“STUDY OF FAULT CODES OF VARIOUS CONTROLLERS”

A
Major Project – II REPORT
Submitted To

RAJIV GANDHI PROUDYOGIKI VISHWAVIDYALAYA, BHOPAL (M.P)

BACHELOR OF TECHNOLOGY (B. Tech)

in
AUTOMOBILE ENGINEERING

Submitted by

Akshay Saini (0902AU191007)

Arun Patel (0902AU191013)
Gulam Rabbani khan (0902AU191019)
Lavee Chaturvedi (0902AU191030)
MD. Adib Waquar (0902AU191033)

Under The Guidance of

Dr. GAURAV SAXENA
Asst. Professor, Automobile Engineering Department

Session: 2019-2023
Department of automobile engineering
RustamJi Institute of Technology, BSF Academy Tekanpur,
Gwalior - 475005 (M.P.)
 RUSTAMJI INSTITUTE OF TECHNOLOGY
BSF ACADEMY, TEKANPUR (M.P.)

Session: 2019 – 2023

RECOMMENDATION
The degree of Bachelor of Technology (B. tech), in Automobile Engineering, We are pleased to
recommend that work under Major Project-II submitted by, Akshay Saini (0902au191007),
Lavee chaturwedi (0902au191030), Arun Patel (0902au191013), Adib Waquar
(0902au191033), Gulam Rabbani Khan (0902au191019), entitled, “study of fault codes of
various controllers” accepted towards the partial fulfillment

Guide:-
Class coordinator

Dr. Gaurav Saxena

Prof. Trapti Sharma
Asst. Professor
Asst. Professor
Automobile Engineering
Automobile engineering
Department
Department

HOD:-

Prof. Abhishek Chakraborty

Asst. Professor
Automobile Engineering
Department

i
 CERTIFICATE

Batch: 2019-2023

RUSTAMJI INSTITUTE OF TECHNOLOGY, BSF ACADEMY

TEKANPUR, GWALIOR

This is to certify that project work entitled, “Study of Fault Codes of Various
Controllers” which is being submitted in the partial fulfillment of the requirement
for the award of degree of Bachelor of Technology (B.Tech) in Automobile
Engineering, is a record of own work carried out by under the guidance of Dr.
Gaurav saxena Department of Automobile Engineering, Rustamji Institute of
Technology, BSF Academy Tekanpur, Gwalior, (M.P.).

Guide Class coordinator

Dr. Gaurav Saxena Prof. Trapti Sharma

Asst. Professor Asst. Professor
Automobile Engineering Automobile engineering
Department Department

HOD:-

Prof. Abhishek Chakraborty

Asst. Professor
Automobile Engineering
Department
ii
 ACKNOWLEDGEMENT

It is with great pleasure that, we present this report "STUDY OF FAULT CODES OF VARIOUS
CONTROLLERS". We gratefully acknowledge our profound indebtedness towards our esteemed
guide DR. GAURAV SAXENA Department of Automobile Engineering, R.J.I.T., BSF Academy,
Tekanpur (M.P.) for his valuable guidance, excellent supervision and constant encouragement
during the entire course of work.

We also grateful to PROF. ABHISHEK CHAKRABORTY Head of Department of Automobile

Engineering, RJIT, BSF Academy, Tekanpur (MP) for having provided excellent academic
atmosphere in this institution, which made the endeavour possible.

We also grateful to MR. AJITH KUMAR, Principal, RJIT, BSF Academy, Tekanpur (MP) for
having provided excellent academic atmosphere in this institution, which made the endeavour
possible.

We also express sincere gratitude to the Librarian staff and Automobile staff, RJIT, BSF Academy,
Tekanpur (M.P.) for providing helpful study materials.

Last, but not the least, we would like to thank our beloved parents for their encouragement and co-
operation during the time of working through this project. Also, thanks to all the friends for their
encouragement and support.

