Lines
The CAN controller receives transfer data from a
The data bus lines are bi-directional and transfer
micro-computer integrated into the control module.
data. They are referred to as CAN-high and CAN-low.
The CAN controller processes this data and relays it
to the CAN transceiver. Likewise, the CAN controller
receives data from the CAN transceiver, processes
it, and relays it to the electronic control module
micro-computer. gen AG
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Motronic Engine Control Module nte Transmission Control Module
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(ECM) J220 with thoIntegrated CAN eo (TCM) J217 with Integrated CAN
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Controller and c Controller and CAN Transceiver
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5
CAN-Bus Overview
CAN-Bus Topology
A special feature of the CAN-bus design Instrument Cluster

Control Module J285
is the tree-like connecting structure for
the control modules. This structure allows
optimal connection of the control module Distance Regulation
wiring. Control Module J428
The actual layout of the CAN wiring in a

vehicle is referred to as CAN topology and
is vehicle-specific.
Data Bus On
Board Diagnostic
Interface J533
DLC
NOX Sensor Control Engine Control Driver’s Door Control Energy Management
Module J583 Module (ECM) J623 Module J386 Control Module J644
Front Passenger’s Auxiliary Heater

Rotation Rate ABS Control
Door Control Module Control Module J364
Sensor G202 Module J104
J387
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Airbag Control o Left Rear Door Parking Aid eControl
Recognition Control
Module J234 uth Control Module J388 Module or
J446
Module J706 s a ac
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Transmission Vehicle Electrical
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Right Rear Door
Control Module System Control
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Control Module J389

(TCM) J217 Module 2 J520
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Left Headlamp Power
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Output Stage J667
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Memory Seat/
Electrical Drive Main Steering Column Access/Start Control
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Relay J437 Adjustment Control Module J518
Module J136
Right Headlamp
Power Output Stage
J668 rrectne
Electro-Mechanical Passenger Memory Vehicle Electrical
Parking Brake Seat Control Module System Control
Control Module
s
J521 Module J519

s
J540
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Level Control Comfort System

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System Control Towing Recognition

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Control Module J345 Central Control

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Module J197
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Module J393
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Steering Column
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Steering Angle Climatronic Control

Electronic Systems
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Module J255
Control Module J527 Co
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Control Module J453 Module J502
6
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CAN-Bus Overview
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Note Not all components

shown here are
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installed on every
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vehicle. Some
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components may
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not be available for
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MOST Bus
Instrument Cluster CAN
Diagnosis CAN
Drivetrain CAN
Access/Start Keyless Access

Authorization Switch Authorization Antenna Convenience CAN
E415 Reader J723
Distance Control CAN
Wiper Motor Control Rain/Light

Recognition Sensor LIN Bus
Module J400
G397
Various Sub-Bus Systems
Alarm Horn H12
A/C Pressure/
Fresh Air Blower
Temperature Sensor
Control Module J126
G395
Left Front Tire Right Front Tire Left Rear Tire Right Rear Tire Rear Tire Pressure
Pressure Monitoring Pressure Monitoring Pressure Monitoring Pressure Monitoring Monitoring Antenna
Transmitter G431 Transmitter G432 Transmitter G433 Transmitter G434 R96
7
CAN-Bus Overview
Basic Information Exchange
Information is exchanged between control modules A message sent to the CAN-bus can be received by
in small packages of data referred to as messages. any control module, and is generally received and
Any control module can send or receive messages. evaluated by all other electronic control modules on
the particular CAN-bus.
A message contains information about physical
values such as engine speed (RPM) or engine This process relies on what is called the broadcast
coolant temperature. Engine speed in this case is principle — one sends, everyone receives. The idea
represented as a binary value (a string of ones and is derived from a radio transmitter broadcasting a
zeroes). For example: engine speed of 1800 RPM is program that any tuner (receiver) can receive.
represented as 00010101 in binary notation. The broadcasting process ensures that all control
Before being sent, the binary value is converted into modules connected to the CAN-bus have the same
a serial bit stream. The bit stream is sent over the information status.
TX line (transmit line) to the transceiver (amplifier).
The transceiver converts the bit stream into voltage
values, which are then sent over the bus line one by Note For a detailed explanation of data
one. exchange, please see Appendix A,
page 90.
In the reception process, voltage values are
converted back into a bit stream by the transceiver AG. Volkswagen AG d
and sent over the RX line (receive line) to the control agen oes
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module. The control module then converts the serial ed b ara
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binary values back into messages. ho eo
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Broadcast Principle: One
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Sends, Everyone Receives
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8
CAN-Bus Overview
Data Transfer Process
Supplying the Data Checking Data
The control module provides data to the CAN Control modules check whether or not they require
controller for transfer. the data they have received for their functions.
Sending Data Accepting Data
The CAN transceiver receives data from the CAN If the received data is important, it is accepted and
controller, converts it into electrical signals, and processed. If not, it is ignored.
sends them.
Receiving Data
All other control modules networked with the CAN-

bus become receivers.
Control module 1 Control module 2 Control module 3 Control module 4
Accept Provide Accept

data data data
Check Check Check

data data data
Receive Send Receive Receive

data data data data
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Data bus lines

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If more than one control module wants to send its When control modules start sending their data
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data simultaneously, the system must decide which simultaneously, they compare the data bit by bit on
form
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control module comes first. the data bus line.

atio
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Priorities are determined and the data is assigned a If a control module sends a “low” weighting bit and
c
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or
n thi
“high” or “low” weighting depending on importance

e
detects a “high” weighting bit, the control module

t
sd
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by changing a data bit to 1 (one) or 0 (zero). The data stops sending and becomes a receiver.
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9
CAN-Bus Overview
What Does the CAN-bus Transfer?
The CAN-bus transfers data between control The diagram below shows the format of the data
modules at short intervals using a standardized data protocol. This format is identical on both data bus
protocol, which is subdivided into seven areas. lines.
The data protocol is made up of a long string of bits. For the sake of simplicity, we will sometimes focus
The number of bits in the data protocol depends on on only one data bus line in this Self-Study Program.
the size of the data field.
Note A bit is the smallest unit of information

(one circuit state per unit of time). In
electronics, this information can only
have the value “0” or “1” meaning,
for example, “yes” or “no.” For a more
n AG. Volkswagen AG do indepth description of the data bit,
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d ran
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Start fielda ac
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Status field (11 bits)
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Data field (maximum of 64 bits)
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10
CAN-Bus Overview
How is the Data Protocol Produced?
The data protocol is made up of a string of several

bits. Each bit can only have a status or value of “0” In principle, the CAN-bus functions in exactly the
or “1.” A light switch circuit provides a simplified same way. Operation of a CAN transceiver is also
example of how a “0” or “1” status is generated. based on two different bit states.
A switch in the circuit switches a light ON or OFF.
This means that the circuit can have two different
states. CAN CAN
transceiver transceiver
Status of Light Switch Circuit with Value “0”
– Switch OPEN
– Light is OFF
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Status oes
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– Voltage is applied to the data bus line
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Status of Light Switch Circuit with Value “1”
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– Switch CLOSED
spec
5 Volts
– Light is ON
t to the co

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Status of Bit with the Value “0” f inform

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– Transceiver CLOSED, switched to Ground

c
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– Approximately 0 volts applied to the data bus line

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0 Volts
11
CAN-Bus Overview
Electrical/Electronic Properties of Data
Transfer
Voltage Differences in CAN Wires When Changing In the active or dominant state, voltage of the CAN-
Between Dominant and Recessive State high wire increases by a predetermined value (on the
Drivetrain CAN, this is at least 1 volt). The voltage of
Electrically, data transfer is based on the difference the CAN-low wire drops by the same increment.
between CAN-high voltage and CAN-low voltage.
This results in a rise in the voltage of the CAN-high
In a rest state, when there is no data transfer, both
wire to at least 3.5 volts (2.5 volts + 1 volt = 3.5
CAN-bus wires (CAN-high and CAN-low) have the
volts), and a drop in the voltage of the CAN-low wire
same default signal level.
to a maximum of 1.5 volts (2.5 volts - 1 volt = 1.5
On the Drivetrain CAN, for instance, this level is volts).
approximately 2.5 volts. The rest state is also known
The voltage difference between CAN-high and CAN-
as the recessive state, as it can be changed by any
low in a recessive state is 0 volts. In a dominant
control module connected into the network.
state, the difference is at least 2 volts.
Signal Pattern of the Drivetrain CAN (Example)
AG. Volkswagen AG d
agen oes In a dominant state, the CAN-high
olksw not
yV gu
ed
b aran wire rises to approximately 3.5V
oris tee
uth oIn
r a a recessive state, the two wires are
a c
ss at approximately 2.5V (rest state)
ce
e
nl
pt
du
an
In a dominant state, the CAN-low

itte
y li
wire drops to approximately 1.5V

erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
Note All voltage readings are approximate

values. Actual measured values may
nf
ercia
differ slightly.
rm
m
atio
om
n in
or c
thi
te
sd
iva
o
r
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cu
o
m
f
en
ng
t.
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rig ht
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co Vo
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cted agen
Prote AG.
12
CAN-Bus Overview
How is Data Transferred?
The CAN-bus is wired in parallel with all of the

control modules included in the respective CAN
system. The two wires CAN-high and CAN-low, are
assembled as a twisted pair.
The CAN wires in the wiring harness are colored The transfer of data between the VAS 5051/5052
orange. The CAN-high wire in the Drivetrain CAN has Scan Tools and the Data Bus On Board Diagnostic
an additional black marking (orange/black). On the Interface is through the diagnosis CAN-bus. Always
Convenience CAN, the additional color is green; on consult the appropriate Wiring Diagram for color
the Infotainment CAN it is violet. The CAN-low wire codes when diagnosing issues with the various
is always marked brown (orange/brown). CAN-bus systems.
Information is exchanged between the Instrument For reasons of clarity, the CAN wires are shown
Cluster Control Module and Data Bus On Board in this Self-Study Program as completely yellow
Diagnostic Interface J533 via the Instrument Cluster or completely AG. Volkswagen G d Scan Tool digital
agengreen, as in a AVASoes
olksw not
CAN-bus. These are the only modules on this bus. storage
by V oscilloscope (DSO) display. The gu CAN-high
ara
ed
The CAN-high wire is yellow and the CAN-low wire is rwire
is is always displayed as yellow, while nte CAN-
the
ho eo
brown. aut low wire is always displayed as green. ra
ss c
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
Representation of CAN-High and CAN-Low Wires as Twisted Pair
wit
, is n
h re
hole
CAN-High Wire
spec
es, in part or in w
t to the co
CAN-Low Wire
rrectness of i
l purpos
nf
ercia
orm
m
atio
om
n in
or c
thi
te
sd
iva
o
r
rp
cu
o
m
f
en
ng
i t.
py Co
t. Co py
rig
h ht
rig by
copy Vo
by lksw
cted agen
Prote AG.
13
CAN-Bus Overview
Properties and Special Features of the
Drivetrain CAN
The Drivetrain CAN, operating at a data transfer rate The Drivetrain CAN is, like all CAN wires, a twisted
of 500 kbits/s, serves as a means of networking the pair. It has a data transfer rate of 500 kbits/s. For this
various control modules for the drivetrain. reason, it is also referred to as a high speed CAN.
Examples of control modules on the Drivetrain CAN Data is exchanged between the control modules
are: through the CAN-high and CAN-low wires of the
Drivetrain CAN. Data messages are sent from the
– Engine Control Module control modules with a repeat rate that is generally in
– ABS Control Module a range of 10–25 ms.
– Transmission Control Module The Drivetrain CAN is activated through terminal

15 (ignition). When the ignition is switched OFF, the
– Airbag Control Module Drivetrain CAN is powered during a short after-run
– Headlamp Range Control Module period, then completely deactivated.
If either of the wires of the Drivetrain CAN fail due to
an open circuit, short circuit or short circuit to battery
positive, the Drivetrain CAN will not transmit data.
The Drivetrain CAN, unlike the Comfort/Infotainment
CAN, will not operate in single wire mode.
lkswage es n
o ot g
byV ua
d ran
ir se tee
th
Signalo Pattern of the Drivetrain CAN
u or
a ac
ss
ce
le
un
pt
an
d
itte
In a dominant state, the CAN-high

y li
erm
ab
wire rises to approximately 3.5V

ility
ot p
wit
is n
In a recessive state, the two wires are

h re
ole,
at approximately 2.5V (rest state)

spec

t to the co

rrectness o
cial p
f inform
mer
μs = micro-second
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
14
CAN-Bus Overview
Signal Pattern of the Drivetrain CAN
The diagram below shows the pattern of a real CAN The combined signal pattern indicates the recessive
signal, recorded with the digital storage oscilloscope level of 2.5 volts. The dominant voltage at CAN-
(DSO) from a VAS Scan Tool. . Volks3.5
high is approximately wagvolts.
en AG At CAN-low it is
gen AG does
lkswa not
approximately
yV
o 1.5 volts. gu
b ara
ed nte
oris e
th or
au ac
ss
ce
le
un
pt
an
d
itte
y li
rm
ab
Freeze Frame
pe
ility
ot
wit
, is n
h re
hole
Test Cursor
spec
Channel A
es, in part or in w
t to the co
Amplitude
rrectness of i
Channel A
l purpos
Amplitude
nform
ercia
Channel B
m
a
com
tion in
Time Value
r
te o
thi
s
iva
do
r
rp
cum
Cursor 1
fo
en
ng
i t.
py Co
t. Co py
rig
h
py
rig by Trigger Point ht
co Vo
by lksw
cted agen
Prote AG.
Test Cursor
Channel B
Dominant and recessive levels alternate

VCAN high at 3.48V, VCAN low at 1.5V
Setting: 0.5/Div., 0.02ms/Div.
15
CAN-Bus Overview
Properties and Special Features of the
Convenience/Infotainment CAN
The Convenience/Infotainment CAN, operating

at a data transfer rate of 100 kbits/s, serves as a The Convenience/Infotainment CAN is, like all CAN-
means of networking the various control modules bus wires, a twisted pair and has a data transfer rate
associated with the convenience and infotainment of just 100 kbits/s, which is why it is also referred to
systems. as a low speed CAN.
Examples of control modules on the Convenience/ Data is exchanged between the control modules
Infotainment CAN are: through the CAN-high and CAN-low wires of the
Convenience/Infotainment CAN. The Convenience
– Climatronic control module
CAN and Infotainment CAN can be operated on
– Door control modules a common pair of CAN-high and CAN-low wires
because the two systems have the same transfer
– Radio/Navigation display control module
rate. On later models, Infotainment data is also
transferred on an optical bus.
Signal Pattern of the Convenience/Infotainment CAN

In a recessive state, the CAN-high

wire is at approximately 0V and the
CAN-low wire is at approximately 5V
AG. Volkswagen AG d
agen oes
olksw not
y V gu In a dominant state, the CAN-high
d b ara
rise nte wire is at approximately 3.6V
ho eo
aut ra
ss c
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
μs = micro-second
hole
spec
es, in part or in w
t to the co
Note All voltage readings are approximate

rrectness of i
values. Actual measured values may

differ slightly.
l purpos
nform
mercia
at
om
ion
c
in t
or
his
ate
do
priv
cum
for
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
16
CAN-Bus Overview
Differential Data Transfer on the Convenience/

Infotainment CAN
In order to provide greater resistance to There is no common medium voltage. The CAN-
electromagnetic interference and reduced high signal is 0 volts in a recessive state (rest state),
power consumption on the low speed CAN, the and greater than or equal to 3.6 volts in a dominant
Convenience/Infotainment CAN is different from the state. For the CAN-low signal, the recessive level is
Drivetrain CAN in some key ways. 5 volts and the dominant level is less than or equal to
1.4 volts. After differential build-up in the differential
First, the CAN-high and CAN-low signals are
amplifier, the recessive level is 5 volts and the
independent. This was accomplished using
dominant level is 2.2 volts. The combined difference
independent drivers (output amplifiers) in the
in voltage between the recessive and dominant
electronic control modules. The CAN-high and CAN-
levels (voltage rise) is therefore greater than or equal
low wires of the Convenience/Infotainment CAN
to 7.2 volts.
are not connected to each other through resistors.
They no longer influence each other, but work
independently.
Signal Pattern Image on VAS 5051 DSO (Freeze Frame)
For reasons of clarity,

displays of the CAN-high
and CAN-low signals are
separated. This is indicated
by the different zero points
AG. Volkswagen AG d in the DSO image. The
agen oes
olksw not different rest states for
byV gu
ara
ed CAN-high and CAN-low are
ris nte
ho eo
aut ra clearly visible.
ss c
ce
le
un
pt
an
d
itte
y li
rm
ab
pe
ility
ot
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
Dominant and recessive levels alternate

l purpos
VCAN high at 3.6V, VCAN low at 1.4V

nform
ercia
Setting: 2V/Div., 0.1ms/Div.

m
a
com
tion in
r
te o
thi
s
iva
do
r
rp
cum
fo
en
ng
i t.
py Co
t. Co py
rig
h ht
rig by
copy Vo
by lksw
cted agen
Prote AG.
17
CAN-Bus Overview
AG. Volkswagen AG d
agen oes
olksw not
y V gu
CAN Transceiver on the d b ara
rise nte
Convenience/Infotainment CANtho eo
au ra
ss c
ce
le
A CAN transceiver connected to and operating on The fault logic system evaluates the input signals of
un
pt
an
d
the Convenience/Infotainment CAN works much the both CAN wires. If there is a fault, such as an open
itte
y li
rm
ab
same way as a transceiver on the Drivetrain CAN. circuit in one CAN wire, it will be detected by the
pe
ility
The only differences are that different signal levels fault logic system and only the intact wire is used
ot
wit
, is n
are sent, and measures are taken to revert to CAN- by the control module for CAN by evaluation (single
h re
hole
high or CAN-low alone if there is a fault (single wire wire operation).
spec
es, in part or in w
operation). Short circuits are still detectable between For normal operation, the CAN-high signal “minus”
t to the co
CAN-high and CAN-low and, in the case of a fault, CAN-low is evaluated. The effects of simultaneous
the CAN-low driver is switched OFF. If this happens, disturbances in both wires of the Convenience/
CAN-high and CAN-low wires have the same signal.
rrectness of i
Infotainment CAN are thereby minimized as
The data transfer of data on the CAN-high and CAN- effectively as on the Drivetrain CAN.
l purpos
low wires is monitored by the fault logic system

integrated into the transceiver.
nform
mercia
a
com
tion in
Design of Convenience/Infotainment CAN Transceiver
r
te o
thi
s
iva
do
r
rp
cum
fo
en
g
Possible Signal Level at the

n
t.
yi Co
Cop Differential Amplifier Outputpy
t. rig
gh ht
pyri by
Vo
co
cted
by RX Wire (Control Module Receiver Wire)
lksw
agen
Prote AG.
CAN-High Amplifier
Fault Logic System