AKSHAY SAINI LAVEE CHATURVEDI

0902AU191007 0902AU191030

ARUN PATEL MD. ADIB WAQUAR

0902AU191013 0902AU191033

GULAM RABBANI KHAN

0902AU191019

iii
 TABLE OF CONTENT

1. INTRODUCTION………………………………………………… 01-07

1.1. Introduction……………………………………………………
1.2. CAN BUS……………………………………………………..
1.2.1. ECU……………………………………………………
1.2.2. CAN bus physical and data link layer (OSI)………….
1.3. CAN frame…………………………………………………….
1.4. Can bus protocol messages fields……………………………...
1.5. Future of can……………………………………………………
1.5.1. CAN fd…………………………………………………
1.5.2. CAN fd frame………………………………………….
1.6. CAN wiring diagram…………………………………………..
1.6.1. Signal patern……………………………………………

2. LITERATURE REVIEW………………………………………….… 08-11

3. OBJECTIVE OF STUDY…………………………………………… 12- 13

4. RESEARCH METHADOLOGY………………………………….… 13-26

4.1. ISO faults……………………………………………………….

4.2. Systematic fault finding using setup…………………………….
4.2.1. Typical fault diagnosis………………………………….
4.3.Analysis of fault waveform……………………………………..
4.3.1. High speed CAN bus……………………………………
4.3.2. Low speed CAN bus…………………………………….

5. CONCLUSION……………………………………………………….. 27-28

6. FUTURE SCOPE……………………………………………………… 28-29

7. REFERENCES………………………………………………………… 29-30

iv
 CHAPTER- 1
INTRODUCTION
1.1 introduction

The increasing complexity of modern electronic control systems in various industries such as
automotive, aerospace, and manufacturing has made it crucial to have a deep understanding of
the different types of fault codes generated by the controllers. Fault codes can be defined as
codes generated by a controller indicating a malfunction or abnormal behavior in the system.
These codes provide crucial diagnostic information, making it easier for technicians to identify
and troubleshoot issues.

In recent times, the adoption of the Controller Area Network (CAN) bus has become prevalent in
various industries due to its ability to communicate with several controllers simultaneously,
reducing the amount of wiring required for communication. CAN bus is a network of
microcontrollers that communicate with each other using a common protocol.

With the increasing complexity of modern-day automotive systems, the need for efficient and
reliable fault detection and diagnosis has become more important than ever. The emergence of
different types of controllers in various vehicle systems has made this task more challenging.
Therefore, studying the fault codes of various controllers and understanding their communication
protocols has become an essential aspect of modern automotive engineering. This research paper
aims to explore the study of fault codes of various controllers, including different types of CAN
BUS and their uses.

There are different types of CAN buses such as CAN Open, J1939, and CAN-FD, each designed
for a particular application. The CAN bus is widely used in automotive, industrial automation,
medical equipment, and other industries where multiple controllers need to communicate with
each other.
In this research paper, we will be studying the fault codes generated by various controllers and
their interpretation. We will also be looking at the different types of CAN buses used in different
industries and their communication protocols. This study will provide insights into the
complexities involved in the control systems and will help in the efficient troubleshooting of
faults in different industries.

1
1.2 Controller Area Network BUS

1. A Controller Area Network (CAN bus) is a vehicle bus standard designed to allow
microcontrollers and devices to communicate with each other's applications without a host
computer.
2. It is a message-based protocol, designed originally for multiplex electrical wiring within
automobiles to save on copper, but it can also be used in many other contexts.
3. Each device, the data in a frame is transmitted serially but in such a way that if more than one
device transmits at the same time, the highest priority device can continue while the others back
off. Frames are received by all devices, including by the transmitting device.

4. The Controller Area Network (CAN bus) is the nervous system, enabling communication.

1.2.1 Electronic control unit

 In an automotive CAN bus system, ECUs can be the engine control unit, airbags, audio
system etc. A modern car may have up to 70 ECUs - and each of them may have information
that needs to be shared with other parts of the network.
 The CAN bus system enables each ECU to communicate with all other ECUs - without
complex dedicated wiring.
 ECU can prepare and broadcast information (e.g. sensor data) via the CAN bus (consisting of
two wires, CAN low and CAN high). The broadcasted data is accepted by all other ECUs on
the CAN network.

Fig 1.1 CAN bus and ECU Communication

2
1.2.2 CAN bus physical & data link layer (OSI)

The controller area network is described by a data link layer and physical layer. In the case of
high speed CAN, ISO 11898-1 describes the data link layer, while ISO 11898-2 describes the
physical layer. The role of CAN is often presented in the 7 layer OSI model as per the illustration
The CAN bus physical layer defines things like cable types, electrical signal levels, node
requirements, cable impedance etc. For example, ISO 11898-2 dictates a number of things,
including below:

 Baud rate: CAN nodes must be connected via a two wire bus with baud rates up to 1
Mbit/s (Classical CAN) or 5 Mbit/s (CAN FD)
 Cable length: Maximal CAN cable lengths should be between 500 meters (125 kbit/s) and
40 meters (1 Mbit/s)
 Termination: The CAN bus must be properly terminated using a 120 Ohms CAN bus
termination resistor at each end of the bus

Fig 1.2 CAN bus physical & data link layer (OSI)

Top 4 benefits of CAN bus

1. Simple & low cost:

ECUs communicate via a single CAN system instead of via direct complex analogue
signal lines - reducing errors, weight, wiring and costs
2. Easy access:
3
 The can bus provides 'one point-of-entry' to communicate with all network ECUs -
enabling central diagnostics, data logging and configuration
3. Extremely robust
The system is robust towards electric disturbances and electromagnetic interference -
ideal for safety critical applications (e.g. vehicles)
4. Efficient
CAN frames are prioritized by ID so that top priority data gets immediate bus access,
without causing interruption of other frames or CAN errors

1.3 CAN frame:

Communication over the CAN bus is done via CAN frames. Below is a standard CAN frame
with 11 bits identifier (CAN 2.0A), which is the type used in most cars. The extended 29-bit
identifier frame (CAN 2.0B) is identical except the longer ID. It is e.g. used in the J1939
protocol for heavy-duty vehicles.
Note that the CAN ID and Data are highlighted - these are important when recording CAN bus
data, as we'll see below.

1.4 CAN bus protocol message fields:

 SOF: The Start of Frame is a 'dominant 0' to tell the other nodes that a CAN node intends
to talk
 ID: The ID is the frame identifier - lower values have higher priority
 RTR: The Remote Transmission Request indicates whether a node sends data or requests
dedicated data from another node
 Control: The Control contains the Identifier Extension Bit (IDE) which is a 'dominant 0'
for 11-bit. It also contains the 4 bit Data Length Code (DLC) that specifies the length of
the data bytes to be transmitted (0 to 8 bytes)
 Data: The Data contains the data bytes aka payload, which includes CAN signals that can
be extracted and decoded for information
 CRC: The Cyclic Redundancy Check is used to ensure data integrity
 ACK: The ACK slot indicates if the node has acknowledged and received the data
correctly
 EOF: The EOF marks the end of the CAN frame

4
1.5 Future of CAN

Looking ahead, the CAN bus protocol will stay relevant - though it will be impacted by major
trends:

 A need for increasingly advanced vehicle functionality

 The rise of cloud computing
 Growth in Internet of Things (IoT) and connected vehicles
 The impact of autonomous vehicles

In turn, bringing the CAN bus network 'online' also exposes vehicles to security risks - and may
require a shift to new CAN protocols like CAN FD. As vehicle functionality expands, so does
the load on the CANbus. To support this, CAN FD (Flexible Data Rate) has been designed as the
'next generation' CAN bus.

Specifically, CAN FD offers three benefits (vs Classical CAN):

 It enables data rates up to 8 Mbit/s (vs 1 Mbit/s)

 It allows data payloads of up to 64 bytes (vs 8 bytes)
 It enables improved security via authentication

In short, CAN FD boosts speed and efficiency - and it is therefore being rolled out in newer
vehicles. This will also drive an increasing need for IoT CAN FD data loggers.

1.5.1 CAN FD

The CAN FD protocol was pre-developed by Bosch (with industry experts) and released in 2012.
It was improved through standardization and is now in ISO 11898-1:2015. The original Bosch
CAN FD version (non-ISO CAN FD) is incompatible with ISO CAN FD. So CAN FD seems
pretty simple: Speed up the data transmission and pack more data into each message. In practice,
however, it's not that straight forward. Below we outline the main challenges that the CAN FD
solution had to solve.

1.5.2 CAN FD frame:

The CAN FD protocol introduces an adjusted CAN data frame to enable the extra data bytes and
flexible bit-rates. Below we compare an 11-bit Classical CAN frame vs. an 11-bit CAN FD
5
 frame (29-bit is also supported):

Fig 1.3 CAN frame

1.6 CAN Wiring Diagram:

A special feature of the Group CAN data buses is the tree structure connection under the control
units, which is not a normally found on CAN systems. It allows an optimal connection of the
control unit wiring. The actual layout of the CAN wiring in a vehicle is referred to as a CAN
topology diagram and is vehicle-specific.

The example shows the CAN topology diagram for the drivetrain of a Phaeton. The tree structure
of the network is clear to see here.

Voltage differences in CAN wires when changing between dominant and recessive state as on
drivetrain CAN data bus, for example:

In rest state, both wires have the same default setting with regards to the signal level. On the
drivetrain CAN data bus, this setting is approx. 2.5V. The rest state setting is also known as the
recessive state as it can be changed by any control unit connected in the network.

In the dominant state, the voltage increases to that of the CAN high wire by a predetermined
value (on the drivetrain CAN data bus this is at least 1V). The voltage of the CAN low wire
drops by the same increment (on the drivetrain CAN data bus at least 1V). This results in a rise
in the voltage of the CAN high wire from the drivetrain CAN data bus by at least 3.5V (2.5V +
1V = 3.5V) in active state. The voltage in the CAN low wire then drops to a maximum of 1.5V
(2.5V - 1V = 1.5V).
6
 Therefore, the voltage difference between CAN high and CAN low in a recessive state is 0V, and
in a dominant state, at least 2V.

1.6.1 Signal pattern on the CAN data bus as on the drivetrain CAN data bus, for
example:

 In a dominant state, the CAN high wire rises to approx. 3.5V

 In a recessive state, the two wires are at approx. 2.5V (rest state)
 In a dominant state, the CAN low wire drops to approx. 1.5V

Fig 1.4 Signal voltage variation of the high-speed CAN Bus

Fig 1.5 Signal voltage variation of the low-speed CAN Bus

7
 CHAPTER- 2
LITERATURE REVIEW

2.1 LITERATURE REVIEW

Before carrying out the research on mention topic significant research in mentioned field are
studied and presented below:.

I. Detection and Mitigation of Sensor and CAN Bus Attacks in Vehicle Anti-Lock
Braking Systems by Liuwang Kang and Haiying Shen,
In his research he have written For a modern vehicle, if the sensor in a vehicle anti-lock
braking system (ABS) or controller area network (CAN) bus is attacked during a brake
process, the vehicle will lose driving direction control and the driver’s life will be highly
threatened. However, current methods for detecting attacks are not sufficiently accurate, and
no method can provide attack mitigation. To ensure vehicle ABS security, we propose an
attack detection method to accurately detect both sensor attack (SA) and CAN bus attack in
a vehicle ABS, and an attack mitigation strategy to mitigate their negative effects on the
vehicle ABS. In our attack detection method, we build a vehicle state space equation that
considers the real-time road friction coefficient to predict vehicle states (i.e., wheel speed
and longitudinal brake force) with their previous values.For a modern vehicle, if the sensor
in a vehicle anti-lock braking system (ABS) or controller area network (CAN) bus is
attacked during a brake process, the vehicle will lose driving direction control and the
driver’s life will be highly threatened. However, current methods for detecting attacks are
not sufficiently accurate, and no method can provide attack mitigation. To ensure vehicle
ABS security, we propose an attack detection method to accurately detect both sensor attack
(SA) and CAN bus attack in a vehicle ABS, and an attack mitigation strategy to mitigate
their negative effects on the vehicle ABS. In our attack detection method, we build a vehicle
state space equation that considers the real-time road friction coefficient to predict vehicle
states (i.e., wheel speed and longitudinal brake force) with their previous values.

II. Fault Diagnosis of Automobile Based on CAN Bus by Meilan Zhou, Xue Ao & Jian Wang
College of Electrical & Electronic Engineering, Harbin University of Science and
Technology, Harbin150040, writen in his Conference paper Part of the Communications in
Computer and Information Science book series (CCIS,volume 86),
He aimed at the CAN technology utilized on automobile currently, and the complexity of
8
 the automobile fault information and the difficulty of diagnosis, CAN bus adapter is
designed .Microsoft Visual C++ 6.0 is utilized to build the Kalman digital filter and
automobile fault diagnosis system based on BP network. Incepting the signal from the CAN
bus, filtering and removal of noise, and online fault diagnosis and forecast to the main
systems of automobile. Experiments show that Kalman filtering plays good on removal of
noise from the automobile fault signals, and the BP network trainings of the systems are
effective to implement non-linear mapping from the fault phenomenon of automobile to the
fault position.