Transceiver
CAN-Low Amplifier
Differential Amplifier
CAN-High Wire
Twisted Pair
CAN-Low Wire
18
CAN-Bus Overview
lkswage es n
o ot g
byV ua
d
Convenience/Infotainment CAN in Single Wire ran
ir se tee
tho
Operation au or
ac
ss
ce
e
nl
pt
If either of the CAN wires of the Convenience CAN- The actual CAN evaluation in the control module is
du
an
itte
y li
bus fails due to an open circuit, short circuit or short unaffected by single wire operation. Using a special
erm
ab
circuit to battery positive, the system switches to fault output, the control module provides information
ility
ot p
single wire operation. During single wire operation, as to whether the transceiver is in normal or single
wit
, is n
h re
only the signals of the remaining intact CAN wire are wire operation.
hole
spec
evaluated. In this way, the Convenience/Infotainment
es, in part or in w
CAN remains operational.
t to the co
rrectness of i
l purpos
Signal Pattern on DSO During Single Wire Operation (Freeze Frame)
nf
ercia
orm
m
atio
om
n in
or c
thi
te
sd
iva
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r
rp
cu
o
m
f
en
ng
t.
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Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
19
Data Bus On Board Diagnostic Interface
J533 (Gateway) Networking
The Drivetrain CAN cannot be connected directly

to the Convenience/Infotainment CAN due to the Conversions are necessary to allow the different
different signal levels and resistance levels. In data bus systems to communicate with each other.
addition, the different data transfer rates of the These conversions are carried out by Data Bus On
various data bus systems make it impossible for Board Diagnostic Interface J533, also known as the
control modules to evaluate the different signals. Gateway.
Tram (Convenience/
Infotainment CAN)
Platform B
Boarding and Exiting Passengers
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
ho eo
aut ra
ss c
ce
e
nl
pt
du
an
itte
y li
erm
ab
Boarding and Exiting Passengers
ility
ot p
Platform A
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
Fast Train
(Drivetrain CAN)
rrectness of i
l purpos
nform
ercia
The principle of the Gateway can be compared to a The function of the railway platform is to allow
railway system. the passengers to change trains to take them to
m
at
om
io
their chosen destination at different speeds. This

n
At platform A (the Gateway) of the railway, a fast

c
in t
r
describes the role of the Gateway in networking.

o
train arrives (Drivetrain CAN, 500 kbits/s) with

his
ate
do
riv
several hundred passengers on board. At platform The main role of the Gateway is to exchange
p
cum
or
B, a slower train is already waiting (Convenience/ information between both systems at different
f
en
ng
i t.
Infotainment CAN, 100 kbits/s). pyspeeds. Co
t. Co py
rig
h
A number of passengers change from the fast train opy
rig by
Vo
ht
c
to the slower train and some passengers from the cted
by lksw
agen
Prote AG.
slower train have transferred to the faster train.
20
Data Bus On Board Diagnostic Interface byV
olksw
agen
AG. Volkswagen AG d
oes
not
gu
ara
ed
ris nte
tho eo
au ra
ss c
ce
e
nl
pt
du
an
itte
On earlier model year Volkswagen vehicles, J533
y li
erm
ab
was located inside Instrument Cluster J285 and was
ility
ot p
accessible through VAS Scan Tools using Address
wit
, is n
h re
Word 17.
hole
spec
Gateway J533
es, in part or in w
J285
t to the co
rrectness of i
l purpos
nform
ercia
Diagnosis System
m
at
om
ion
c
in t
J386 J387
or
his
ate
do
priv
c
J220
um
for
en
ng
t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
J388 Prote J389 AG.
J217
J104 J393
J234 R
J255
J446
J401
J527
J519
J136
G85 J527
J453
21
On later model year Volkswagen vehicles, J533 is

a separate control module which can be addressed
through VAS Scan Tools using Address Word 19.
Instrument
Cluster CAN
Diagnosis 500 kbits/s
CAN 500
AG. Volkswagen AG d
swagen kbits/s oes no
k
y Vol t gu
edb ara
ris nte
tho eo
au ra
ss c
ce
e
nl
Drivetrain CAN
pt
du
an
500 kbits/s
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
Adaptive Cruise Control CAN
500 kbits/s (Optional)
rrectness of i
Convenience Data Bus On
l purpos
CAN 100 Board Diagnostic

kbits/s Interface J533
nf
ercia
orm
m
atio
om
n in
or c
thi
te
sd
iva
o
r
rp
cu
o
m
f
en
ng
yi Instrument Cluster
t.
Co
Diagnostic Cop
CAN-bus py
t. rig
CAN-bus gh ht
pyri by
Vo
co lksw
by
Prote
cted AG. Data Bus On Board
agen
Diagnostic Interface J533
DLC
J623 J217 J386 J387 R J526
J104 J431 J388 J389 R78 J635
J234 G85 J527 J393 J401 R41
Drivetrain CAN Convenience CAN Infotainment CAN
22
oes
ks not
Vol gu
d by ara
e nte
ris
utho eo
ra
a c
ss
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
Master Functions
wit
, is n
h re
hole
spec
J533 is the master for:
es, in part or in w
t to the co
– Drivetrain CAN continued operation
– MOST ring break diagnosis
rrectness of i
– Data bus system Sleep and Wake-Up operation
l purpos
Drivetrain CAN Continued Operation
nf
ercia
orm
m
atio
Operation of several control modules continues
om
n in
after the ignition is switched OFF. J533 broadcasts
or c
thi
a command to end operation to the Drivetrain CAN
te
sd
iva
following an after-run period.
o
r
rp
cu
o
m
f
en
ng
t.
yi Co
MOST Ring Break Diagnosis Cop py
t. rig
gh ht
pyri by
Vo
co
J533 is the diagnosis manager for the MOST cted
by lksw
agen
Prote AG.
bus (discussed later in this book). The interface is
responsible for Ring Break Diagnosis and sends the
diagnosis data in the MOST bus to J533.
Ring Break Diagnosis for the MOST bus is initiated
with a Final Control Diagnosis Output Check
Diagnosis in J533.
Data Bus System Sleep and Wake-Up Operation
On later Volkswagen models, J533 is the master

control module for Sleep and Wake-Up modes.
When all the control modules on the Convenience
CAN indicate “sleep readiness,” the Gateway sends
the sleep command to the CAN-bus and the control
modules change to sleep status. The sleep status of
the individual control modules and bus systems can
be read in the measuring value blocks of J533.
23
CAN-Bus Fault Diagnosis
Diagnostic Information
CAN-bus systems are very reliable. Messages such Continuity checks of the Drivetrain CAN can be
as “Drivetrain data bus defective” may be displayed carried out using an ohmmeter. For the Convenience/
by VAS Scan Tools, indicating a need for CAN Infotainment CAN, the VAS 5051 DSO function is
diagnosis. Further indications of fault causes may be always required.
provided by the Gateway measuring value blocks. On later model Volkswagen vehicles, it is possible to
The starting point for diagnosis is always Guided access the Gateway directly through Address Word
Fault Finding using the VAS 5051. Malfunctioning 19 using VAS Scan Tools. On earlier vehicles, access
control modules can cause results similar to those to the Gateway is through the instrument cluster
caused by data bus faults, but fault messages stored or vehicle electrical system control module, using
in the Gateway can be used as a benchmark for Address Word 17.
diagnosis.
Note Assignment of measuring value blocks
may deviate from the example shown!
Always check Guided Fault Finding for
current vehicle information.
AG. Volkswagen AG d
agen oes
olksw not
y V Drivetrain guCAN
d b ara
rise unit nte
---
t o
Enginehcontrol Gearbox control unit ABSe o control unit
au ra
ss
Steering angle sensor Airbag control unit Electriccsteering *) Diesel pump control unit *)
ce
e
nl
pt
Central electrics *) Four-wheel drive electronics *) Distance regulation electronics ---

du
an
itte
y li
Battery management Electronic ignition lock Self-levelling system Damper control

erm
ab
ility
--- --- --- ---

ot p
wit
, is n
Convenience CAN
h re
hole
Single wire/ dual wire Central convenience electronics Driver door control unit Front passenger control unit
spec
es, in part or in w
Rear left door electronics Rear right door electronics Driver memory seat electronics Central electronics
t to the co
Dash panel insert *) Multi-function steering wheel Climatronic Tyre pressure monitoring
Roof electronics Front pass. memory seat electr. Rear memory seat electronics Park distance regulation
rrectness of i
Auxiliary heater *) Electronic ignition lock Wiper electronics ---

l purpos
Tow hitch control unit *) Centr. operator display unit, front Centr. operator display unit, rear ---
Infotainment CAN
nf
ercia
Single wire/ dual wire Radio Navigation Telephone

rm
m
atio
Voice activation *) CD changer *) Gateway *) Telematics *)

om
n in
c
Operator display unit, front Operator display unit, rear --- Dash panel insert *)
or
thi
te
Digital sound system Multi-function steering wheel *) Auxiliary heater ---

sd
iva
o
r
rp
cu
*) Special equipment/ vehicle type

o
m
f
en
ng
t.
yi Co
Cop py
Note yri
gh
t.
A display of 0 means there IS NO by
rig
ht
op Vo
c
communication with the Gateway.
cted
by lksw
agen
Prote AG.
A display of 1 means there IS
communication with the Gateway.
24
DSO Representation of CAN Signals
Data Transfer on the Drivetrain CAN
Through the VAS 5051, the Drivetrain CAN is

displayed at the highest resolution (0.02 ms/Div and
0.5V/Div) and the image is then saved (freeze frame).
Due to problems with resolution, the measurement
should not be carried out in atypical peak areas (at
the extreme ends of the image, for example).
AG. Volkswagen AG d
agen oes
olksw not
y V gu
Representation of Drivetrain d b CAN on the VAS 5051 DSO ara
rise nte
tho eo
au ra
ss c
Freeze Frame
ce
le
un
pt
an
d
itte
y li
erm
ab
Test Cursor
ility
ot p
Channel A
wit
is n
h re
ole,
spec
Amplitude
Channel A
t to the co
rrectne
Amplitude
Channel B
ss o
cial p
f i
Time Value
nform
mer
atio
om
Cursor 1
n
c
i
or
n thi
te
sd
iva
o
pr
Trigger Point
um
r
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht Test Cursor
yri by
cop
by
Vo
lksw Channel B
cted agen
Prote AG.
The test cursor should be positioned in the middle It should be noted that the measured signal values
of one of the flat impulses to achieve a reliable are determined by the individual control modules.
test value. The displayed measurement shows a As a result, completely different voltages can
Drivetrain CAN that has just reached the specified be measured during measurements that follow
value. in succession. If the signals from other control
modules are displayed, differences of 0.5V are not
uncommon.
25
lkswage es n
o ot g
byV ua
d ran
ir se tee
o
Data Transfer on the uConvenience/
th or
a ac
Infotainment CAN ss
ce
le
un
pt
an
d
Unlike representation of CAN data on the Drivetrain It should be noted that the measured signal values
itte
y li
erm
ab
CAN, different zero points on the CAN-bus are are also determined by individual control modules
ility
ot p
selected below. The CAN-high wire is shown in on the Convenience/Infotainment CAN. Subsequent
wit
is n
yellow and the CAN-low wire is shown in green. measurements could result in completely different
h re
ole,
Triggering occurs here at a CAN-high level of voltages.
spec
approximately 2V.
t to the co
rrectne
Representation of Convenience/Infotainment CAN on the VAS 5051 DSO
ss o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
Trigger Point
Important! Unlike the Drivetrain CAN, the

Convenience/Infotainment CAN
always has voltage when the vehicle
battery is connected. Checking for
an open circuit or short circuit can
be done using an ohmmeter only
when the vehicle battery has been
disconnected.
26
DSO Displays for the Drivetrain CAN
olkswagen AG
wag en AG. V does
When you encounter a stored DTC, such ksas not
y Vol gu
b
“Drivetrain data bus defect,” it is sometimes ara
ed nte
oris
necessary to investigate the problem
th with the DSO. eo
au ra
It is then possible to determine
ss where the problem c
ce
is located, and whether it stems from a physical le
un
pt
an
d
problem such as a short circuit in the wiring.

itte
y li
erm
ab
ility
ot p
wit
Conditions That Can Be Analyzed Using DSO Note In each of the following DSO displays,
is n
h re
Displays:
ole,
Channel A was used to display voltage
spec
on the CAN-high wire while Channel B
t to the co
1 Short circuit between CAN-high and CAN-low was used to monitor voltage levels on
the CAN-low wire!
2 Short circuit between CAN-high and positive
rrectne
voltage
3 Short circuit between CAN-high and Ground
ss o
cial p
f
4 Short circuit between CAN-low and Ground
inform
mer
5 Short circuit between CAN-low and positive
atio
m
voltage
o
n
c
i
or
n thi
6 Open circuit in CAN-high data path
te
sd
iva
o
r
7 Open circuit in CAN-low data path

p
cum
r
fo
en
ng
i t.
py Co
. Co py
rig
It is important not to over-analyze the waveforms. ht
rig ht
py by
You are only looking for voltage differences from a by co Vo
lksw
cted agen
normal signal to determine the electrical fault. Prote AG.
27
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
o
CAN-Bus Fault Diagnosis ss aut
h eo
ra
c
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
wit
, is n
Short Circuit Between CAN-High and CAN-Low
h re
hole
spec
es, in part or in w
A short circuit between CAN high and CAN low pulls
t to the co
and holds voltages at the recessive level.
– CAN high recessive amplitude is normal
rrectness of i
– CAN low recessive amplitude is normal
l purpos
– No dominant amplitudes are visible
nf
ercia
– Bus communication is not possible
orm
m
atio
– Resistance in a short circuit between high and
om
n in
c
low does not affect communication until the

or
thi
e
resistance becomes so low that it is essentially a

t
sd
iva
o
r
direct short
rp
cu
o
m
f
en
ng
– This fault will affect all control modules on the bus i t.

py Co
t. Co py
rig
h ht
rig by
copy Vo
by lksw
cted agen
Prote AG.
Note Do not separate CAN wires from
the wiring connector unless this is
the only available option for making
required measurements.
Short Circuit Between CAN-High and Battery

Positive (+) Voltage
A short circuit to positive in CAN high pulls both

CAN high and CAN low wires to approximately the
amplitude of the positive voltage source, which is 13
volts in this example.
– CAN high recessive amplitude is too high
– CAN low recessive amplitude is too high
– No dominant amplitudes are present
– This fault will affect all control modules on the bus
– Note Channel A and Channel B voltage divisions
28
olksw
agen
AG. Volkswagen AG d
oes
not
byV gu
ara
ed
ris nte
ho eo
aut ra
ss c
ce
le
un
pt
Short Circuit Between CAN-High and Ground
an
d
itte
y li
rm
ab
pe
ility
A short circuit to ground in CAN high pulls both CAN
ot
wit
high and CAN low wires to 0 volts, although small
, is n
h re
voltage fluctuations may still be visible in CAN low.
hole
spec
es, in part or in w
– CAN high recessive amplitude is too low
t to the co
– CAN low recessive amplitude is too low
rrectness of i
– CAN high has no dominant amplitude
l purpos

nform
mercia
a
com
tion in
r
te o
thi
s
iva
do
r
rp
cum
fo
en
ng
i t.
py Co
t. Co py
rig
h ht
rig by
copy Vo
by lksw
Short Circuit Between CAN-Low and Ground cted agen
Prote AG.
A short circuit to ground in CAN low pulls the CAN

low wire to 0 volts. The recessive voltage for CAN
high is also pulled to 0 volts. Short circuits to ground
and power will not damage the control module
because it is internally over current protected.
– CAN high recessive amplitude is too low
– CAN low recessive amplitude is too low (CAN low
zero point raised slightly for clarity)
– CAN low has no dominant amplitude
– Bus communication may be possible
Note In each of these DSO displays,

was used to monitor voltage levels on
the CAN-low wire!
29
Short Circuit Between CAN-Low and Positive (+)

Voltage
A short circuit to positive in CAN low pulls both

CAN high and CAN low wires to approximately the
amplitude of the positive voltage source, which is
12.65 volts in this example.
– CAN high recessive amplitude is too high
– CAN low recessive amplitude is too high
– No dominant amplitudes are visible
– Notice the Channel A and B voltage division
settings
Open Circuit in CAN-High Signal Path

lkswage es n
– CAN high dominant o low (right
amplitude bisy Vtoo ot g
d ua
ran
side of screen) ir se tee
tho
u or
a ac
– CAN high dominant ss
amplitude decreases instead
ce
le
of increasing (right side of screen)

un
pt
an
d
itte
y li
– Bus communication is possible for control

rm
ab
pe
ility
modules that can communicate with both CAN

ot
wit
, is n
wires
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
a
com
tion in
r
te o
thi
s
iva
do
r
rp
cum
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
30
n AG. wagen AG
wage does
Volks not
gu
by ara
ed nte
oris eo
th
au ra
ss
CAN-Bus Fault Diagnosis c
ce
le
un
pt
an
d
itte
y li
erm
ab
ility
ot p
wit
is n
h re
ole,
Open Circuit in CAN-Low Signal Path
spec
t to the co
At 0.02 ms/Div. you will see a normal looking
waveform (right side of screen), with sporadic
asymmetrical waveforms (left side of screen). It’s
rrectne
not as easy to see here as it is at 5 ms/Div. because
it took a while for the asymmetrical portion to be
ss
displayed.
o
cial p
f inform
– CAN high recessive amplitude is too high (left side
mer
atio
of screen)
om
n
c
i
or
n
– CAN low recessive amplitude is too high (left side
thi
te
sd
a
of screen)
iv
o
pr
cum
r
fo
– CAN low dominant amplitude increases instead of
en
ng
t.
yi
decreasing (left side of screen)
Co
Cop py
t. rig
gh ht
– Bus communication is possible between control copyri by
Vo
by lksw
modules that can communicate with both CAN cted agen
Prote AG.
wires
Note This screen shows one CAN wire

open. When both CAN wires are
open it may not be possible to see an
asymmetrical waveform with the DSO.
31
DSO Displays for the Convenience/
Infotainment CAN
In responding to stored DTCs, indicating problems

such as “Convenience data bus defect,” it will be Note In each of the following DSO displays,
necessary to use the DSO to isolate the problem,
identify where the defect is located, and determine
whether it stems from a physical problem such as a
was used to monitor voltage levels on
short circuit between two wires.
the CAN-low wire!
Also significant is that the Convenience/Infotainment
CAN support single-wire operation. This means
that when responding to a stored DTC such as
“Convenience data bus in single-wire operation”
it will be necessary to use the DSO to determine
which of the two CAN-bus wires is the source of the
problem.
AG. Volkswagen AG d
agen oes
olksw not
y V gu
d b ara
rise nte
tho eo
Short Circuit Between CAN-High u
a and CAN-Low ra
ss c
ce
e
nl
pt
du
This short circuit means that voltage levels on the

an
itte
y li
CAN-high and CAN-low wires are the same, A short
erm
ab
ility
circuit between a CAN-high and a CAN-low wire
ot p
wit
, is n
will affect the entire Convenience/Infotainment

h re
CAN. The Convenience/Infotainment CAN responds
hole
spec
to this error by reverting to single-wire operation.
es, in part or in w
t to the co
This means that all data communications must be

expedited by modulating voltage levels in just a
single wire (refer to section on test data blocks). The
rrectness of i
control module then interprets this voltage by using

l purpos
ground as its baseline reference. In the first DSO

display (top), the zero-level axes for Channel A and
nf
Channel B are superimposed. This display makes it

ercia
or
easy to see that the voltage levels being transmitted

m
m
atio
m
through the CAN-low and CAN-high lines are

o
n in
c
identical. The second DSO display (bottom) shows

or
thi
e
the same signal with the zero-level axes at mutual

t
sd
iva
o
r
offset.
rp
cu
o
m
f
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
32
Short Circuit Between CAN-High and Ground
This short circuit pulls the voltage on the CAN-high

wire to 0 volts, while voltage levels on the CAN-
low wire remain normal. This defect causes the
entire Convenience/Infotainment CAN to revert to
single-wire operation. At first glance, one might also
conclude that the problem could be an open CAN-
high wire, but the actual DSO display for an open
wire has a different appearance.
lkswage es n
o ot g
byV ua
d ran
ir se tee
tho
u or
a ac
ss ce
le
un
pt
an
d
itte
y li
rm
ab
pe
ility
ot
wit
, is n
h re
hole
spec
es, in part or in w
Short Circuit Between CAN-High and Battery

t to the co

rrectness of i
This short circuit means that voltage on the CAN-

high wire has risen to approximately 12 volts, or
l purpos
battery voltage. Voltage levels on the CAN-low

wire remain normal. This defect causes the entire
nform
ercia
Convenience/Infotainment CAN to revert to single-

m
wire operation.
a
com
tion in
r
te o
thi
s
iva
do
r
rp
cum
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
33
CAN-Bus Fault Diagnosis wage
es n
olks ot g
byV ua
d ran
ir se tee
tho
u or
a ac
ss
ce
le
Short Circuit Between CAN-Low and Ground
un
pt
an
d
itte
y li
erm
ab
The short circuit causes the voltage on the CAN-low
ility
ot p
wire to fall to 0, while voltage levels on the CAN-
wit
is n
high wire remain normal. This defect causes the
h re
ole,
entire Convenience/Infotainment CAN to revert to
spec
single-wire operation. At first glance, one might also
t to the co
conclude that the problem could be an open CAN-
low wire, but the actual DSO display for an open
rrectne
wire has a different appearance.
ss o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
Short Circuit Between CAN-Low and Battery

This short circuit means that voltage on the CAN-low

wire has risen to approximately 12 volts, or battery
voltage. Voltage levels on the CAN-high wire remain
normal. This defect causes the entire Convenience
CAN or Infotainment CAN to revert to single-wire
operation.
34
Open Circuit on CAN-Low Signal Path
Voltage levels on the CAN-high wire are normal. A

recessive voltage of 5 volts can be observed on the
CAN-low wire along with a dominant 1 volt for a
duration of one bit. This dominant signal voltage is
transmitted by electronic control modules when they
correctly receive an intact message. This means that
the DSO display pattern shown is actually composed
of transmissions from several control modules. Thus,
component “A” is part of a message currently being
transmitted by a control module.
The receiving control modules confirm correct
reception of an intact message with a dominant
voltage in time slot “B” (Acknowledge signal). At
“B” all of the control modules that have received the
message intact simultaneously transmitAG a .dominant
Volkswagen AG
en
aggreater
voltage. This explains the somewhat
olksw voltage does not
y V gu
differential on this bit. db ara
se n ri tee
ho
aut or
ac
ss
ce
le
un
pt
an
d
itte
y li
rm
ab
pe
ility
ot
wit
, is n
h re
This second DSO illustration shows the same

hole
spec
defect using a lower time sweep. Here we see

es, in part or in w
that the message “1” is only transmitted on the

t to the co
CAN-high wire, although the acknowledgement

signal is also sent on the CAN-low wire at point
rrectness of i
“A.” The same applies for the message “2” and

the acknowledgement signal “B.” Message “3” is
l purpos
transmitted on both wires. At “3” the corresponding

voltage appears on the CAN-low wire. Messages “A,”
nform
ercia
“B,” and “D” are transmitted in single-wire operation,

m
while the message “C” is sent in the two-wire

a
com
tio
mode.
n in
r
te o
thi
s
iva
do
r
rp
cum
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
35
Owing to the open circuit, when control module 1

transmits a message, the other control modules
will be able to receive it in single-wire operation
only (“1,” “2” and “4” in the lower DSO display,
page 35). Through the link to the test connection on
control module 4, the DSO portrays the single-wire
transmission from control module 1.
If control modules 2, 3, 4, 5 and 6 now acknowledge
reception, the DSO will show this on both channels
(“A,” “B” and “D” in the lower DSO display, page
35), as there is no open circuit between these
control modules.
If, for example, control module 2 transmits a
message, all other control modules with the
exception of control module 1 will receive it in two-
AG. Volkswagen AG d
wire mode (“3” and “C” in the lower DSO display, agen oes
olksw not
page 35). Meanwhile, control module 1 receives the y V gu
d b ara
message in single-wire operation. rise nte
tho eo
au ra
ss c
ce
e
nl
pt
du
an
itte
y li
Open Circuit in CAN-High Wire
erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nf
ercia
orm
m
atio
om
n in
or c
thi
te
sd
iva
o
r
rp
cu
o
m
f
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
36
lkswage es n
o ot g
byV ua
d ran
ir se
ss
autho
CAN-Bus Fault Diagnosis tee
or
ac
ce
le
un
pt
an
d
itte
y li
DSO Displays for Short Circuits with
rm
ab
pe
ility
Contact Resistance
ot
wit
, is n
h re
The short circuits portrayed up to this point have
hole
spec
been direct shorts without contact resistance. In the
es, in part or in w
t to the co
real world, however, short circuits are often caused
by abraded insulation on the wiring. If this kind of
wire then comes into gentle contact with Ground
rrectness of i
or positive voltage, which frequently happens in the
l purpos
presence of moisture, there will be “contact” or

“transition” resistance at this point. The following
DSO displays show this kind of short circuit with its
nform
ercia
contact resistance.
m
a
com
tion in
r
te o
thi
s
iva
do
r
rp
cum
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
Short Circuit from CAN-High to Battery Positive

(+) Voltage with Contact Resistance
CAN-high shorting to positive with contact resistance

shifts the recessive voltage in the CAN-high signal
path toward positive voltage. As we see from the
DSO display, the recessive voltage in the CAN-high
line has increased from its normal level of roughly
0 volts to approximately 1.8 volts. This figure of 1.8
volts will vary according to the resistance at the
short. Lower levels of resistance correspond to
higher recessive voltage levels. This trend culminates
in voltage equal to battery voltage when there is no
transition resistance at the point of the short circuit.
37
Short Circuit from CAN-High to Ground with

Contact Resistance
This short circuit from CAN-high to Ground with

contact resistance shifts the dominant voltage in olkswagen AG
en AG. V
the CAN-high signal path toward Ground. The DSO olkswag does
not
byV gu
display shows how the dominant CAN-high voltage ed ara
nte
oris
has shifted from its usual level of roughly 4 volts
uth to eo
ra
sa
approximately 1 volt. The 1-volt figure will sactually c
ce
le
vary according to the level of contact resistance at
un
pt
an
d
itte
the short. Lower levels of resistance will lead to
y li
rm
ab
lower dominant voltage levels. This trend culminates
pe
ility
at a level of 0 volts in cases where there is no
ot
wit
, is n
transition resistance.
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
Short Circuit from CAN-Low to Battery Positive
a
com
tio
(+) Voltage with Contact Resistance
n in
r
te o
thi
s
iva
This short circuit from CAN-low to positive with
do
r
rp
cum
contact resistance shifts the recessive voltage in
fo
en
ng
t.
the CAN-low signal path toward positive. As the op
yi Co
py
DSO display shows, the normal CAN-low recessive gh
t. C rig
ht
yri
voltage of roughly 5 volts has risen to approximately p by
co Vo
by lksw
13 volts. The 13-volt figure is determined by the Prote
cted AG.
agen
level of transition resistance, and can vary. Smaller
resistance levels produce proportionately higher
recessive voltages. If there is no transition resistance
at the short, the voltage level will coincide with
battery voltage.
38
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
Short Circuit from CAN-Low ed to Ground with
ris nte
ho eo
Contact Resistance ut ra
s a c
s
ce
le
un
pt
With a short circuit from CAN-low to Ground with
an
d
itte
contact resistance, the recessive voltage on the
y li
rm
ab
CAN-low signal path shifts toward 0 volts. The
pe
ility
ot
DSO display shows how the normal CAN-low
wit
, is n
h re
recessive voltage of roughly 5 volts has dropped
hole
spec
to approximately 3 volts. This 3-volt figure varies
es, in part or in w
according to the actual level of transition resistance.
t to the co
Lower resistance levels will be accompanied
by lower recessive voltage levels. If there is no
rrectness of i
transition resistance at the short, the voltage level
will be 0 volts.
l purpos
nform
mercia
a
com
tion in
r
te o
thi
s
iva
do
r
rp
cum
fo
en
ng
i t.
py Co
Co py
Short Circuit from CAN-High to CAN-Low with rig
ht. rig
ht
py by
Contact Resistance by co Vo
lksw
cted agen
Prote AG.
This short circuit from CAN-high to CAN-low with
contact resistance reduces the difference in the
recessive voltage levels in the CAN-high and
CAN-low lines. Instead of its normal 0 volts, the
recessive voltage in the CAN-high signal path is now
approximately 1 volt. Meanwhile, the recessive CAN-
low voltage is approximately 4 volts instead of the
usual 5 volts. The dominant voltages in the CAN-high
and CAN-low signal paths are normal.
39
Diagnosis CAN
Overview
lkswage es n
o ot g
The Diagnosis CAN is used for data by V exchange ua Instrument Cluster /
ised ran
between a VAS Scan Tool and or the control modules tee Gateway Interface CAN
th or
au ac
installed in the vehicle. Diagnosis
ss
is performed using
ce
le
a VAS Scan Tool. Drivetrain CAN
un
pt
an
d
itte
y li
erm
ab
ility
Note K-wires and L-wires are being phased Convenience CAN
ot p
wit
is n
out of production with the exception of
h re
ole,
emission-related control modules.
spec
t to the co
rrectness o
cial p
f i
The transfer of control module diagnosis data is
nform
mer
accomplished by means of the applicable data bus
atio
systems to Data Bus On Board Diagnostic Interface
om
n
c
J533 (Gateway). Diagnosis
i
or
n thi
CAN
te
sd
a
Taking advantage of the rapid data transmission

iv
o
pr
c
through the Diagnosis CAN and the Gateway
um
r
fo
en
ng
function, a Scan Tool is able to show the status of yi

t.
Co
op
installed components and their fault status. C py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
Important! Always consult the appropriate Wiring
Diagram when diagnosing vehicle
symptoms.
Data Bus On Board Diagnostic
Interface J533 (Gateway)
The Diagnosis CAN uses two unshielded and High Diagnosis CAN Wire
twisted wires, each with a diameter of 0.35 mm. (CAN-High)
The CAN-low wire is orange/brown and the CAN-
high wire is orange/black.
Data transfer occurs at a transfer speed of 500
kilobits per second (kbits/s) in the full duplex mode.
Low Diagnosis CAN Wire
That means that data can be transmitted in both
(CAN-Low)
directions at the same time.
40
y t gu
db ara
rise nte
tho eo
s au ra
c
s
ce
e
nl
Diagnosis CAN
pt
du
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
Diagnosis Can Be Done
t to the co
Under the Following Conditions:
rrectness of i
Number Diagnosis Condit ion Remark s
l purpos
1 Initiation When ignition is Yes Wake-up of the control module via the
nform
ercia
turned ON D iagnosis CAN is not possible

m
at
When ignition is Yes, but not in
om
ion
turned OFF sleep mode
c
in t
or
his
ate
2 E xecution When ignition is Yes
do
priv
c
turned ON
um
for
en
ng
t.
yi Co
When ignition is Cop Yes, but no py
t. rig
turned OFF pyri
gh writing procedures by
ht
o Vo
c (i. e. coding of the
cted
by lksw
agen
Prote
control module) AG.
3 E nd Cancel by turning No
ignition OFF
Note Diagnostic information changes

with Base and Brand software level
updates. Always be sure to use the
latest levels.
41
Diagnosis CAN
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
o
thAddressing Forms eo
Extension ofau Selective
ra Output Diagnostic Test Mode Test
ss c
ce
le
un
pt
In addition to directly addressing individual control The selective output diagnostic test mode test
an
d
itte
y li
modules, it is now possible to address them in allows for direct activation of actuators without
erm
ab
groups. This allows the DTC memories of several staying within a particular sequence.
ility
ot p
wit
control modules to be read at the same time.
is n
The simultaneous display of measuring value block
h re
ole,
Therefore, the reading of DTC memories can be control modules is also possible when checking
spec
done much faster. switches and sensors.
t to the co
These innovations open new possibilities in guided
troubleshooting.
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.
42
byV
olksw
agen Diagnosis CAN
AG. Volkswagen AG d
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Example: Pin Assignment at the 16-Pin Data Link
y li
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ab
Connector (DLC)
ility
ot p
The illustration below shows the selective output
wit
is n
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diagnostic test mode test for checking the display Pins not listed are not currently in use.
ole,
spec
elements of the Instrument Cluster.
Pin Wiring
t to the co
1 Terminal 15
4 Ground
rrectne
5 Ground
s
6 High Diagnosis CAN (CAN-high)
s o
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7 K-Wire
nform
mer
14 Low Diagnosis CAN (CAN-low)
atio
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n
c
15 L-Wire
i
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16 Terminal 30
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43
Other Data Bus Technology
Overview
More control modules, divided functions and data Note Not all components shown here are
exchange have spurred constant development of installed on every vehicle. Some
vehicle data transmission technology. components may not be available for
The following data exchange innovations have been the North American market.
added to familiar Volkswagen CAN-bus systems:
. Volkswage
– Single-wire data bus —kLocal gen AG n AG d
ol swa Interconnect oes
not
Network (LIN) byV gu
ar
d e an
ris tee
– Fiber-optic datatho bus — Media-Oriented Systems or Instrument Cluster
s au ac
Transport (MOST)
s Control Module J285
ce
le
un
pt
an
d
– Wireless data bus — Bluetooth wireless data

itte
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transmission technology
ab
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wit
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spec
Distance Regulation
t to the co
Control Module J428
rrectne
Data Link Connector
(DLC) Distance Regulation
ss o
cial p
f inform Diagnosis
mer
atio
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n
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i
or
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ABS Control
p
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Module J104
en
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i t.
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Co py
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py by
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Engine Control Transmission Control
Parking Aid Control Module (ECM) J623 Module (TCM) J217
Module J446
Convenience
Roof Electronics Heated Windshield

Climatronic Control
Control Module Control Module J505
Module J255
J528
Data Bus Data Bus
Fresh Air Blower

Control Module J126
44
Other Data Bus Technology
Key
Drivetrain CAN Convenience CAN
Instrument Panel/Gateway Interface CAN Local Interconnect Network (LIN) Data Bus
Distance Regulation CAN
Diagnosis CAN
Instrument Cluster/
Gateway Interface CAN
AG. Volkswagen AG d
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nl
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ab
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spec
es, in part or in w
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Data Bus On Board

Diagnostic Interface
nf
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J533 (Gateway)
orm
m
atio
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45
LIN Data Bus
Introduction
All Local Interconnect Network (LIN) data bus control Each LIN data bus system functions as a single
modules in an individual network are located within wire bus. The base color of a LIN data bus wire
a limited vehicle area, such as the roof. This kind of may change depending if it is a Volkswagen bussed
network is also sometimes called a local sub-system. component or one provided by a Volkswagen
supplier. Some suppliers will designate their own
The data exchange between the individual LIN
colors for proprietary bus wires. Shielding is not
systems in a vehicle is always controlled by a control
necessary.
module through the CAN-bus.
Each LIN data bus system allows data exchange
between a LIN master control module and up to 16
LIN slave control modules.
AG. Volkswagen AG d
agen oes
olksw not
byV gu
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tho eo
au ra
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d
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ab
J104
pe
ility
ot
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, is n
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spec
J400
es, in part or in w
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rrectness of i
l purpos
F266
G397
nform
mercia
a
com
tion in
D
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te o
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J519
J527
J533
46
LIN Data Bus
LIN Master Control Modules
The control module in the LIN system that is The LIN master control module assumes the
connected to a CAN-bus performs the LIN master translation function between the LIN slave control
control module function. modules of the local LIN data bus system and the
associated CAN bus.
The LIN master control module controls the data
transfer and the data transfer speed. It also sends The LIN master control module is the only control
the message header. module in a LIN data bus system that is also
connected to a CAN-bus.
The software contains a cycle to control when and
how often a message is sent on the LIN data bus. The connected LIN slave control modules are
diagnosed through the LIN master control module.
AG. Volkswagen AG d
agen oes
olksw not
y V gu
Note For more d b
information on message ara
rise nte
headers,
tho refer to page 108. eo
au ra
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un
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an
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rm
ab
pe
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wit
, is n
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spec
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47
LIN Data Bus
LIN Slave Control Modules
LIN slave control modules can be either individual Only one pin is needed for several sensors and
control modules like Wiper Motor Control Module actuators at the socket of the LIN master control
J400 or sensors like Rain/Light Recognition Sensor module.
G397. The LIN actuators are intelligent electro-mechanical
Electronics that evaluate the measured values are subsystems that receive their commands in the
integrated into the sensors. Communication of these form of LIN data signals from the LIN master control
values is then accomplished on the LIN data bus in module. The actual condition of the actuators can be
the form of a digital signal. monitored by the LIN master control module. This
allows comparison between actual and specified
values.
Note Sensors and actuators only respond

when a header is sent by the LIN
master control module.
LIN Slave Control Modules
Sensors
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nl
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du
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LIN Master
wit
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Control Module
hole
spec
es, in part or in w
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nform
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at
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rig by
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Actuators
48
LIN Data Bus
The data transmission rate can be from 1 to 20

kilobits per second (kbits/s). A specific rate is
programmed into the software of each LIN control
module. This is at most approximately one-fifth of
the data transmission rate of the Convenience/
Infotainment CAN.
AG. Volkswagen AG d
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aut 1 to 20 kbits/s ra
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Recessive Level
, is n
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2V/Div.= 0,5ms/Div.
spec
Signal
es, in part or in w
t to the co
Recessive Level
rrectness of i
If no message or a recessive bit is sent on the LIN

data bus, the voltage of the data bus wire is close to
l purpos
battery voltage.
nform
ercia
Dominant Level
m
a
com
tion in
To transmit a dominant bit on the LIN data bus, the

r
te o
thi
data bus wire is switched to ground by a transceiver

s
iva
do
r
in the transmitter control module.