III. Frequency-Based Anomaly Detection for the Automotive CAN bus by Sylvain Leblanc
Nathalie Japkowicz and Adrian Taylor from World Congress on Industrial Control Systems
Security (WCICSS-2015) has published report in the society of institute of Electrical and
Electronics engineers,

The modern automobile is controlled by networked computers. The security of these

networks was historically of little concern, but researchers have in recent years demonstrated
their many vulnerabilities to attack. As part of a defence against these attacks, we evaluate
an anomaly detector for the automotive controller area network (CAN) bus. The majority of
attacks are based on inserting extra packets onto the network. But most normal packets
arrive at a strict frequency. This motivates an anomaly detector that compares current and
historical packet timing. We present an algorithm that measures inter-packet timing over a
sliding window. The average times are compared to historical averages to yield an anomaly
signal. We evaluate this approach over a range of insertion frequencies and demonstrate the
limits of its effectiveness. We also show how a similar measure of the data contents of
packets is not effective for identifying anomalies. Finally we show how a one-class support
vector machine can use the same information to detect anomalies with high confidence.

IV. Research and application of CAN and LIN bus in automobile Network System by
Qiangsheng from Ye College of computer science and technology, Jilin Business and
Technology College, China
The paper provides a detailed introduction to the communication principle of the Controller
Area Network (CAN) bus. It discusses the use of the P87C591 microprocessor with CAN
controller, which is used to implement the hardware and software of both high-speed and
low-speed CAN bus networks. The high-speed network is used for critical systems such as
9
 full active suspension control, engine control, airbag control, ASR/ABS/ESP control,
traction control, and transmission control, while the low-speed network is used for less
critical systems such as air-conditioning control, instrument control, wiper control, lighting
control, window control, and door control. Additionally, the paper also describes the
software design of the body network control node, which enables data sharing between the
various systems in the body network control system. Overall, the reviewed paper provides
valuable insights into the design and implementation of a CAN bus network for automotive
applications.

V. Vehicle Applications of Controller Area Network by Karl Henrik Johansson, Martin

Törngren & Lars Nielsen in Handbook of Networked and Embedded Control Systems pp
741–765,
This review paper provides an overview of the Controller Area Network (CAN), a serial bus
communication protocol developed by Bosch in the early 1980s. CAN defines a standard for
reliable and efficient communication between sensors, actuators, controllers, and other nodes
in real-time applications. It has become the de facto standard for networked embedded
control systems in a variety of industries, including automotive, industrial automation,
medical equipment, and building automation. The paper explores the growth of embedded
control systems from stand-alone to highly integrated and networked control systems. It also
showcases an example of an electronic control unit (ECU) mounted on a diesel engine of a
Scania truck, highlighting how combining networks and mechatronic modules can reduce
cabling and the number of components required. Overall, this review paper offers valuable
insights into the importance and widespread use of CAN in modern networked embedded
control systems.

VI. Controller Area Network (CAN)-Based Automatic Fog Light and Wiper Controller
Prototype for Automobiles by Sowmya Madhavan, Supriya Kalmath, R. Ramya Rao,
Shreya P. Patil, M. D. Tejaswini In the book Emerging Research in Computing, Information,
Communication and Applications (pp.1003-1011)
The paper discusses the increasing complexity of automobiles, which has led to the
development of efficient data communication protocols such as the Controller Area Network
(CAN). The authors have developed a prototype for automatic fog light and wiper control
for automobiles, with the aim of developing systems that require minimal or no human

10
intervention. To achieve this, the authors have used Light Dependent Resistor (LDR) and
Rain Detection Sensor, which are interfaced with the slave Arduino board, a microcontroller
board. The fog light controller, vehicle switches, and DC motor for wiper control are
interfaced with the master Arduino.
The authors have used Arduino, a designer-friendly hardware, which is a single board
microcontroller. The slave Arduino communicates with the master Arduino via the
Controller Area Network (CAN) protocol. The CAN protocol standard defines the type of
communication, type of wiring, method of message construction, message priority, and
physical voltages. All modules connected to the CAN bus are connected using the wired-
AND method. MCP 2515 and MCP 2551 are directly connected to the CAN bus. MCP 2515
is a standalone CAN controller for implementing the CAN specifications, while MCP 2551
is a high-speed module supporting fault-tolerant capabilities that satisfy the physical layer
requirements of the CAN protocol.
Overall, the paper presents an innovative approach to developing automatic fog light and
wiper control for automobiles using the CAN protocol. The authors have effectively used
Arduino, LDR, Rain Detection Sensor, and MCP controllers to create a working prototype.
The project has significant potential for future development and has the potential to make
driving safer by reducing the need for human intervention.