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rig by
copy Vo
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by lksw
agen Dominant Level
Prote AG.
Note Because of different designs of

transceivers in the control modules,
differences in the dominant levels may
be visible on the display.
49
LIN Data Bus
Theft Protection
Data transmission on the LIN data bus only occurs . VolkswagFor

en A
example, doors cannot be opened by tapping into
AG
agen
when a LIN master control module sendsolkaswheader the GLIN
doedata
s no bus because of this limitation.
yV t gu
with the applicable identifier. ed
b ara
With this arrangement, LIN slave control modules
is nte
h or eo
Manipulation through a LIN wire ut from outside the can also be installedr aon the outside of the vehicle.
ssa c
vehicle is impossible because of the complete The Garage Door Opener Control Module J530 can
ce
le
un
pt
control of all messages by the LIN master control be located in the front bumper for example, without
an
d
itte
y li
modules. LIN slave control modules can only answer. compromising the security of the vehicle or the
rm
ab
garage.
pe
ility
ot
wit
, is n
h re
Left Heated Door Lock
hole
spec
Control Module J210
es, in part or in w
t to the co
rrectness of i
Laptop
l purpos
Computer
nform
mercia
Attempted
a
com
tio
Manipulation
n in
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te o
thi
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Vehicle Electrical System

n
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Control Module 2 J520 py
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rig ht
py by
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by lksw
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Prote AG.
Garage Door
Opener Control
Data From Laptop
Module J530
Driver’s Door Control Computer Not Understood
Module J386
50
LIN Data Bus
Diagnosis
Diagnosis of the LIN data bus system is done All of the On Board Diagnostic (OBD) functions are
through the Address Word for the relevant LIN available for LIN control modules.
The transfer of diagnostic data from the LIN slave
control modules to the LIN master control module
occurs on the LIN data bus.
Example of Diagnosis Capabilities
Fault Locat ion Fault Text Cause of Diagnost ic Trouble Code (DTC)
LIN Slave Control Module No signal / no communication Failure of data transmission from the LI N
Example: Wiper Motor slave control module within a specified time
Control Module interval that is programmed into the software
for the LIN master control module.
( Break in wiring or short circuit.
( Faulty voltage supply for the LIN slave
control module.
AG. Volkswagen AG d ( Wrong part for LIN slave control module or

agen oes
olksw not LIN master control module.
byV gu
ara
ed
ris nte ( Faulty LIN slave control module.
tho eo
au ra
s c
LIN Slaves Control Module Implausible signal Fault in the check total. Incomplete
ce
le
un
pt
Example: Fan Control transmission of the messages.

an
d
itte
y li
) Electro-magnetic interference affecting the

erm
ab
ility
ot p
LIN wire.
wit
is n
h re
) Capacity and resistance changes of the LIN

ole,
spec
wire (such as moisture or contamination at

the connector).
t to the co
) Software problem (wrong version).

rrectness o
cial p
f inform
mer
atio
om
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51
Fiber-Optic Data Bus
Introduction
In addition to a CAN-bus system, a fiber-optic data The MOST standards developed by this cooperative
bus system was installed for the first time in the effort have resulted in a network specifically
Phaeton. designed to relay media-oriented data. Contrary to
what happens on a CAN-bus, the fiber-optic data
Media Oriented Systems Transport (MOST) fiber-
bus based on the MOST protocol allows address-
optic data bus technology was developed by a group
oriented messages to be sent to a specific recipient.
n AG. Volkswagen AG
of automobile manufacturers, their suppliers, and wage does
software manufacturers. MOST is a unified data bus olks This technology is used not
inguVolkswagen vehicles
byV ara
ed
system that makes rapid data transmission possible.
ris for infotainment system data ntransmission.
tee The
utho or
a infotainment system offers a varietyac of modern
ss
information and entertainment media.
ce
le
un
pt
an
d
itte
y li
Note Not all components shown here are
erm
ab
ility
installed on every vehicle. Some
ot p
wit
is n
components may not be available for
h re
ole,
the North American market.
spec
t to the co
rrectne
DVD Video DAB Digital Radio
ss o
Cell Phone
cial p
f in
Telematics
form
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
Central Display and Operation
cted agen
Prote AG.
TV Reception
CD / DVD
Navigation
Internet E-mail
Minidisc / CD Audio
52
n AG. wagen AG
wage does
Volks not
gu
by ara
ed nte
oris eo
th
au ra
ss
Fiber-Optic Data Bus c
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
Transmission Rates of Media
wit
, is n
h re
hole
Optical data transfer makes complex infotainment The transmission of a digital TV signal alone requires
spec
systems possible because CAN-bus systems cannot a transmission speed of about 6 Mbits/s.
es, in part or in w
t to the co
transfer data fast enough or handle the amount of
data that is needed.
Note The MOST fiber-optic data bus allows
rrectness of i
Using video and audio applications requires for transmission rates of 21.2 Mbits/s.
transmission rates of many megabits per second
(Mbits/s). l purpos
nform
mercia
at
om
ion
c
in t
or
his
ate
do
riv
5.94 Mbits/s
p
cum
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ng
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yri by
2.2 Mbits/s cop Vo
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Prote AG.
0.43 Mbits/s
4.4 Mbits/s
4.4 Mbits/s
1.54
1.54 1.54 Mbits/s
Mbits/s Mbits/s
Audio Source 1 (Stereo)

Navigation Example: Through Earphones, Right Rear
Audio Source 2 (Stereo)

Phone Example: Through Earphones, Left Rear
Audio Source 3 (Surround Sound)

Video Example: Through Digital Sound System
Video Reduced Open
53
Until recently, information such as video and TV Tuner R78

sound could only be transmitted as analog signals. Sound
This required additional wiring in vehicle wiring
harnesses.
The data transfer rate of a CAN-bus system is
restricted to a maximum speed of 1 Mbit/s. This
explains why only control signals can be transmitted
Video
using the CAN-bus.
CAN-bus
Using the MOST fiber-optic data bus, the data
exchange between the participating components is
digital.
The data transfer using light waves allows for a much
higher data transfer rate. It also saves wiring and
reduces total vehicle mass.
In comparison with radio waves, light waves have
very short wave lengths, they do not produce
electro-magnetic interference waves, nor are they
affected by them.
Light waves make reliableenhigh-speed
AG. Volkswagdata
en AGtransfer
s
rate possible, withVgood
lk wagresistance to interference.
does
not
o g
by ua
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th or
au ac
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ot p
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is n
h re
ole,
spec
t to the co
rrectness o
cial p
f inform
mer
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c
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te
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54
lkswage es n
o ot g
byV ua
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or
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au
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nl
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du
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Control Module Design
ility
ot p
wit
, is n
h re
Fiber-Optic Cable and Connector Internal Power Supply
hole
spec
es, in part or in w
t to the co
Light signals travel through these connectors to the The voltage supplied to the control module through
control module or to the next component on the the electrical connector is distributed by the internal
fiber-optic data bus. power supply to the various control module internal
rrectness of i
components. The internal power supply can turn
l purpos
Electrical Connector OFF these internal components to reduce power

consumption when the control module is in the
sleep mode.
nform
ercia
The input and output signals to the control module

are provided through this connector. It also provides
m
at
om
io
the voltage supply for the ring break diagnosis
n
c
in t
r
(explained starting on page 74).

o
his
ate
do
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Fiber-Optic Cable by Supply
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Connector cted agen
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Fiber-Optic
Cable Diagnosis
Equipment-Specific
Component
Light-Emitting
Diode (LED)
Photodiode
Fiber-Optic
Transceiver MOST Microprocessor
Transceiver
55
ua
ed ran
oris tee
th or
au ac
ss
ce
e
nl
pt
du
an
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ab
ility
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wit
, is n
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es, in part or in w
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Fiber-Optic Transceiver MOST Transceiver
The fiber-optic transceiver uses a photodiode to As the name implies, the MOST transceiver consists
rrectness of i
change light signals received through the fiber-optic of both a transmitter and a receiver.
cable into a voltage that is then transmitted to the
l purpos
The transmitter sends messages as voltage signals

MOST transceiver in the control module. to the fiber-optic transceiver.
nf
ercia
It also uses a Light Emitting Diode (LED) to convert
o
The receiver takes the voltage signals from the fiber-
rm
voltage signals received from the control module
m
optic transceiver and transmits the needed data to
atio
m
MOST transceiver into light signals so that they can

o
n in
the control module microprocessor.
or c
be passed on to the next control module in line on
thi
e
Messages from other control modules that are not

t
sd
a
the fiber-optic data bus.

iv
o
r
needed by this control module are guided through

rp
cu
o
The produced light waves have a wavelength of 650
m
f
the transceiver without transmitting any data to the
en
ng
t.
nanometers (nm) and are visible as red light. yi Co
t. Cop microprocessor. These unchanged messages are
py
rig
The data are transmitted through modulation of the pyri
gh by
Vo
routed back through the fiber-optic transceiver and
ht
o
light waves. c
cted
by lksw transmitted to the next control module.
agen
Prote AG.
This modulated light is transmitted to the next
control module through the fiber-optic cable.
Wavelength Wavelength
400 nm 650 nm
Ultraviolet Infrared
56
Microprocessor Photodiode Design
A microprocessor is the central processing unit for A photodiode has a P-N junction that is affected by
the control module. It controls all the important light.
functions of the control module. Because the P-layer (positively charged
semiconductor material) is so heavily doped with
Equipment-Specific Component the impurity that gives it its positive charge, the
restrictive layer or depletion region at the P-N
An equipment-specific component controls functions junction reaches almost into the N-layer (negatively
that are unique to the individual control module, such charged semiconductor material).
as operating the CD-drive or the radio tuner.
Note The term doped or doping refers

Photodiode
to the addition of impurities to the
A photodiode converts light waves into voltage semiconductor material to give it an
signals. absence or excess of electrons, with
the result of a positive or negative
charge to the material.
A contact ring on the P-layer provides the anode or

positive terminal of the photodiode.
The N-layer is applied to a metallic base plate that
. Volkswagen AG
acts as the agen AGor negative
cathode
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terminal.
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Drivetrain
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CAN Wire
ab
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ility
P-Layer
ot
wit
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(Positively Charged
h re
hole
Material)
spec
es, in part or in w
t to the co
rrectness of i
l purpos
P-N Junction
Metal Plate
nform
ercia
(Restrictive Layer)
(Cathode — Negative
m
Terminal)
com
tion in
N-Layer
r
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(Negatively Charged
s
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Material)
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Electrons
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Cop py
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ht
copy Vo
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57
Photodiode Function
When visible light or infrared rays penetrate the The photodiode is connected in series with a resistor
P-N junction, the resulting free energy creates free on the negative side in the direction of restriction.
electrons and holes nearby. These induce a voltage If the voltage through the photodiode increases
to pass through the P-N junction in direct proportion because more light reaches it, the voltage drop
to the amount of light that is penetrating it. across the resistor will also increase. The resulting
This means, the more light that reaches the changes in voltage effectively translate light signals
photodiode, the higher the voltage will be that flows to voltage signals.
through it.
This process is called the internal photoelectric
effect.
Low Light Level Intense Light Level

AG. Volkswagen AG d
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0 0
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58
Fiber-Optic Cable
The fiber-optic cable is used to route the light waves

wage
ksmodule es n
produced by the transmitter of one control ol to ot g
byV ua
the receiver of another control module.
ed ran
ris t ee
u tho or
The following criteria had to bes aconsidered during ac
s
the development of the fiber-optic cable:
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pt
Digital Sound
an
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itte
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– Light waves travel in straight lines and cannot be System Control
rm
ab
bent. Light waves must be guided through the Receiver Module J525
pe
ility
ot
bends of the fiber-optic cable.
wit
, is n
h re
hole
– The distance between the transmitter and
spec
the receiver can be several yards, therefore
es, in part or in w
t to the co
attenuation can occur.
– Mechanical stress, vibration, or repairs must not
K
rrectness of i
damage the fiber-optic cable.
l purpos
– The function of the fiber-optic cable must be

assured during high temperature fluctuations in
nform
ercia
the vehicle. Transmitter

m
a
com
tion in
For these reasons, the fiber-optic cable must fulfill
r
te o
thi
the following requirements:
s
iva
do
r
rp
cum
fo
– The fiber-optic cable must conduct the light wave
en
ng
t.
with little attenuation yi Co
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– The light waves must be guided through the opy
rig by
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c
bends of the fiber-optic cable cted
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Prote AG.
– The fiber-optic cable must be flexible
– The function of the fiber-optic cable must be
assured between -40°F and 185°F (-40°C to 85°C)
Transceiver
Receiver
Transmitter
Telephone/Telematics
Control Module J526
59
Fiber-Optic Cable Design

Colored
Fiber-optic cable has several layers. Outer Cover Black Casing
The core is the main part of a fiber-optic cable. It n AG. Volkswagen AG do
consists of polymethylmethacrylate (PMMA), which lkswage es n
o ot g
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is the actual fiber-optic cable. In it, light travels ir se
d ran
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according to the principle of total reflection, with uth or
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almost no loss. ss
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The optically transparent reflective coating around
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the core is needed for total reflection.
erm
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The black casing made from polyamide protects the ot p
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core from outside light.
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The colored outer cover is for identification,
protection against outside damage, and insulation
t to the co
against temperature.
rrectne
Reflective Core
ss
Coating
o
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f inform
mer
Fiber-Optic Cable Diameter
atio
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c
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60
Transmission of Light Waves in Fiber-
Optic Cables
Total Reflection
Straight Fiber-Optic Cable
Fiber-optic cable guides part of the light waves in a

straight line through the core.
The largest parts of the light waves are guided
through the fiber-optic cable in a zigzag line
according to the principle of total reflection against
the surface of the core.
Bent Fiber-Optic Cable
Light waves are reflected by total reflection at the

borderline of the core coating and with that are AG. Volkswagen AG d
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guided through the bend. byV gu
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Total Reflection ss c
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pt
du
an
itte
When a light wave strikes a boundary layer between
y li
erm
ab
a dense and an optically thin material at a low angle,
ility
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the beam will be reflected completely, causing total
wit
, is n
reflection.
h re
hole
spec
The core in the fiber-optic cable is optically dense
es, in part or in w
t to the co
material, while the coating is optically thin material.
Thus, total reflection occurs on the inside of the
core.
rrectness of i
This reflection depends on the angle of the light
l purpos
wave as it hits the boundary layer. If this angle is too

acute, the light waves will leave the core and higher
nf
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loss will result.
orm
m
atio
This condition occurs when the fiber-optic cable is
om
Bend Radius < 1 inch (25 mm)

n in
bent too much or is kinked.
or c
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Note The bend radius of the fiber-optic cable cted
by lksw
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must not be less than 1 inch (25 mm).
61
ran
ris tee
utho or
a ac
ss
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
Connectors
rrectness of i
To be able to connect fiber-optic cables to control The transfer of light occurs between the face surface
l purpos
modules, special optical connectors are used. of the core and the transmitter/receiver of the control
module.
There are arrows on the connector plug coupling to
nform
ercia
indicate signal direction. End sleeves are welded by laser or brass end
m
at
sleeves are crimped onto the cable ends to enable
om
The connector housing serves as the connection to
ion
connection of the fiber-optic cables to the connector
c
in t
the control module.
or
plug couplings.
his
ate
do
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cum
for
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t.
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t. rig
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Optical Contact
Surface
Signal Directional
Fiber-Optic Arrow
Cable Connector
Housing
End
Sleeve
Lock
Plug
Coupling
62
Optical Face Surface Attenuation in the Fiber-Optic Data Bus
Contamination and scratches on the face surface A reduction in the amount or intensity of the light
of the fiber-optic cable increase signal losses waves as they are routed through the fiber-optic
(attenuation). cable results in a reduction in signal. This signal loss
To produce a transfer of light waves with no loss, the is referred to as attenuation.
face surface must be: To evaluate the efficiency of a fiber-optic cable, the
signal loss must be measured.
– Smooth
Attenuation (A) is measured in decibels (dB).
– Perpendicular
A decibel is not an absolute value but a ratio of
– Clean two values. This is the reason that a decibel is not
defined as a physical value. For example, the decibel
unit is used to establish acoustic pressure or sound
This condition can only be assured by using a special
volume.
cutting tool.
To measure attenuation, it is calculated from the
logarithm of the ratio of the transmitter output
versus the receiver output.
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nl
pt
du
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
at
om
ion
c
in t
or
his
ate
do
priv
cum
for
en
ng
t.
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t. rig
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pyri by
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63
Formula:
Transmitter Output
Attenuation Value (A) = 10 X log
Receiver Output
Example:
20 W
10 X log = 3 dB Plug Coupling
10 W
(Example:
Attenuation 0.5 dB)
This means that for a fiber-optic cable with an

attenuation value of 3 dB, the light signal will be Fiber-Optic Cable
reduced by half. (Example:
Attenuation 0.6 dB)
If several components are involved in the
transmission of light signals, the attenuation values
can be added to a total attenuation value, similar
to the resistance of electrical components that are
connected in series.
AG. Volkswagen AG d
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olksw s no
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d
Note Since every control module in the rise nte
ho Attenuation 0.3 dB)eo
MOST fiber-optic data bus always aut ra
ss c
transmits anew, only the total
ce
e
nl
pt
du
attenuation value between two control
an
itte
y li
modules is of any significance.
erm
ab
ility
ot p
wit
, is n
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hole
spec
es, in part or in w
Total Attenuation Value
t to the co
for this Example: 1.4 dB
rrectness of i
l purpos
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orm
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atio
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n in
or c
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64
Causes for Increased Attenuation in the Fiber-