11
 CHAPTER- 3
OBJECTIVE OF STUDY

3.1 OBJECTIVE OF STUDY

Introduction: Overview of the study objectives and the use of the CAN bus network in modern
automobiles.

Identifying root causes: Discussion of the study's goal to identify the root causes of fault codes
in automotive systems, including sensor malfunctions, communication errors, and software
glitches.

Developing diagnostic strategies: Explanation of how the study seeks to develop diagnostic
strategies to diagnose and repair faults in automotive systems using various tools and techniques,
such as on-board diagnostic systems and scan tools.

Investigating effectiveness: Discussion of how the study may investigate the effectiveness of
various approaches for resolving faults, including software updates, component replacements,
and other repair methods.

Potential for predictive maintenance: Exploration of the potential for predictive maintenance
using data from the CAN bus network, which could help detect faults before they occur and
prevent breakdowns or accidents on the road.

Overall objective: Summary of the study's overall objective, which is to contribute to the
development of more effective and efficient fault diagnosis and repair methods for automobiles.

Conclusion: Discussion of how the study aims to leverage the capabilities of the CAN bus
network to provide valuable insights into the workings of modern automotive systems and the
challenges associated with maintaining and repairing them, ultimately improving the safety and
performance of vehicles on the road

12
 CHAPTER 4
RESEARCH METHODOLY

4.1 ISO FAULTS

Due to mechanical vibrations of the vehicle, the wiring insulation could be defective as well as
open wiring or contact faults in the connectors. For reference purposes there is an ISO fault
chart. ISO stands for the "International Standards Organization". In this ISO fault chart, all the
possible CAN data bus faults are presented. In addition, this SSP covers incorrectly connected
wiring (fault 9,). This fault has also been known to occur in practice, although there is no
reason why it should.

ISO fault 8 can only occur on the Drive train CAN data bus. Faults 3 - 8 can be found on the
drivetrain CAN data bus using a multimeter/ohmmeter with great accuracy. For faults 1, 2 and
8, a DSO has to be used. On the convenience/ infotainment CAN data bus, fault finding is only
possible using the DSO. ISO fault 8 does not occur on the convenience/ infotainment CAN data
bus.

Warning: For fault descriptions, fault finding with the DSO makes more sense, the values and
trigger settings to be entered in VAS 6150 A are shown in addition to the DSO image. These
settings must be adhered to without exception. Only then can a diagnosis, as described in the
relevant examples, be carried out and steered to the correct result.

4.2 Systematic fault finding with VAS 6051 and ohmmeter on the drivetrain
CAN data bus

The most common faults on the drivetrain CAN data bus can be evaluated using the integrated
multimeter/ ohmmeter of VAS 6150 A. For some faults, however, the DSO of VAS 6150 A is
required. The following tree structure of faults systemises the procedure for fault finding using
VAS 6150 A and a multimeter/ ohmmeter.

13


Fig.4.1 Systematic fault finding with VAS 6051 and ohmmeter on the drivetrain
CAN data bus

14
4.3 Typical Fault Diagnosis
The fault type of CAN Bus system can be summarized into three categories: vehicle network
transmission system failure, node failure and link failure caused by vehicle power system failure.
The commonly used diagnostic tool for trunk communication faults is the oscilloscope. The
paper uses the oscilloscope to detect the waveform of the CAN data trunk, and uses the channel
CH1 to measure the CAN-High voltage. The channel CH2 measures the CAN-Low voltage. By
comparing the signal waveforms of the normal working level of the CAN data trunk, the fault
waveforms are analyzed to summarize typical fault diagnosis ideas and methods.

4.4 Analysis of typical fault waveform

4.4.1 high-speed CAN Bus
The normal level signal of the high-speed CAN Bus is as shown in Fig.4.2 The CAN-High
(yellow waveform) signal has a voltage of approximately 2.5 V when the trunk is idle. The
voltage on the trunk will have a high frequency fluctuation between 3.5 V and 2.5 V when there
is signal transmission on the trunk. The CAN-Low (green waveform) signal has a voltage of
approximately 2.5 V when the trunk is idle. When the signal is transmitted on the trunk, the
voltage on the trunk fluctuates between 1.5 V and 2.5 V.

Fig.4.2 Level signal waveform when the high-speed CAN Bus is normally working

15
 Fig.4.3 Waveform of high-speed CAN-High and high-speed CAN-Low short-circuit fault

1) Fault waveform 1—the short-circuit waveform of CAN-High and CAN-Low is as shown in

Fig.4.3 The CAN-High line and the CAN-Low line behave in the same waveform, and the
voltage potential is placed at a recessive voltage value (approximately 2.5 V). From this, it
can be inferred that the CANHigh line and the CAN-Low line are short-circuited. By
plugging and unplugging the control unit on the high-speed CAN Bus, it can be judged
whether it is a short circuit caused by the control unit or a short circuit caused by the CAN-
High and CAN-Low line connections. When it is caused by short circuit, you need to take the
CAN-High line and CAN-Low line from the line node in turn, and pay attention to the
waveform of the digital oscilloscope. When the fault line group is removed, the waveform of
the digital oscilloscope should return to normal.

2) Fault waveform 2—the waveform of CAN-High short-circuit to the positive pole is as shown
in Fig.4.4 The voltage potential of the CAN-High line is placed at 12 V, so it can be inferred
that the CANHigh line is shorted to the positive terminal. Due to the internal connection of
CAN-High and CANLow in the control unit transceiver, the recessive voltage of the CAN-
Low line is also pulled high to approximately

16
 Fig.4.4 Waveform of high-speed CAN-High short-circuit fault to positive pole

Fig.4.5 Waveform of high-speed CAN-High shortcircuit to ground

3) Fault waveform 3—the waveform of CAN-High short circuit to ground is as shown in Fig.4.5 The
CAN-High voltage is at 0 V, which can be inferred for CAN-High short to ground. Due to the internal
connection of CAN-High and CAN-Low in the transceiver of the control unit, the voltage at the
recessive state of CAN-Low is also lowered at 0 V, but slight voltage change can be seen on the
CANLow line during the dominant period, inferred that the CAN-Low line is normal.
4) Fault waveform 4—the waveform of CAN-Low short circuit to ground is as shown in Fig.4.6 The

17
 CAN-Low line has a signal voltage of 0 V in both dominant and recessive states. When the CAN-High
line is dominant, the ripple voltage rises by 2V (>1V), which can infer the CAN-Low short-circuit to
ground. Due to the internal connection of CAN-High and CAN-Low in the transceiver of the control
unit, the recessive voltage of CAN-High is also reduced to 0 V.

Fig.4.6 Waveform of high-speed CAN-Low short circuit to ground

Fig.4.5 Waveform of high-speed CAN-Low short-circuit fault to positive pole

5) Fault waveform 5—the waveform of CAN-Low short circuit to the positive pole is as shown in
Fig.4.5 The voltage on both trunk is approximately 12 V.

18
6) Fault waveform 6—the waveform of the CAN-High open circuit is shown in Fig.4.6 Since the
current can no longer flow to the central termination resistor to pass the CAN-Low line, the voltage of
all two conductors is close to 1 V. If there are other control units in operation, the level shown in the
Fig. will change with the normal voltage on the CAN-High line.

Fig.4.6 Waveform of high-speed CAN-High to open circuit fault

Fig.4.7 Waveform of high-speed CAN-Low to open circuit fault

7) Fault waveform 7—the waveform of the CAN-Low open circuit is as shown in Fig.4.7 Since the
current can no longer flow to the central termination resistor to pass the CAN-High line, both
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 conductor voltages are close to 5 V. As with fault 6, if there are other control units in operation, the
level shown in the Fig.4.7 will change with the normal voltage on the CAN-Low line.

4.4.2 Low-speed CAN Bus

The level signal of the normal communication of the low-speed CAN Bus is as shown in Fig.4.8
The CAN-High signal has a voltage of about 0 V when the trunk is idle. When the signal is
transmitted on the trunk, the CAN-High voltage fluctuates between 0 V and 5 V. The CAN-Low
signal has a voltage of about 5 V when the trunk is idle. When the signal is transmitted on the
trunk, the voltage on the trunk fluctuates between 5 V and 0 V.

Fig.4.8 Low-level CAN Bus normal level signal waveform

1) Fault waveform 1 - Short circuit waveform between CAN-High and CAN-Low is as shown in Fig.4.9
The CAN-High and CAN-Low of the CAN Bus exhibit the same level signal waveform change, and it
can be inferred that the two lines are short-circuited. Since the low-speed CAN Bus has a "single line
operation" mode, when the trunk fails, the CAN Bus communicates with another data conductor that
uses normal operation to ensure normal network communication.