Optic Data Bus
en AG If fiber- . Volkswagen AG
1 Bending radius below the specified waglimit. does
Volks not
optic cable was kinked or dbent by by more than a gu
ara
e nte
radius of 1 inch (25 mm), oris clouding will appear eo
th
in the core similar to authe clouding appearing in ra
c
ss
sharply bent Plexiglas. In such cases the fiber-
ce
le
un
pt
an
optic cable must be replaced.
d
itte
y li
rm
ab
2 Casing damaged
pe
ility
ot
wit
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3 Face scratched
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hole
spec
4 Face contaminated
es, in part or in w
t to the co
5 Faces offset (connector housing broken)
6 Faces positioned on a bias (angle fault)
rrectness of i
7 Gap between face of fiber-optic cable and contact
l purpos
face of control module (connector housing broken

or not locked)
nform
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8 End sleeve not properly crimped

m
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com
tion in
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te o
thi
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iva
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65
lkswage es n
o ot g
byV ua
d ran
ir se
Fiber-Optic Data Bus ss
autho tee
or
ac
ce
e
nl
pt
du
an
itte
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erm
ab
ility
ot p
wit
Fiber-Optic Cable Handling
, is n
h re
hole
spec
– Do not crush the fiber-optic cable. Avoid damage
es, in part or in w
Corrugated Pipe for
t to the co
to the casing such as perforating, cutting, Kink Protection
pinching, etc. Do not step on fiber-optic cables or
place objects on them.
rrectness of i
– Do not kink or bend the fiber-optic cable to a
l purpos
radius of less than 1 inch (25 mm). By installing

kink protection (corrugated pipe), a bending radius
nf
ercia
o
of more than 1 inch (25 mm) is assured during
rm
m
installation.
atio
om
n in
c
– Be aware of tie-down and contact points, and use

or
thi
te
the correct length when routing fiber-optic cables
sd
iva
o
r
rp
in the vehicle.
cu
o
m
f
en
ng
t.
– Prevent contamination of the face surface with yi Co
Cop py
liquids, dust, fuels, etc. Do not remove the gh
t. rig
ht
yri by
protective cap from the end of the fiber-optic cop
by
Vo
lksw
cable until just before testing or installation. If the cted agen
Prote AG.
protective cap is missing, you may have to replace
the fiber-optic cable with another new one that
has been properly protected.
– Do not apply thermal treatment or repair methods
to fiber-optic cables that involve soldering, heat
bonding, or welding.
– Do not employ chemical or mechanical methods
to connect fiber-optic cables such as gluing or butt
joints.
– Do not twist two fiber-optic cables together or
one fiber-optic cable with a copper wire.
Note Fiber-optic cables and their

components must be handled with
extreme care.
66
Ring Structure of the Fiber-Optic Data
Bus
An important feature of the MOST fiber-optic data This way the ring closes.
bus system is its circular arrangement in the form of Diagnosis of the MOST fiber-optic data bus system
a ring. is performed through the Data Bus On Board
The control modules send data in one direction on Diagnostic Interface J533 (Gateway) and Diagnosis
a fiber-optic cable to the next control module in the CAN to the 16-pin Data Link Connector (DLC).
ring.
This procedure is repeated until the data is again
received by the control module that sent the data in Note Not all components shown here are
the first place. installed on every vehicle. Some
components may not be available for
the North American market.
AG. Volkswagen AG d
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un
pt
an
d
itte
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rm
ab
pe
ility
ot
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
a
com
tion in
r
te o
thi
s
iva
do
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67
System Manager MOST System Conditions
The system manager is responsible for the system Sleep Mode

management in the MOST fiber-optic data bus.
The system manager is supported by the diagnosis In sleep mode there is no data exchange on the
manager, Data Bus On Board Diagnostic Interface system. The components are ready but can only
J533 (Gateway). be activated by a start impulse from the system
manager through the fiber-optic data bus.
Front Information Display Control Head Control
Module J523 is responsible for the system Sleep mode voltage is reduced to a minimum.
management function. Conditions for activating sleep mode:
The system manager is responsible for:
– All control modules in the system signal their
– Control of system conditions readiness G. V
Ato olkswagto
switch en sleep
AG do mode
agen
w es n
olks ot
yV gu systems
– Transmitting messages from the MOST fiber-optic d–b There is no request from other busara
rise nte
data bus tho through J533 eo
au ra
c
– Control of transmission capacities ss – Diagnosis is not active
ce
le
un
pt
an
d
itte
y li
erm
ab
Over-riding the above conditions, the system can be
ility
ot p
switched to sleep mode by:
wit
is n
h re
ole,
– Battery Monitoring Control Module J367 through
spec
J533 during discharge of the starter battery
t to the co
– When transport mode is activated through a VAS
Scan Tool
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.
68
Standby Mode
In standby mode there is no service offered to the Activation of the standby mode:
operator. It seems as if the system is turned OFF.
However, the system is active in the background. All – Can be triggered by other data buses through
output media (display, radio amplifier, etc.) are either J533 by unlocking and opening the driver’s door,
inactive or are switched to standby mode. or turning the ignition ON
The system is in standby mode during the after-run – Can occur through a control module in the MOST
period and when the vehicle is being started. fiber-optic data bus, for instance by an incoming
phone call
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
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ris nte
tho eo
au ra
ss c ce
e
nl
pt
du
an
itte
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erm
ab
ility
ot p
wit
, is n
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hole
spec
es, in part or in w
t to the co
rrectness of i
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orm
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69
Power ON
In power ON mode, all control modules are turned Conditions for activating power ON mode:
ON. Data exchange occurs on the MOST fiber-optic
– MOST fiber-optic data bus system is in standby
data bus. All functions are available for the operator.
mode
– Activation through other data buses via Data Bus
Note For more information about activation On Board Diagnostic Interface J533 (Gateway), for
conditions, please refer to Self-Study example S-contact, display active
Programs that apply to specific – Activation triggered by a function selection by the
vehicles. operator, such as from Multimedia Control Head
E380
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
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au ra
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ce
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un
pt
an
d
itte
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erm
ab
ility
ot p
wit
is n
h re
ole,
spec
t to the co
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
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rig ht
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by lksw
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70
b gu
ara
ed nte
oris eo
th
au ra
c
ss
ce
le
un
pt
an
d
itte
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erm
ab
ility
ot p
wit
is n
MOST Function Flow
h re
ole,
spec
System Start (Wake-Up)
t to the co
If the MOST fiber-optic data bus is in sleep mode, The next control module in the ring receives the
rrectne
the system is first switched to standby mode by the slave light signal by the active photodiode and
wake-up procedure. passes it on.
ss
If a control module other than the system manager This process continues until the signal arrives at the
o
cial p
f i
wakes the system, it sends a specifically modulated system manager.
nform
mer
light signal, the slave light signal, to the next control The system manager recognizes the arrival of the
atio
m
module. slave light signal as a command to start the system.

o
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
yri by
cRadio Remote
op Vo
Key cted
by lksw
agen Comfort System Central
Prote AG.
Control Module J393
Data Bus On Board

Diagnostic Interface J533
Light-Emitting Diode
Switched to Slave
Signal Light
Recognition of Light
Signal Initiation of System Manager
System Start (Wake-Up) (Front Information Display
Control Head Control
Module J523)
71
In response to this signal, the system manager When the system manager receives the master light
sends a different specifically modulated light signal, signal back at its fiber-optic transceiver, it recognizes
the master light signal, to the next control module in that the fiber-optic data bus ring has been closed and
the ring. starts transmitting the message frame.
This master light signal is transmitted by each control
module in turn.
Fiber-Optic Transceiver
Recognizes Closed Ring
AG. Volkswagen AG d
agen oes
olksw not
byV gu
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aut ra
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nl
Light-Emitting Diode pt
du
an
itte
Switched to Master y li
erm
ab
Light Signal System Manager
ility
ot p
(Front Information
wit
, is n
Display Control Head

h re
hole
Control Module J523)

spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
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ion
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or
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ate
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72
In the first message frame, the control modules in The diagnosis manager compares the reported
the MOST fiber-optic data bus are asked to identify control modules (actual configuration) with a stored
themselves. list of the installed control modules (specified
configuration).
Following the identification cycle, the system
manager sends the current sequence (actual If the actual configuration does not match the
configuration) to all control modules in the ring. specified configuration, the diagnosis manager (Data
Bus On Board Diagnostic Interface J533) stores the
This makes address-oriented data transmission
applicable Diagnostic Trouble Code (DTC).
possible.
At this point the wake-up procedure is concluded
and data transmission can begin.
AG. Volkswagen AG d
agen oes
olksw not
byV gu
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Message
pt
an
d
itte
Frames
y li
rm
ab
pe
ility
System Manager
ot
wit
(Front Information Display Control
, is n
h re
Head Control Module J523)
hole
spec
Transmits Message Frames
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
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tion in
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73
Diagnosis
Diagnosis Manager System Failure
In addition to the system manager, the MOST fiber- If the transmission of data in the fiber-optic data
optic data bus has a diagnosis manager. bus is interrupted, it is referred to as a ring break
The diagnosis manager performs a diagnosis of the because of its ring structure.
fiber-optic data bus ring and transmits the diagnosis n AGReasons
. Volkswagefor
n AGadring break can include:
swage oes
data of the control modules in the ring to the VAS Volk not
gufiber-optic cable
by – Interruption of the ara
Scan Tool. ed
ris nte
tho eo
The diagnosis function for the fiber-optic u
a data bus in – Faulty voltage supply of the
r a transmitter or receiver
ss c
Volkswagen models is performed by Data Bus On control module
ce
le
un
pt
Board Diagnostic Interface J533.
an
d
– Faulty transmitter or receiver control module

itte
y li
erm
ab
ility
ot p
wit
is n
To localize a ring break, a ring break diagnosis must
h re
ole,
be performed. The ring break diagnosis is part of
spec
the output diagnostic test mode of the diagnosis
t to the co
manager.
Consequences of a ring break are:
rrectne
– Failure of sound and video reception
s
– Failure of control and adjustment using Front
s o
cial p
f
Information Display Control Head Control Module
inform
J523
mer
atio
m
– Diagnostic Trouble Code (DTC) entered into the

o
n
c
i
or
n
diagnosis manager is optical data bus interruption
thi
te
sd
iva
o
pr
cum
Ring Break Diagnosis
r
fo
en
ng
t.
yi Co
op py
gh
t. C Because data transmission in the MOST fiber-optic
rig
ht
pyri data bus is not possible in case of a ring break, the
by
Vo
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by
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cted diagnosis must be performed using a diagnosis wire.
AG.
agen
The diagnosis wire is connected to every control

module in the fiber-optic data bus ring from a central
connection.
74
AG. Volkswagen AG d
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How Ring Break Diagnosis Works olksw not
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After ring break diagnosis is initiated, the diagnosis
aut The control modules connected to the r a MOST fiber-
ss c
manager sends an impulse to the control modules optic data bus send two messages after the start of
ce
e
nl
pt
over the diagnosis wire. the ring break diagnosis:
du
an
itte
y li
erm
In response to this impulse, all of the control
ab
– “Control module is electrically OK” means that
ility
ot p
modules in the ring use the transmitters in their fiber- the electrical functions of the control module,
wit
, is n
optic transceivers to send light signals through the such as the voltage supply are OK
h re
fiber-optic cable. hole
spec
– “Control module is optically OK” means that it
es, in part or in w
At the same time all control modules check:
t to the co
receives the light signal through its photodiode
– Their voltage supply and internal electrical from the control module that precedes it in the
functions ring
rrectness of i
– Receipt of the light signals from the previous
l purpos
control module in the ring From this information the diagnosis manager can
recognize:
nform
ercia
Each control module connected to the MOST – Whether there is an electrical fault in the system
m
at
om
io
fiber-optic data bus answers according to timing (voltage supply faulty)
n
c
in t
or
programmed into the software.
his
e
– Between which of the control modules the optical

at
do
riv
Using the timing between the start of the ring break data transmission is interrupted
p
cum
or
diagnosis and receipt of the answer, the diagnosis

f
en
ng
i t.
manager recognizes which control module sent the py Co
. Co py
rig
answer. rig
ht
by
ht
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cted agen
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Diagnosis
Wire
16-Pin Data Link

Connector (DLC)
Interruption of the
Fiber-Optic Cable
75
AG. Volkswagen AG d
agen oes
olksw not
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Ring Break Diagnosis with Increased Attenuation orise nte
th eo
au ra
ss c
The previously described ring break diagnosis However, in this case the control modules switch
ce
le
un
pt
process can only detect an interruption of data flow. the LEDs in their fiber-optic transceivers to an
an
d
itte
y li
attenuation of 3 dB, or to half of their normal light
rm
ab
The output diagnostic test mode of the diagnosis
pe
output.
ility
manager (Data Bus On Board Diagnostic Interface
ot
wit
, is n
J533) can also perform a ring break diagnosis with If the fiber-optic cable has an increased attenuation,
h re
hole
reduced light output to recognize a reduction in the light signal is too weak as it reaches the receiver.
spec
the amount or intensity of the light waves as they The receiver then reports “Optics not OK.”
es, in part or in w
t to the co
are routed through the fiber-optic cable (increased From this signal the diagnosis manager recognizes
attenuation). the fault location and produces an appropriate
rrectness of i
The process of the ring break diagnosis with reduced message in the Scan Tool’s guided fault finding
output is similar to the one described for interrupted mode.
l purpos
data flow.
nform
mercia
a
com
tion in
r
te o
thi
s
iva
do
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rp
cum
fo
en
ng
t.
yi Co
Cop py
t. rig
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pyri by
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by
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Increased
Attenuation
(Caused in this
Example by a
Pinched Fiber-
Optic Cable)
76
Bluetooth
Introduction
In the modern business world as well as in private These non-standardized connections took up
life, mobile communication and information is valuable space and the devices were complicated to
becoming increasingly important. operate.
A person often uses more than one mobile device Bluetooth technology takes up less space and
such as a mobile telephone, a personal digital reduces the complexity of operating these devices.
assistant, or a laptop computer. It enables mobile devices of various manufacturers
The exchange of information between these mobile to be connected through a standardized radio
devices was possible in the past only through hard- transmission.
wired electrical connection or wireless infrared
connection.
Cellular
Telephone R54 Mobile n AG. Volkswagen AG
age does
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ed(Future Use)
ara
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pt
an
d
itte
y li
rm
ab
pe
ility
ot
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
Laptop Computer
(Future Use)
rrectness of i
l purpos
nform
mercia
a
com
tion in
r
te o
thi
s
iva
do
r
rp
cum
fo
en
ng
i t.
py Co
t. Co py
rig
h ht
rig by
copy Vo
by lksw
cted agen
Telephone Prote AG.
Baseplate R126
Telephone / Telematics
Control Module J526
77
Bluetooth
AG. Volkswagen AG d
agen oes
olksw not
y V gu
d b ara
rise nte
tho eo
au ra
ss What is Bluetooth? c
ce
e
nl
pt
du
an
Other applications are planned for the vehicle user: The Swedish company Ericsson promoted the
itte
y li
erm
ab
development of a standardized short distance radio
ility
– Installation of a second phone in the rear
ot p
transmission system — Bluetooth technology.
wit
, is n
passenger compartment
h re
In response to this initiative, many companies
hole
spec
– Connection of laptop computers, smart phones, have joined in the development of this technology.
es, in part or in w
and notepads to the Internet for transmission of Today the Bluetooth Special Interest Group
t to the co
information and entertainment consists of more than 2000 companies, including
– Reception and transmission of e-mail using a telecommunications, data processing, equipment,
rrectness of i
laptop computer or personal digital assistant and vehicle manufacturers.
l purpos
– Transmission of addresses and phone numbers The name “Bluetooth” comes from the Viking
from a laptop or personal digital assistant to the King Harald Blåtand. During the tenth century he
nf
ercia
multimedia interface system united Denmark and Norway and had the nickname
orm
“Bluetooth.”
m
atio
m
– Hands-free operation of mobile phones without

o
Because this transmission system connects diverse
n in
c
additional cable adapters

or
thi
information and data processing devices as well as
te
sd
a
– Use of Bluetooth technology in other vehicle

iv
mobile phones, the resulting good communication
o
r
rp
cu
systems (remote operation of the auxiliary heater reflects the philosophy of King Harald. That is the
o
m
f
en
ng
t.
for example) op
yi reason it was called Bluetooth. Co
C py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
78
Bluetooth
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
Design and Function
oris nte
eo
uth ra
s a c
s
Bluetooth technology enables wireless connection of The very short wave length of this frequency
ce
le
un
pt
various mobile devices from different manufacturers makes it possible to integrate the following into the
an
d
itte
y li
using a standardized radio transmission. Bluetooth module:
erm
ab
ility
ot p
In selected mobile devices, short-range transceivers – Antenna (Bluetooth Antenna R152)
wit
is n
(transmitters and receivers) are either directly
h re
ole,
installed or integrated using an adapter (example: – Control and encryption
spec
PC-card, universal service bus, etc.). – Entire transmission and receiver technology
t to the co
Radio transmission occurs in the 2.40 GHz frequency
range that is available worldwide. Transmitting on this
The small size of the Bluetooth module allows its
rrectne
band does not require a license and is free of charge.
installation into electronic devices.
ss o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.
79
Bluetooth
The Bluetooth data transmission rate is up to 1 In each piconet, one device assumes the master
megabit per second (Mbit/s). These devices can function.
transmit up to three language AG. Volkswagen AG same
agen channels at the does
olksw not – Master establishes the connection
time. by
V gu
ara
ed nte – Other devices synchronize with the master
ris
Bluetooth transmitters normally have a range of
tho eo
about 33 feetau (10 meters). In special applications ra
ss – cOnly the device that received a data package from
ce
le
with amplifiers, transmission ranges of up to about

un
the master may send an answer
pt
an
d
330 feet (100 meters) are possible.

itte
y li
erm
ab
The data transmission works with no complicated
ility
ot p
adjustments. To prevent chaos in the construction of a piconet,
wit
is n
adjustments can be made to every device to
h re
ole,
As soon as two Bluetooth devices meet, they determine whether it will communicate with another
spec
automatically establish a connection. Before that device or not.
t to the co
can happen, the devices must be adapted once by
entering a Personal Identification Number (PIN). Each device has an address that is 48 bits long and
is unique worldwide. This makes it possible to clearly
rrectne
When the PIN is entered, small transmission identify more than 281 trillion devices.
cells are formed, called piconets, to help with the
s
organization of data.
s o
cial p
f i
A piconet offers room for a maximum of eight active
nform
mer
Bluetooth devices. Each device can belong to several atio

piconets at the same time.
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.
80
G do
wa es n
olks ot g
byV ua
ed ran
ris tee
tho or
au ac
ss
Bluetooth
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
hole
spec
Shared Operating Frequencies Interference Reduction Measures
es, in part or in w
t to the co
Data transmission in the Bluetooth system is done Bluetooth technology employs special measures
using radio waves within a frequency range of 2.40 to reduce interference caused by other devices
rrectness of i
GHz to 2.48 GHz. operating on the same frequencies.
This frequency range is used also by other devices: l purpos The Bluetooth control module:
– Garage door openers – Divides data into short and flexible data packages
nf
ercia
o
of about 625 milliseconds in duration
r
– Microwave ovens
m
m
atio
m
– Checks the completeness of data packages using

o
– Medical devices
n in
c
a check total of 16 bits

or
thi
te
sd
iva
– Automatically repeats the transmission of faulty
o
r
rp
cu
data packages
o
m
f
en
ng
t.
yi Co
Cop – Uses robust language coding converted into
py
ht. rig
opy
rig digital signals
by
Vo
ht
by c lksw
cted agen
Prote AG.
The Bluetooth transmitter module:
– Changes the transmitting and receiving
frequencies at random, 1600 times per second
(frequency hopping)
Function
2.480
GHz
Interference from Other Electronic
(79 Channels @ 1 MHz)
Devices (Example: Microwave)

Transmitting Range
1
MHz
2.402 Time
GHz
625 Milliseconds
Minimum
Master Message (Inquiry)

Slave Message (Answer)
81
Bluetooth
Data Security Diagnosis
In the development of Bluetooth technology, the The diagnosis of the Bluetooth connection is
cooperating manufacturers placed great value performed using the Address Word of the master
on the protection of the transmitted data against control module.
manipulation and unauthorized access.
For example, Telephone/Telematics Control Module
The data are encrypted using an encryption key that J526 is the Bluetooth master for some Volkswagen
is 128 bits long. vehicles. The Bluetooth connection between Cellular
The receiver is checked for authenticity with a key of Telephone R54 and the Telephone/Telematics Control
128 bits. The devices use a secret password that is Module J526 is monitored by Bluetooth Antenna
used for participants to recognize each other. R152.
The key is newly created for every connection. If an interruption in the connection to Bluetooth
Antenna R152 occurs, the Diagnostic Trouble
Since the range is limited to about 33 feet (10 Code (DTC) “Bluetooth antenna — no signal / no
meters), a manipulation must occur within this communication” is stored in DTC memory.
range. This also increases data security.
In the measuring value blocks the portable devices
These same measures also increase security against that are connected to the master control module can
outside interference and manipulation of the data be shown in detail:
flow.
– Number of devices
By additional use of elaborate encrypting methods,
diverse security levels, and network protocols, the – Device number
equipment manufacturers can increase data security
– Field strength of the radio connection
even further.
InAthe
G. Voadaptation
lkswagen AG of the Bluetooth master, the
agen does
olksw Bluetooth function can notbe turned ON or OFF. This
y V gu
edb may be necessary during ara transport of the vehicle
air
ris nt
ut
ho or operation of the vehicle in aee country
or that does not
a ac
ss allow the use of Bluetooth frequencies.
ce
le
un
pt
an
d
itte
y li
erm
ab
ility
ot p
wit
is n
h re
ole,
spec
t to the co
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
i t.
py Co
t. Co py
rig
h ht
rig by
copy Vo
by lksw
cted agen
Prote AG.
82
Appendix A
The following appendices include additional Please keep in mind that not all components shown
information that, while not strictly necessary may be installed on vehicles for the North American
for understanding and troubleshooting data bus market. They are shown to provide you with an idea
systems, further details the way CAN-bus systems of the components that are in use world-wide from
exchange and process information. These sections the Volkswagen Concern.
provide an opportunity for additional study and a
broader understanding of the electronic functions
that determine CAN-bus operation.
lkswage es n
o ot g
byV ua
d ran
ir se tee
tho
u or
a ac
ss
ce
le
un
pt
an
d
itte
y li
erm
ab
ility
ot p
wit
is n
h re
ole,
spec
t to the co
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
83
Appendix A agen
AG. Volkswagen AG d
oes
olksw not
byV gu
ara
ed
ris nte
o eo
Networking Principle auth ra
ss c
ce
e
nl
pt
The basic CAN-bus system includes several control With the exception of the Drivetrain CAN-bus in
du
an
itte
modules. They are connected in parallel to the bus Volkswagen products, the CAN-bus is designed to
y li
erm
ab
line by transceivers. This means that the same be fully functional with a single line. However, in
ility
ot p
conditions apply to all stations. In other words, all most applications a second wire is provided. The
wit
, is n
h re
the control modules are handled equally, and none second line is used for signals traveling in reverse
hole
spec
has any preference. In this context, this is called order. External interference can be suppressed more
es, in part or in w
multimaster architecture. effectively by reversing the signals.
t to the co
Information is exchanged serially (in series).
rrectness of i
Note To explain the basic principle of data
transmission in a simpler way, we
l purpos
will assume a single bus line in the

following examples.
nform
mercia
at
om
ion
c
in t
or
his
ate
do
priv
cum
for
en
ng
t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.
Control Module A Control Module B Control Module C
RX TX RX TX RX TX
Transceiver
CAN-bus
Rx = receive line
Tx = transmit or send line
84
Appendix A
Example of Message Exchange on the CAN-bus

(Broadcast Principle)
Electrical Signal Transmissions — One Sends, All Receive

AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
ho eo
aut ra
ss c
ce
e
nl
pt
du
an
itte
y li
erm
ab
Control Module A Control Module B Control Module C
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
Engine Speed Engine Speed Engine Speed
Message
rrectness of i
Parallel 0001 0101 0001 0101 0001 0101
l purpos
0001 0101
0001 0101
0001 0101
nform
mercia
Bit Stream
at
om
io
Serial
n
c
in t
or
Number RX TX RX TX RX TX
his
ate
do
priv
cum
for
en
ng
i t.
py Co Transceiver
t. Co py
rig
h ht
rig by
copy Vo
by lksw
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Prote AG.
Electrical Signal Transmission in Chronological Sequence
Signal Level
5V
0V
t (time)
85
Appendix A
Functional Units
Control Module CAN Controller
The control module receives signals from sensors, The CAN controller controls the data transfer
processes them, then passes them on to the process for CAN messages. It is divided into two
actuators. The main components of a control n AG. V sections,
olkswagen AGthe receive section and the send section.
module are: a microprocessor with input andVoutput lkswage does
not
o The CAN controller gu is connected to the control
by ar
memory, and program memory. d
o ris
e module through the areceivente
eo
mailbox or the send
th
Sensor signals received by the control au module, mailbox. It is normally ra
integrated into the chip of the
ss c
such as engine temperature or engine speed, control module microprocessor.
ce
e
nl
pt
du
are interrogated at regular intervals and stored in
an
itte
y li
the input memory in order of occurrence. In the
erm
ab
Transceiver
ility
illustration that follows, this principle is represented
ot p
wit
as a mechanical input selector switch.
, is n
The transceiver is a transmitter and receiver
h re
hole
The microprocessor links the input values based on amplifier. It converts the serial bit stream (logic level)
spec
es, in part or in w
program configuration. The results of this process of the CAN controller into electrical voltage signals
t to the co
are stored in each output memory and from there (line level) and vice versa. The electrical voltage
they are sent to each of the actuators. In order to signals are designed for sending over copper wires.
process CAN messages, each control module has an
rrectness of i
The transceiver is connected to the CAN controller
additional CAN memory area for received and sent
through the TX line (transmit or send line) or through
l purpos
messages.
the RX line (receive line).
nf
ercia
The RX line is directly connected to the CAN-bus and
orm
permits continuous monitoring of bus signals.
m
atio
om
n in
or c
thi
te
sd
iva
o
r
rp
cu
o
m
f
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
86
Appendix A
Functional Units: Control Module, CAN Controller and Transceiver
K-Wire/Wire
from J533
Control Module en AG. V

olkswagen AG
wag
Fault Message does
olks not
yV gu
db ara
rise nte
tho eo
s au ra
c
Input Selector s
ce
e
nl
Switch
pt
Input Memory Output Memory
du
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
Microprocessor
hole
spec
es, in part or in w
t to the co
rrectness of i
Sensors Include: Actuators Include:
— Engine Speed Sensor CAN Area With — Engine Throttle Valve
l purpos
— Temperature Sensor Time Monitor — Solenoid Valve

— Oil Temperature Sensor — LED
nf
ercia
orm
m
atio
m
CAN
o
n in
c
Controller
or
thi
te
sd
iva
o
r
rp
cu
o
m
f
en
ng
t.
yi Co
Cop py
ht. rig
ht
Receive opy
rig by
Vo Send Mailbox
c
Mailbox cted
by lksw
agen
Prote AG.
Send Section
Receive
Section
RX TX Logic Level: 0 or 1
Signal Level: 0V or 5V
Transceiver
CAN-bus
87
Appendix A
Special Features of Transceiver
A special feature is the connection of the TX line to State 1: Inhibited state, transistor inhibited (switch
the bus. It is normally connected through an open lkswage
open) es n
o o t gu
yV
connector. d b Passive: a
ran
ir se Bus level = 1, high resistance
te through
ho eo
This results in the possibility of two different statesaut resistor ra
ss c
on the bus line.
ce
le
State 0: Switch-through state, transistor switched
un
pt
an
d
through (switch closed)
itte
y li
rm
ab
Active: Bus level = 1, low resistance without
pe
ility
ot
resistor
wit
, is n
Transceiver with Connection to TX Line
h re
hole
spec
RX TX Block Diagram with One Switch
es, in part or in w
t to the co
+5V
rrectness of i
l purpos
Bus Line
5V
nform
mercia
a
com
tion in
r
te o
thi
s
iva
do
r
rp
cum
fo
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co
Networking Principle by lksw
cted agen
Prote AG.
+5V +5V +5V
Bus Line (0V)
Transceiver A Transceiver B Transceiver C
Note Switch open means “1” (passive);

switch closed means “0” (active).
88
Appendix A
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
ho eo
aut ra
ss c
Three Transceivers Connected to a Common Bus
ce
le
un
pt
Line (Transceiver C Active)
an
d
itte
y li
rm
ab
pe
ility
Three transceivers connected to bus line results
ot
wit
in the following possible switch positions. The
, is n
h re
highlighted row shows the previous example
hole
spec
(transceiver C active):
es, in part or in w
t to the co
rrectness of i
Transceiver A Transceiver B Transceiver C Bus Signal
1 1 l purpos 1 1 (5V)
1 1 0 0 (0V)
nform
ercia
1 0 1 0 (0V)
m
a
1 0 0 0 (0V)
com
tion in
0 1 1 0 (0V)
r
te o
thi
s
iva
0 1 0 0 (0V)
do
r
rp
cum
fo
0 0 1 0 (0V)
en
ng
i t.
py Co
0 0 t.0Co 0 (0V) py
rig
h ht
rig by
copy Vo
by lksw
cted agen
Prote AG.
Response: This relationship is important in the following
situations:
– If any switch is closed, current flows across the
resistor. A voltage of 0V is generated on the bus a) For signaling transmission faults (fault messages
line. about error frames)
– If all switches are open, no current flows. No b) Collision detection (if several stations want to
voltage drops across the resistor. A voltage of 5V send simultaneously)
is generated on the bus line.
In practical terms, this means that if the bus is in

state 1 (passive), any other station can overwrite
this state with state 0 (active). The passive bus level
is called recessive; the active bus level is called
dominant.
89
Appendix A
Data Transfer Process
Example
This example describes the complete process for From there, the information goes to the send
exchanging engine speed information from detection mailbox of the CAN controller. If a current value is
through to display by the tachometer. It explains the located in the send mailbox, it is indicated by the
chronological sequence of the data transfer process send flag (the flag is raised). Once the message
and the interaction between the CAN controllers and is sent to the CAN controller, the engine control
the control modules. module has completed its part of the process.
First, the engine control module detects the The engine speed value is first converted into a
engine speed value. This value is stored in the message with a CAN-specific form in accordance
microprocessor input memory at regular intervals with the protocol. The main components of a
(cyclically). Since the present engine speed value is protocol are shown below.
also required for other control modules, it has to be The CAN controller then checks, through the RX
sent over the CAN-bus. line, whether the bus is active (whether information
The engine speed value is first copied to the output n AG. Volis
kswinagthe process of being exchanged). If necessary,
en AG
age does
memory of the engine control module. olksw it waits until the
not bus is free (level 1, passive, for a
y V g
isedb specific period). Ifuthe
ara bus is free, the message is
nte
or eo
ut
h sent. r a ac
ss
ce
le
un
pt
an
d
itte
y li
erm
ab
ility
ot p
wit
is n
h re
ole,
spec
t to the co
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
i t.
py Co
t. Co py
rig
h ht
rig by
copy Vo
by lksw
cted agen
Prote AG.
90
Appendix A
Sending Process
Engine Output to
Speed Engine Control ABS Control Module Instrument Cluster Tachometer
Sensor Module
Raise the Flag

Send Job
Is the
Bus Free?
CAN-Bus
lkswage es n
o ot g
byV ua
d ran
ir se tee
tho
u or
a ac
ss
ce
e
nl
pt
du
Detail Showing the Interrogation Format for “Is the Bus Free?”
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
Wait
Is the
l purpos
Bus Free?
No
nform
ercia
Yes
m
at
om
ion
c
in t
or
his
ate
do
priv
cum
for
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
91
Appendix A
Receiving Process
The receiving process consists of two steps: All connected stations receive the message sent
by the engine control module. It travels over the RX
– Step 1 = Check messages for errors lines to the receiving areas of the CAN controllers.
(at monitoring level)
n AG. Volkswagen AG d
wage
– Step 2 = Check message forlkusability oes
Vo s not
gu
(at acceptance level) ed by ara
ris nte
utho eo
ra
a c
ss
ce
e
nl
pt
du
an
Output to
itte
y li
Engine Control
erm
Temperature Tachometer
ab
ABS Control Module Instrument Cluster
ility
Module
ot p
Sensor
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nf
ercia
orm
m
atio
om
n in
or c
thi
te
sd
iva
o
r
rp
cu
o
m
f
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
o
CAN-Bus c by lksw
cted agen
Prote AG.
Detail Showing the Receiving Area, with Monitoring and Acceptance Levels
Acceptance
Level
Yes Yes
No No
Monitoring
Level
Yes No Yes No
92
Appendix A
At this point, the CAN controllers have all received Finally, the correctly received message goes to the
the engine message and have checked it for receive sections of the associated CAN controllers.
correctness at the associated monitoring level. This
helps to detect local faults that may occur in only – There a decision is made as to whether the
one control module under certain circumstances. message is necessary for the function of the
This results in the high data density mentioned related control module
before. – If not, the message is discarded
All connected stations receive the message sent – If so, the message is placed in the receive
by the engine control module (broadcast). Using mailbox
the CRC check value from the Safety field, they can
detect whether any errors have occurred in the data
transfer. CRC is an acronym for Cyclic Redundancy When the receive flag has been raised, the
Check. When a message is sent, a 16-bit check connected instrument cluster knows that a current
value is generated from all the bits and included in message has arrived for processing. The instrument
the transfer. The receivers calculate the check value cluster calls the message and copies the value to its
from all the bits received using the same protocol. input memory.
Then the received check value is compared with the This concludes the sending and receiving of a
calculated check value. n AG. Volkswagen AG do
wage message
e through the CAN controllers.
ks s no
Vol t gu
If no error is found, all the stations by send an ara
ed ntemicroprocessor in the instrument cluster
oris – After the
acknowledgement to the transmitter
th confirming e
au processes othe r a engine speed value, the value is
correct reception. ss c
sent to the actuator and then to the tachometer
ce
le
un
pt
an
d
itte
– Data exchange of a message is repeated

y li
erm
ab
depending on the cycle time setting (for example,

ility
ot p
every 10 ms)
wit
is n
h re
ole,
spec
Confirmation Field: (2 bits)

t to the co
Acknowledgement
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
fo
en
ng
t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.
93
Appendix A
Simultaneous Sending Attempts by Multiple

Control Modules
If several control modules attempt to send The CAN strategy regulates this situation in the
messages at the same time, there would be a data following way: the control module whose TX signal
collision on the data bus line. To avoid this, the CAN was over-written by a zero must withdraw from the
system uses the following strategy: bus.
– Every active control module starts its send – Message weighting is controlled by the number
process by sending an identifier (in the Status of leading zeroes in the identifier, to ensure that
field) messages are sent in the order of their priority
– All the control modules monitor data bus traffic by – The lower the number in the identifier, the more
monitoring the bus on their RX (receive) line important the message
– Every sender compares the state of the TX line – This procedure is called arbitration, from the word
bit-by-bit with the state of the RX line to note any arbiter, meaning referee or judge
differences
TX
Engine Control Retains Allocation and
Module Remains in Transmit Mode
RX
AG. Volkswagen AG d
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olksw not
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TX d b ara
ABS Control rise nte
tho Loses Allocation and eo
Module au ra
ss Goes to Receive Mode c
RX
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TX
hole
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Instrument Cluster Loses Allocation and
es, in part or in w
Goes to Receive Mode
t to the co
RX
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Data Bus Line

nform
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94
AG. Volkswagen AG d
Appendix A
agen oes
olksw not
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by ara
ed nte
oris eo
th
au ra
c
ss
ce
le
un
pt
an
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rm
ab
pe
ility
In the next example, the Steering Angle Sensor has
ot
wit
, is n
the highest priority when several control modules
h re
hole
attempt to send data simultaneously. The Steering
spec
Angle Sensor has the smallest number in the Status
es, in part or in w
t to the co
field (mainly leading zeroes), so the Steering Angle
Sensor’s message is sent first.
rrectness of i
l purpos
Identifier Binary Hex
nform
ercia
Engine_1 010_1000_0000 280

m
Brake_1 010_1010_0000 1A0
a
com
tion in
Inst. Cluster_1 011_0010_0000 320
r
te o
thi
s
Steering angle_1 000_1100_0000 0C2
iva
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Transmission_1 100_0100_0000 440
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Conclusion When Sending Sensor Values cted agen
Prote AG.
(Example: Engine Speed)
Due to the high level of transmission protection in

the CAN-bus system, errors such as electrical faults
or interruptions in the CAN-bus are reliably detected.
– The engine speed of 1800 rpm is sent correctly, or
not sent at all if a fault occurs (with no display, the
tachometer shows “0”)
– For example, if there is an implausible indication
of engine speed, the cause may not lie with
the data transfer (CAN-bus) but with a defective
sensor, sensor circuit, or display
95
Appendix A
CAN Transceiver
Each control module is connected to the CAN-bus
through a transceiver. Within the transceiver is a
Note The following information describes receiver or differential amplifier installed on the
how the transceiver works, using the receiver side. The differential amplifier is responsible
Drivetrain CAN as an example. for evaluating the input signals from CAN-high and
CAN-low (the voltage difference or differential) and
sending these converted signals to the CAN receiver
area of the control module. These converted signals
are referred to as output voltage of the differential
amplifier.
The differential amplifier determines output voltage
by subtracting the voltage of the CAN-low wire
(UCAN low) from the voltage of the CAN-high wire
(UCAN high). In this way, the voltage of the rest state
(2.5 volts on the Drivetrain CAN) and any other
voltage disturbances are removed.
Differential Amplifier of the Drivetrain CAN (Example)
Possible Signal Level at the

Differential Amplifier Output
RX Wire (Control Module Receiver Wire)

lkswage es n
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db ran
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u or
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Transceiver
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Differential
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Amplifier
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es, in part or in w
t to the co
CAN-High Wire
Twisted
rrectness of i
Pair
CAN-Low Wire
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nf
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96
Appendix A
AG. Volkswagen AG d
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aut ra
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Conversion of Signals in the Differential Amplifier
ce
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nl
pt
du
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For evaluation in the differential amplifier of the Note Unlike the Drivetrain CAN, the
erm
ab
ility
transceiver, the voltage present in the CAN-low wire Convenience/Infotainment CAN
ot p
wit
is deducted from that which is present at the same features an intelligent differential
, is n
h re
time in the CAN-high wire. hole amplifier. In order to allow single wire
spec
operation, it also evaluates the signals
es, in part or in w
t to the co
in the CAN-high and CAN-low wire
individually.
rrectness of i
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Evaluation in the Differential Amplifier of the Drivetrain CAN (Example) py Co
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Signals Before the Differential Amplifier cted Same Signal at the Differential Amplifier Output
agen
Prote AG.
CAN-High
Signal
CAN-Low Output Signal

Signal
97
Appendix A
Filtering Out Disturbances in the Differential

Amplifier
Since the data bus wires are routed through the Another advantage of differential transfer technology
engine compartment, they are subject to different is the fact that fluctuations in the on board power
types of electro-magnetic interference. Short circuits supply (when the engine is started, for example) do
to Ground or battery positive (+) voltage, overload not affect the transfer of data to individual control
from the ignition system, and static discharge should modules, increasing transfer security.
be taken into consideration during repair. The effect of this type of transfer can be seen in the
Evaluation of the CAN-high and CAN-low signals illustration below. Due to the twisted pair layout of
in the differential amplifier, using what is known CAN-high and CAN-low wires, a disturbance (“X”)
as differential transfer technology, means that the will always have an equal effect on both wires. Since
effects of disturbances are practically eliminated. the CAN-low voltage (1.5 volts – X) is deducted
from the CAN-high voltage (3.5 volts – X) by the
differential amplifier, the effect of the disturbance is
eliminated during evaluation, and no longer affects
the differential signal.
(3.5V – X) – (1.5V – X) = 2V
Filtering Out Disturbances in the Differential Amplifier of the Drivetrain CAN (Example)
AG. Volkswagen AG d
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Signal with Disturbance Pulse olksw Cleaned Signal at the not
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Before the Differential Amplifier ed Differential Amplifier Output
ris nte
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au ra
s
CAN-High
s c
Disturbance = X
ce
le
un
Signal
pt
an
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itte
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erm
ab
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ot p
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is n
h re
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spec
CAN-Low
t to the co
Differential
Signal Signal
rrectness o
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f inform
mer
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c
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98
Appendix A
Signal Levels
Amplification of Control Module Signals in the

Transceiver gen AG
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d
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On the sender side, the transceiver ed
ris is responsible For example,arthe
an engine control module places the
tee
tho signals of the Drivetrain CAN under
for amplifying the relatively weak ac 66 Ohms of load between
or
au
CAN controller in the controlssmodule so that the CAN-high and CAN-low. All other control modules
ce
e
nl
pt
prescribed signal level is reached in the CAN-bus load the bus with 2.6 kOhms each. This means there
du
an
itte
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wires and at the control module outputs. is a total load of 53–66 Ohm, depending on the
erm
ab
number of control modules connected. If terminal
ility
ot p
The control modules connected to the CAN-bus

15 (ignition) is switched OFF, this resistance can be
wit
, is n
respond much the same way as a load resistor on
h re
measured between CAN-high and CAN-low using an
hole
the CAN wires, due to the electrical component
spec
ohmmeter.
installed there. The load resistance depends on the
es, in part or in w
t to the co
number of connected control modules and their The transceiver sends the CAN signals to both
resistance values. wires of the CAN-bus. In this way, a positive
voltage change in the CAN-high wire equates to an
rrectness of i
equivalent negative voltage change in the CAN-low
l purpos
wire. The voltage change in one CAN wire is at least

1 volt in the Drivetrain CAN, and at least 3.6 volts in
nform
ercia
the Convenience/Infotainment CAN.

m
at
om
ion
c
in t
or
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ate
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99
Appendix A
lks wage es n
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byV ua
In contrast to the data
ir se
d bus in its basic form, with ranA special feature of the Convenience/Infotainment
o tee
two matching resistors
uth at both ends of the data bus, CAN or is that the load resistors in the control modules
s a ac
Volkswagen suses decentralized matching resistors no longer lie between CAN-high and CAN-low, but
ce
e
nl
with a central matching resistor in the engine control between the respective wire and 5 volts or Ground.
pt
du
an
itte
module, and high-ohm resistors in the other control If the ignition is switched OFF, the load resistors are
y li
erm
ab
modules. The result is stronger reflections, though also switched OFF, which means that these can no
ility
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these do not have negative effects due to the short longer be measured using an ohmmeter.
wit
, is n
h re
data bus lengths in the vehicle.
hole
spec
es, in part or in w
t to the co
rrectness of i
Load Resistance in the CAN-High and CAN-Low Wires
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Instrument Cluster Engine Control ABS Control
nf
ercia
o
2.6 kOhm Module 66 Ohm Module 2.6 kOhm
rm
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Prote AG.
CAN-Low CAN-High
to VAS 5051
Important! Even for purposes of testing,

Drivetrain CAN lines should not be
extended by more than 16 ft (5m).
100
AG. Volkswagen AG d
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Appendix A
aut ra
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ce
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nl
pt
du
Data Transfer Protection
an
itte
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erm
ab
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Internal Error Management ot p
wit
, is n
h re
To ensure a high level of data protection, the CAN- After the error message, the original data message is
hole
spec
bus system has an extensive integrated error automatically sent again. This process is completely
es, in part or in w
t to the co
management system, capable of detecting any data normal and may be caused by major voltage
transfer errors with a high degree of certainty so fluctuations in the on board power supply (on engine
that corrective action can then be taken. The rate of start or due to strong external interference, for
rrectness of i
undetected errors, what is known as residual error example).
l purpos
probability, is less than four errors over the lifespan The situation is more critical if repeated messages
of the vehicle. become more frequent due to continuously detected
nform
ercia
Using the broadcast concept (one sends, all receive, errors. In this case, every station has an integrated
m
and evaluate), any network user detecting an error error counter that increments detected errors and
at
om
io
immediately notifies all other users by sending an decrements once the repeat message has been
n
c
in t
or
error message. The current message is then rejected sent.
his
ate
by all users.
do
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Control Prote RX Counter AG.
Module Bus OFF
Switched OFF 1 2 0 127
Cannot 0 System Time

Send Passive Error
Anymore
255
TX Counter
2 5 6 127
Normal
Active Error
Mode
0 System Time
Errors Occurring, No Errors, Massive Occurrence
Error Counter Error Counter of Errors, Error
Increments Decrements Counter Threshold
Value Exceeded
101
Appendix A
The internal error counter is responsible for internal This causes a malfunction to be stored in the DTC
error management and these values cannot be read. memory of the receiving control module. This is the
If the preset threshold value is exceeded (equivalent second element of the error management system.
to max. 32 repeated messages), the affected The following error messages are available for in-
control module is informed and is switched OFF service diagnosis:
by the CAN-bus. After this happens twice (without lkswage es n defective”
1 “Data bus
Vo ot g
any intermediate communication), a malfunction by is ua
d ran
ir se s&ATALERRORSWEREDETECTEDINTHEAFFECTED
tee
stored in DTC memory. tho
or
au control module ac
ss
After a fixed waiting time (approximately 0.2s), the
ce
e
nl
s4HECONTROLMODULEDISCONNECTEDATLEASTTWICE
pt
control module attempt to communicate with the
du
an
itte
from the bus (bus OFF)
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bus again.
erm
ab
ility
ot p
Message traffic is normally cyclical with prescribed 2 “Missing messages from ....” or “No
wit
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cycle times to ensure that the messages are communication with ...” the affected control
h re
hole
transferred within good time. If there are delays, it module
spec
means that at least 10 messages are not received
es, in part or in w
s-ESSAGESARENOTRECEIVEDINGOODTIMETIME
t to the co
and this triggers the message time-out.
out monitor responded
rrectness of i
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nf
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orm
m
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102
AG. Volkswagen AG d
agen
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olksw
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not Appendix A
gu
ara
ris nte
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aut ra
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ce
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un
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an
d
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Example: Transmission Communication Fault
erm
ab
ility
ot p
wit
is n
The transmission data is sent incorrectly, or not sent If there is an indication of implausible signals, the
h re
ole,
at all if there is a fault (value not displayed). In this cause may not lie with the data transfer (CAN-bus),
spec
case, the Scan Tool sends notification that there is a but with a defective sensor, sensor circuit or display.
t to the co
malfunction in the CAN-bus system.
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
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Prote AG.
103
Appendix A
If there is a malfunction in the CAN-bus system,

the VAS Scan Tool indicates a general fault message
indicating which component is defective.
To localize errors, data blocks 125, 126 can be
read from the active state gateways of the control
modules connected to the CAN-bus (1 = active, 0 =
passive).
If necessary, further electrical measurements (signal
testing using the oscilloscope, for example) may be
required.
AG. Volkswagen AG d
agen oes
olksw not
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tho eo
au ra
ss c
ce
le
un
pt
an
d
itte
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erm
ab
ility
ot p
wit
is n
h re
ole,
spec
t to the co
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
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104
agen
AG. Volkswagen AG d
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Appendix B
olksw not
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Data Bit Explanation
aut ra
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nl
pt
The start field marks the state of the data protocol. du
an
itte
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A bit with approximately 5 volts (depending on
erm
ab
system) is sent over the CAN-high line and a bit with
ility
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approximately 0 volts is sent over the CAN-low line.
wit
SSP 186/09
, is n
h re
hole
spec
es, in part or in w
t to the co
The status field defines the level of priority of the
data protocol. If, for instance, two control modules
rrectness of i
want to send their data protocol simultaneously,
l purpos
the control module with the higher priority takes

precedence. SSP 186/10
nf
ercia
orm
m
atio
om
n in
or c
The check field displays the number of items of
thi
te
sd
information contained in the data field. This field
iva
o
r
rp
cu
allows any receiver to check whether it has received
o
m
f
SSP 186/11
en
ng
all of the information transferred to it. py

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In the data field, information is transferred to the

other control modules.
SSP 186/12
The safety field detects transfer faults.
SSP 186/13
In the confirmation field, the receivers signal to the

transmitter that they have correctly received the data
protocol. If an error is detected, the receivers notify
the transmitter of this immediately. The transmitter
then sends the data protocol again.
SSP 186/14
The end field marks the end of the data protocol.

This is the last possibility to indicate errors which
lead to a repeat transfer.
SSP 186/15
105
Appendix C
Transmission Reliability
By specifying tolerances for transmitting and To be able to receive valid signals in spite of
receiving within the range of recessive and dominant interference radiation, the specified voltage ranges
levels, a stable data transfer is assured. are higher on the receiving side.
lkswage es n
o ot g
byV ua
d ran
ir se tee
tho
u or
Voltage Range for Receivinga Voltage Range for ac Receiving
ss
ce
le
Vbattery
un
pt
Vbattery
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ot
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Vrecessive 80%
hole
spec
minimum
es, in part or in w
t to the co
Vrecessive
60%
minimum
rrectness of i
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Vdominant
40%
maximum
nform
mercia
a
com
tion in
Vdominant
r
20%
te o
thi
maximum
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Terminal 31 Cop Terminal 31 py
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106
Appendix C
Messages
lkswage es n
Message with SlavebyAnswerVo ot g
d ua Message with Master Instructions
ran
ir se tee
tho or
In the messageau header, the LIN master control Using ac an identifier in the message header, the LIN
ss
module requests information such as switch master control module can also request that the LIN
ce
le
un
pt
conditions or measuring values from a LIN slave slave control module process the data contained in
an
d
itte
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control module. its response.
rm
ab
pe
ility
The LIN slave control module sends the information The LIN master control module processes the data
ot
wit
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back to the LIN master control module in response. and sends the response.
h re
hole
spec
es, in part or in w
t to the co
Message Header Message Contents
Transmitter: LIN Master Transmitter: LIN Master or
Control Module LIN Slave Control Module
rrectness of i
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2V/Div.= 0,5ms/Div.
nform
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107
Appendix C
Message Header
The LIN master control module transmits the header Because of this bit rate, all LIN slave control modules
in cycles. The header can be subdivided into four can adapt to or synchronize with the system cycle of
sections: the LIN master control module.
– Synchronization break The synchronization of all control modules is

necessary for an error-free data exchange. Loosing
– Synchronization delimiter the synchronization would cause the insertion of the
– Synchronization field bit values into the message at the receiving end. This
AG. Volkswagen AG d
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– Identifier fieldby V gu
d ara The identifier field is 8 bits long. The first 6 bits
ise nte
or e o contain the message identification and the number
th
au ra
c of data fields of the response. The number of data
ss
The synchronization break (synch break) is at least
ce
le
un
13 bits long. It is sent with the dominant level. fields in the response may be between 0 and 8.
pt
an
d
itte
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The length of 13 bits is necessary to clearly inform The last 2 bits contain the check-total of the first 6
rm
ab
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ility
the LIN slave control modules about the start of a bits for the identification of transmission errors. The
ot
wit
check total is necessary to avoid the assignment
, is n
message.
h re
of the identifier to a wrong message in case of a
hole
In the succeeding messages, a maximum of 9
spec
transmission error.
es, in part or in w
dominant bits are transmitted one after the other.
t to the co
The synchronization delimiter (synch delimiter) is
at least 1 bit long and recessive (~Vbattery).
The synchronization field (synch field) consists of rrectness of i
l purpos
the bit rate 0 1 0 1 0 1 0 1 0 1.

nform
ercia
Synchronization Delimiter
m
a
com
ti
Synchronization Synchronization Identifier

on in
Break Field Field

r
te o
thi
s
iva
2V/Div. =
do
0,2ms/Div.
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108
Appendix C
Message Contents (Response)
The LIN slave control module adds information to a

message with slave response based on identifiers. LIN Slave Control
Module 1 (Rain/
Example: Light Recognition
LIN Master Control Module
Sensor G397)
(Vehicle Electrical System
Inquiry About Wiper Speed
Wiper on 1st Speed LIN Slave Control Module

2 (Wiper Motor Control
Module J400) Reports
Actual Wiper Speed
For a data request message from the master, the

master control module adds the response. lkswage es n
o ot g
byV ua
Depending on the identifier, the applicable LIN slave d ran
ir se tee
tho
control modules use the data to perform functions. au or
ac
ss
LIN Slave Control
ce
le
un
pt
Example: Module 1 (Rain/
an
d
itte
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Light Recognition
erm
LIN Master Control Module
ab
Sensor G397)
ility
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(Vehicle Electrical System
wit
is n
h re
ole,
spec
t to the co
rrectness o
cial p
f inform
mer
atio
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c
Set Wiper Speed

i
or
n thi
te
sd
iva
LIN Slave Control Module

pr
cum
Wiper on 2nd Speed

r
fo
2 (Wiper Motor Control

en
ng
t.
yi Module J400) Reports Co
op py
Actual Wiper Speed
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109
Appendix C
The response consists of one to eight data fields.

2V/Div. = 0,5ms/Div.
One data field consists of 10 bits. Each data field
consists of one dominant start bit, a data byte that
contains the information, and one stop bit. The start
and stop bits are used for the after-synchronization to
avoid transmission errors.
AG. Volkswagen AG d
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Sequence of Messages byV gu
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The LIN master control module
ss sends the headers c
ce
e
as well as the responses to master messages on the

nl
pt
du
an
LIN data bus according to a specified sequence and
itte
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erm
cycle.
ab
ility
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Information that is used frequently is sent frequently.
wit
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The sequence of the messages can change
hole
spec
depending on the prevailing conditions of the LIN
es, in part or in w
Response
t to the co
Example of prevailing conditions:
rrectness of i
– Ignition ON or OFF
l purpos
– Diagnostics active or inactive

Master Message
nform
ercia
– Parking lights ON or OFF

m
Recessive
at
om
i
2V/Div.= 2ms/Div.
on
c
in t
or
his
ate
do
priv
To reduce the variety of LIN master control modules,

um
for
en
g
the LIN master control module sends the headers

n
i t.
py Co
through the LIN data bus addressed to all of the t. Co py
rig
h
applicable control modules for a fully equipped opy
rig by
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vehicle. cted
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Since there may be control modules addressed that
are not installed on a specific vehicle, headers for
these messages will be shown on the oscilloscope
without responses.
This does not affect the functioning of the system.
T
Dominant
Header Without Slave Message

Response Indicated by Different
Dominant Levels
110
Appendix D
Message Frames
The system manager (Front Information Display Construction of a Message Frame

Control Head Control Module J523) transmits
message frames to the next control module in the A message frame is 64 bytes long and subdivided
fiber-optic data bus ring at a duty cycle frequency of into sections.
44.1 kHz.
The stability of this duty cycle frequency allows the Note One byte contains eight bits.
transmission of synchronous data — information
such as digital audio and video signals that must
always be sent in the same time intervals.
The stable duty cycle frequency ofolk44.1
n AG. V swage
kHz
n AG d
wage oe
corresponds with the Vo transmission frequency ofs not g
lks
by ua
digital audio and ed ran
oris video equipment such as CD tee
th or
Changer R41, au Video Recorder / DVD Player R129, ac
ss
and Digital Sound System Control Module J525. This
ce
le
un
pt
allows the integration of such equipment into the
an
d
itte
y li
MOST fiber-optic data bus system.
rm
ab
pe
ility
ot
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es, in part or in w
t to the co
Status Field
rrectness of i
Data Field Parity Field

(7 bits) (1 bit)
(480 bits)
l purpos
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Second Control
p
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by (4 bits) Vo
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Field (4 bits)
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111
Appendix D
Sections of a Message Frame
The start field, also called the preamble, marks the

beginning of a frame. Each frame of a block has its
own start field.
A delimitation field is used to clearly separate the
start field from the following data fields.
In the data field, the MOST fiber-optic data bus
transmits up to 60 bytes of usable data to the control
modules.
There are two data types in a message
gen AG
frame:
.V olkswagen AG
d
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– Sound and video as synchronous
ed
b data ara
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– ut
Pictures, information for calculation, and text, as ra
sa c
asynchronoussdata
ce
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The partition of the data field between the two data
ility
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types is flexible. The portion of synchronous data
wit
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in the data field is between 24 and 60 bytes. The
hole
spec
transmission of synchronous data has priority over
es, in part or in w
asynchronous data.
t to the co
Asynchronous data are registered depending on
the transmitter and receiver addresses (identifiers),
rrectness of i
and the available asynchronous portion, in packages
l purpos
of four bytes (quadlets) which are then sent to the

receiver.
nform
mercia
at
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or
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Asynchronous Data 0 – 36 bytes

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Synchronous Data 24 – 60 bytes
112
ee
th or
au ac
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un
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an
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Appendix D
erm
ab
ility
ot p
wit
is n
h re
ole,
spec
t to the co
rrectne
With the two control bytes, the following information Example:
is transmitted:
ss
– Transmitter — Front Information Display Control
o
– Transmitter and receiver address (identifier)
cial p
f i
Head Control Module J523
nform
– Control commands to the receiver (such as to an
mer
– Receiver — Digital Sound System Control Module
atio
amplifier for increasing or decreasing the volume)
m
J525
o
n
c
i
or
n thi
e
– Control Signal — Increase or decrease volume

t
sd
va
The control bytes of a block are assembled in the

i
o
pr
cum
r
control modules to make up a control frame. A block

fo
en
ng
t.
consists of 16 frames. The control frame contains
i
py The status field of a frame contains information for
Co
Co py
control and diagnostic data for sending the data from ht.
transmission of the frame to the receiver.
rig
ht
rig by
one transmitter to a receiver. This is called address- opy Vo
The parity field is used to check the frame for a last
by c lksw
oriented data transmission. Prote
cted agen
time for completeness. The contents of this field
AG.
determine whether a transmission process is going

to be repeated.
113
Appendix D
Transmission of Sound and Video as
Synchronous Data
Synchronous data transmission is explained here The system manager then adds the continuously
using a function of the Volkswagen Phaeton audio sent frames to a message block (16 frames) with the
system as an example: playing a music CD. control data:
The operator selects the desired title (10 in this – Transmission address:
example) on the music CD from the Multimedia
Control Head E380 and the Front Information Display s&RONT)NFORMATION$ISPLAY#ONTROL(EAD#ONTROL
Control Head J685. Module J523, position 1 on the MOST fiber-optic
data bus ring
E380 transmits the control data over a data
connection to the system manager (Front – Receiver address of the data source:
Information Display Control Head Control Module s#$#HANGER2POSITIONONTHERINGDEPENDING
J523). AG. Volkswagen A on installed options
agen G do
es n
ksw
Vol ot
ed
by – gControl
ua
ran commands:
oris tee
th or
s0LAYTITLE
au ac
ss
ce
le
s!SSIGNTRANSMISSIONCHANNELS
un
pt
an
d
itte
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erm
ab
ility
The CD Changer R41 (the data source) decides
ot p
wit
is n
which bytes in the data field are available for the
h re
ole,
transmission of CD drive data.
spec
Then it adds a block with the following control data:
t to the co
– Transmission address of the data source:
rrectne
s#$#HANGER2POSITIONONTHERINGDEPENDING
on installed options
ss
– Receiver address of the system manager:

o
cial p
f inform
s&RONT)NFORMATION$ISPLAY#ONTROL(EAD#ONTROL
mer
Module J523, position 1 on the ring

atio
om
n
c
– Control command:
or
n thi
te
sd
va
s$ATATRANSMISSIONMUSIC#$ONCHANNELS
i
o
pr
cum
r
fo
03, 04 (stereo)
en
ng
t.
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Prote AG.
114
Appendix D
Selection of Functions
Multimedia Control
Head E380 n AG. Volkswagen AG do
kswage es
yV
ol Front Information Displaynot gu
b a
ed Control Head Control Module rant
ris ee
tho J523 (System Manager) or
au ac
ss Message Frame to
ce
le
CD Changer R41
un
pt
an
d
itte
y li
rm
ab
pe
ility
ot
Message Frame to
wit
, is n
Digital Sound System
h re
hole
Control Module J525
spec
es, in part or in w
Message Frame with
t to the co
Control Data from
Control Module J525
rrectness of i
l purpos
nform
ercia
CD Changer R41
m
a
com
ti
(Data Source)
on in
r
te o
thi
s
iva
do
Control Module J525
r
Message Frame with

rp
cum
fo
(Data Receiver) Control Data from CD

en
ng
t.
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op Changer R41 Co
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pyri by
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115
Appendix D
Data Management During Synchronous The data of the music CD remain in the data field
Transmission until the frame reaches CD Changer R41 (the data
source) again on the ring.
gen Head Control AG do AG. Volkswagen
Front Information DisplaylkControl
swa es n
y Vo ot g This makes the use of synchronous data possible for
Module J523 commands d b the Digital Sound System ua
r
ise anteach performance device (sound package, earphone
or
Control ModulethJ525 to play music by using a block ee
au
connections)
ora on the MOST fiber-optic data bus.
with the following
ss control data: c
ce
As the system manager, J523 assigns which one of
e
nl
pt
du
– Transmission address:
an
the devices will use the applicable control data.
itte
y li
erm
ab
s&RONT)NFORMATION$ISPLAY#ONTROL(EAD#ONTROL
ility
Transmission Channels
ot p
Module J523, position 1 on the MOST fiber-optic
wit
, is n
data bus ring The transmission of sound or video requires several
h re
hole
bytes in each data field. The data source reserves a
spec
– Receiver address:
es, in part or in w
number of bytes according to the kind of data. The
t to the co
s$IGITAL3OUND3YSTEM#ONTROL-ODULE* reserved bytes are called channels. Each channel
position on the ring depending on installed contains one byte of data.
rrectness of i
options
Number of Transmission Channels
l purpos
– Control commands:
Signal Channels (Bytes)
s2EADDATACHANNELSANDDELIVER
Mono 2
nf
ercia
through the loudspeakers
orm
Stereo 4
m
atio
s5SECURRENTSOUNDADJUSTMENTSSUCHAS
om
n in
c
volume, fader, balance, base, treble, middle Surround 12

or
thi
te
sd
a
s4URN/&&MUTE
iv
Reserving these channels makes it possible to

o
r
rp
cu
o
simultaneously transmit synchronous data from

f
en
ng
i t.
py several data sources.
Co
t. Co py
rig
h ht
rig by
copy Vo
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cted agen Channel for CD Drive Free Bytes Within
Prote AG.
(Example: Stereo) Data Field
Channel for Voice

Presentation Channel for DVD Drive
(Example: Mono) (Example: Surround)
Navigation System with Video Recorder /

CD Drive Control Module CD Changer R41 DVD Player R129
116
Appendix D
Transmission of Data for Pictures, Text and

Functions as Synchronous Data
The following data are transmitted as asynchronous The data source now waits until it receives a
data: message block with the address of the receiver.
– Map displays of the navigation system In this message block, the source enters the data in
the free bytes in the data fields.
– Navigation calculations
This is done in packages of four bytes each
– Internet web sites (quadlets).
– E-mail The receiver reads the data packages in the data
AG. Volkswagen AG d
fields and uses the information.
agen oes
olksw not
The sources of asynchronousbyV data send them at gu The asynchronous data stays in the data fields until
d ara
e nthe
is
irregular time intervals.
or tee message block again reaches the data source.
h
ut or
a
ss each source saves its asynchronous
For this reason, The adata
c source selects the data from the data fields
ce
le
data in an intermediate memory. and if necessary, replaces them with new data.
un
pt
an
d
itte
y li
rm
ab
pe
ility
Front Information Display Control Head
ot
wit
, is n
Control Module J523 Display (Data Receiver)
h re
hole
spec
es, in part or in w
t to the co Control Data from Front

Information Display
Message Frame with
Control Head Control
Data from Navigation
rrectness of i
Module J523 Display

System with CD Drive
(Data Receiver)
l purpos
Control Module J401
Telephone /
nform
ercia
Telematics Control
m
Navigation System Module J526

com
tion in
with CD Drive with Intermediate

r
te o
thi
Control Module J401 Memory (Data

s
iva
Source)
do
(Data Source)
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rp
cum
fo
en
ng
i t.
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t. Co py
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Navigation Information
on CD / DVD Internet Web
Message Frames with Data Sites and E-mail
From Telephone / Telematics
Control Module J526
117
Notes
Page intentionally left blank
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
tho eo
au ra
ss c ce
e
nl
pt
du
an
itte
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erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
at
om
ion
c
in t
or
his
ate
do
priv
cum
for
en
ng
t.
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Cop py
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rig ht
py by
co Vo
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cted agen
Prote AG.
118
Knowledge Assessment
An on-line Knowledge Assessment (exam) is available for this Self-Study Program.
The Knowledge Assessment may or may not be required for Certification.
You can find this Knowledge Assessment at:
www.vwwebsource.com
For Assistance, please call:
Volkswagen Academy
Certification Program Headquarters
1 – 877 – VW – CERT – 5
(1 – 877 – 892 – 3785)

olkswagen AG
ag en AG. V does
(8:00 a.m. to 8:00 p.m.
Vol
ksw EST) not
gu
y
db ara
rise nte
Or, E-Mail: tho eo
s au ra
c
s
ce
e
nl
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du
an
vwlms@convergent.com
itte
y li
erm
ab
ility
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wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nf
ercia
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m
atio
om
n in
or c
thi
te
sd
iva
o
r
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f
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Prote AG.
119
872803
AG. Volkswagen AG d
agen oes
olksw not
y V gu
d b ara
rise nte
tho eo
au ra
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le
un
pt
an
d
itte
y li
erm
ab
ility
ot p
wit
is n
h re
ole,
spec
t to the co
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
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fo
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Prote AG.
Volkswagen Group of America, Inc.

2200 Ferdinand Porsche Drive
Herndon, VA 20171
Printed in the U.S.A.
December 2008
Cautions & Warnings
Please read these WARNINGS and CAUTIONS before proceeding with maintenance
and repair work. You must answer that you have read and you understand these
WARNINGS and CAUTIONS before you will be allowed to view this information.
•= If you lack the skills, tools and equipment, or a suitable workshop for any procedure described in this manual, we
suggest you leave such repairs to an authorized Volkswagen retailer or other qualified shop. We especially urge
you to consult an authorized Volkswagen retailer before beginning repairs on any vehicle that may still be covered
wholly or in part by any of the extensive warranties issued by Volkswagen.
•= Disconnect the battery negative terminal (ground strap) whenever you work on the fuel system or the electrical
system. Do not smoke or work near heaters or other fire hazards. Keep an approved fire extinguisher handy.
•= Volkswagen is constantly improving its vehicles and sometimes these changes, both in parts and specifications,
gethis
are made applicable to earlier models. Therefore, part numbers listed win
a manual are for reference
es n only. Always
olks ot g
check with your authorized Volkswagen retailer parts department
by Vfor the latest information. ua
d ra e
ris nte
tho eo
•= Any time the battery has been disconnected on an vehicle, it will be au
automatic transmission necessary to r ac
ss
reestablish Transmission Control Module (TCM) basic settings using the VAG 1551 Scan Tool (ST).
ce
e
nl
pt
du
an
itte
y li
•= Never work under a lifted vehicle unless it is solidly supported on stands designed for the purpose. Do not support
erm
ab
a vehicle on cinder blocks, hollow tiles or other props that may crumble under continuous load. Never work under a
ility
ot p
vehicle that is supported solely by a jack. Never work under the vehicle while the engine is running.
wit
, is n
h re
hole
spec
•= For vehicles equipped with an anti-theft radio, be sure of the correct radio activation code before disconnecting the
es, in part or in w
battery or removing the radio. If the wrong code is entered when the power is restored, the radio may lock up and
t to the co
become inoperable, even if the correct code is used in a later attempt.
rrectness of i
•= If you are going to work under a vehicle on the ground, make sure that the ground is level. Block the wheels to
keep the vehicle from rolling. Disconnect the battery negative terminal (ground strap) to prevent others from
l purpos
starting the vehicle while you are under it.
nform
ercia
•= Do not attempt to work on your vehicle if you do not feel well. You increase the danger of injury to yourself and
others if you are tired, upset or have taken medicine or any other substances that may impair you or keep you from
m
at
om
being fully alert.
ion
c
in t
or
his
e
•= Never run the engine unless the work area is well ventilated. Carbon monoxide (CO) kills.
at
do
priv
cum
for
•= Always observe good workshop practices. Wear goggles when you operate machine tools or work with acid. Wear
en
ng
t.
yi Co
goggles, gloves and other protective clothing whenever the job requires working with harmful substances. . Cop py
rig
ht ht
rig by
py
•= Tie long hair behind your head. Do not wear a necktie, a scarf, loose clothing, or a necklace when you work near co Vo
by lksw
cted
machine tools or running engines. If your hair, clothing, or jewelry were to get caught in the machinery, severe
agen
Prote AG.
injury could result.
•= Do not re-use any fasteners that are worn or deformed in normal use. Some fasteners are designed to be used
only once and are unreliable and may fail if used a second time. This includes, but is not limited to, nuts, bolts,
washers, circlips and cotter pins. Always follow the recommendations in this manual - replace these fasteners with
new parts where indicated, and any other time it is deemed necessary by inspection.
Page 1 of 3
© 2002 Volkswagen of America, Inc.
All rights reserved. Information contained in this document is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of
Volkswagen of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a
retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, nor may these materials be modified or reposted to other sites, without
the prior expressed written permission of the publisher.
Version 1.0
Cautions & Warnings
•= Illuminate the work area adequately but safely. Use a portable safety light for working inside or under the vehicle.
Make sure the bulb is enclosed by a wire cage. The hot filament of an accidentally broken bulb can ignite spilled
fuel or oil.
•= Friction materials such as brake pads and clutch discs may contain asbestos fibers. Do not create dust by
grinding, sanding, or by cleaning with compressed air. Avoid breathing asbestos fibers and asbestos dust.
Breathing asbestos can cause serious diseases such as asbestosis or cancer, and may result in death.
•= Finger rings should be removed so that they cannot cause electrical shorts, get caught in running machinery, or be
crushed by heavy parts.
•= Before starting a job, make certain that you have all the necessary tools and parts on hand. Read all the
instructions thoroughly; do not attempt shortcuts. Use tools that are appropriate to the work and use only
replacement parts meeting Volkswagen specifications. Makeshift tools, parts and procedures will not make good
repairs.
•= Catch draining fuel, oil or brake fluid in suitable containers. Do not use empty food or beverage containers that
might mislead someone into drinking from them. Store flammable fluids away from fire hazards. Wipe up spills at
once, but do not store the oily rags, which can ignite and burn spontaneously.
nA AG o G. Volkswagen
•= Use pneumatic and electric toolslkonly wageto loosen threadeddparts
es n and fasteners. Never use these tools to tighten
o s ot g
fasteners, especially on lightd balloy
y V parts. Always use a torque wrench
ua
ran
to tighten fasteners to the tightening torque
e
listed. or
is tee
th or
au ac
ss
•= Keep sparks, lighted matches, and open flame away from the top of the battery. If escaping hydrogen gas is ce
e
nl
pt
ignited, it will ignite gas trapped in the cells and cause the battery to explode.
du
an
itte
y li
erm
ab
•= Be mindful of the environment and ecology. Before you drain the crankcase, find out the proper way to dispose of
ility
ot p
the oil. Do not pour oil onto the ground, down a drain, or into a stream, pond, or lake. Consult local ordinances that
wit
, is n
h re
govern the disposal of wastes.

hole
spec
es, in part or in w
•= The air-conditioning (A/C) system is filled with a chemical refrigerant that is hazardous. The A/C system should be
t to the co
serviced only by trained automotive service technicians using approved refrigerant recovery/recycling equipment,
trained in related safety precautions, and familiar with regulations governing the discharging and disposal of
automotive chemical refrigerants.
rrectness of i
l purpos
•= Before doing any electrical welding on vehicles equipped with anti-lock brakes (ABS), disconnect the battery
negative terminal (ground strap) and the ABS control module connector.
nf
ercia
or
•= Do not expose any part of the A/C system to high temperatures such as open flame. Excessive heat will increase
m
m
atio
m
system pressure and may cause the system to burst.

o
n in
or c
thi
e
•= When boost-charging the battery, first remove the fuses for the Engine Control Module (ECM), the Transmission
t
sd
iva
Control Module (TCM), the ABS control module, and the trip computer. In cases where one or more of these
r
rp
cu
o
components is not separately fused, disconnect the control module connector(s).

f
en
ng
t.
yi Co
Cop py
•= Some of the vehicles covered by this manual are equipped with a supplemental restraint system (SRS), that
t. rig
gh ht
yri by
automatically deploys an airbag in the event of a frontal impact. The airbag is operated by an explosive device.
cop
by
Vo
lksw
Handled improperly or without adequate safeguards, it can be accidentally activated and cause serious personal cted agen
Prote AG.
injury. To guard against personal injury or airbag system failure, only trained Volkswagen Service technicians
should test, disassemble or service the airbag system.
Page 2 of 3
Version 1.0
Cautions & Warnings
•= Do not quick-charge the battery (for boost starting) for longer than one minute, and do not exceed 16.5 volts at the
battery with the boosting cables attached. Wait at least one minute before boosting the battery a second time.
•= Never use a test light to conduct electrical tests of the airbag system. The system must only be tested by trained
Volkswagen Service technicians using the VAG 1551 Scan Tool (ST) or an approved equivalent. The airbag unit
must never be electrically wage
olks tested while it is not installed
ot in the vehicle.
es n
yV gu
db ara
rise nte
•= Some aerosolthotire inflators are highly flammable. Be extremely e o cautious when repairing a tire that may have been
au ra
inflated using
ss an aerosol tire inflator. Keep sparks, open flame or
c other sources of ignition away from the tire repair
ce
area. Inflate and deflate the tire at least four times before breaking the bead from the rim. Completely remove the
le
un
pt
tire from the rim before attempting any repair.
an
d
itte
y li
rm
ab
pe
ility
•= When driving or riding in an airbag-equipped vehicle, never hold test equipment in your hands or lap while the
ot
wit
, is n
vehicle is in motion. Objects between you and the airbag can increase the risk of injury in an accident.
h re
hole
spec
es, in part or in w
t to the co
I have read and I understand these Cautions and Warnings.
rrectness of i
l purpos
nform
mercia
a
com
tion in
r
te o
thi
s
iva
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rp
cum
fo
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ng
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t. Co py
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copy Vo
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Trademarks: All brand names and product names

LIN Data Bus ............................................................................ 46

Appendix C ............................................................................. 106

Knowledge Assessment ........................................................ 119

exchange data with the Drivetrain CAN through the

bus systems operating at different data transfer

Individual electronic control modules are connected Practical Layout lksw

with equal certainty

– Electrical signals from the Drivetrain CAN and

Drivetrain and Convenience/

connected in the vehicle through the

Gateway. The Gateway may be

Control Module or installed as a

The CAN-bus is made up of a controller, a transceiver CAN Transceiver

A special feature of the CAN-bus design Instrument Cluster

The actual layout of the CAN wiring in a

Front Passenger’s Auxiliary Heater

Transmission Vehicle Electrical

Control Module J389

Output Stage J667

J521 Module J519

Level Control Comfort System

System Control Towing Recognition

Control Module J345 Central Control

Steering Angle Climatronic Control

Note Not all components

Instrument Cluster CAN

Access/Start Keyless Access

Distance Control CAN

Wiper Motor Control Rain/Light

Various Sub-Bus Systems

Alarm Horn H12

Broadcast Principle: One

Sends, Everyone Receives

Sending Data Accepting Data

All other control modules networked with the CAN-

Control module 1 Control module 2 Control module 3 Control module 4

Accept Provide Accept

Check Check Check

Receive Send Receive Receive

Data bus lines

control module comes ﬁrst. the data bus line.

“high” or “low” weighting depending on importance

detects a “high” weighting bit, the control module

with the highest priority is sent ﬁrst.

Note A bit is the smallest unit of information

Check ﬁeld (6 bits)

The data protocol is made up of a string of several

Status of Bit with the Value “0” f inform

– Transceiver CLOSED, switched to Ground

– Approximately 0 volts applied to the data bus line

Signal Pattern of the Drivetrain CAN (Example)

In a dominant state, the CAN-low

wire drops to approximately 1.5V

Note All voltage readings are approximate

The CAN-bus is wired in parallel with all of the

Representation of CAN-High and CAN-Low Wires as Twisted Pair

– Transmission Control Module The Drivetrain CAN is activated through terminal

Central electrics ) Four-wheel drive electronics ) Distance regulation electronics ---

Voice activation ) CD changer ) Gateway ) Telematics )