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 Fig.4.9 Short-circuit fault waveform between CAN-High and CAN-Low

2) Fault waveform 2—the waveform of CAN-High short circuit to ground is as shown in Fig.4.10 The
voltage of CAN-High is set to 0 V, and the voltage potential of CAN-Low is normal. Therefore, the
low-speed CAN enters the single-line working mode. As can be seen from the waveform, the fault is
caused by the CAN-High short circuit to ground.

Fig.4.10 Waveform of CAN-High short circuit to ground

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3) Fault waveform 3—the waveform of CAN-High short-circuit to the positive pole is as shown in
Fig.4.11 The voltage potential of CAN-High is approximately 12 V or the battery voltage, and the
voltage potential of CAN-Low is normal. Therefore, the low-speed CAN enters the single-line
working mode. As can be seen from the waveform, the fault is caused by the short-circuit of the
CAN-High to the positive pole.

Figure 4.11 Waveform of CAN-High to positive short circuit fault

4) Fault waveform 4—the waveform of the CAN-Low short circuit to ground is as shown in Fig.4.12
The voltage of CAN-Low is set to 0 V, and the voltage potential of CAN-High is normal. Therefore,
the low-speed CAN enters the single-line working mode. As can be seen from the waveform, the fault
is caused by the CAN-Low short circuit to ground.

Fig.4.12 Waveform of CAN-Low short circuit to ground

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5) Fault waveform 5—the waveform of the CAN-Low short circuit to the positive pole is as shown in
Fig.4.13 The voltage potential of the CAN-Low line is approximately 12 V or the battery voltage, and
the voltage potential of the CAN-High line is normal. Therefore, the low-speed CAN enters the
singleline working mode. As can be seen from the waveform, the fault is caused by the short-circuit of
the CAN-Low to the positive pole.

Fig.4.13 Waveform of CAN-Low to positive short circuit fault

6) Fault waveform 6—the waveform of CAN-High for shorting the positive pole through the connection
resistor is as shown in Fig.4.14. At this time, the recessive voltage potential of CAN-High is pulled
toward the positive direction. As can be seen from the waveform of the digital oscilloscope, the
recessive voltage potential of CAN-High is about 1.8 V, and the normal value should be about 0 V.
Therefore, the 1.8 V voltage is analysed due to the connection resistance. The smaller the resistance,
the larger the recessive voltage potential. This voltage value is equal to the battery voltage without a
connection resistor.

7) Fault waveform 7—the waveform of CAN-High shorted to ground by the connection resistor is as
shown in Fig.4.15 At this time, the dominant electrical displacement of CAN-High is in the grounding
direction. As can be seen from the waveform of the digital oscilloscope, the dominant voltage of CAN
High is about 1 V, and the normal voltage is about 4 V. The voltage of 1 V is analyzed by the
reduction voltage principle due to the influence of the connection resistance. The smaller the
resistance, the smaller the dominant voltage. This voltage is 0 V in the case of a short circuit without a
connection resistor.

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 Fig.4.14 Waveform of CAN-High on the positive pole short circuit through the connection
resistance

Fig.4.15 Waveform of CAN-High short-circuit fault to ground by connecting resistor

8) Fault waveform 8—the waveform of CAN-Low short-circuiting the positive pole through the
connection resistor is as shown in Fig.4.16 At this time, the recessive voltage potential of CAN-Low is
pulled toward the positive direction. As can be seen from the waveform of the digital oscilloscope, the
recessive voltage potential of CAN-Low is approximately 13 V, and the normal voltage should be
approximately 5 V. This 13 V voltage is due to the connection resistance. The smaller the resistance,
the larger the recessive voltage potential. In the absence of a connection resistor, this voltage value is
the battery voltage.
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 Fig.4.16 Waveform of CAN-Low to the positive pole short circuit through the connection
resistance

9) Fault waveform 9—the waveform of CAN-Low short-circuited to ground by the connection resistor
is as shown in Fig.4.17 At this time, the recessive voltage potential of CAN-Low is pulled in the 0 V
direction. As can be seen from the waveform of the digital oscilloscope, the recessive voltage potential
of CAN-Low is about 3 V, and the normal voltage should be about 5 V. It is analysed that the 3 V
voltage is caused by the connection resistance. The smaller the resistance, the smaller the recessive
voltage potential. In the absence of a connection resistor, this voltage is 0 V.

Fig.4.17 Waveform of CAN-Low short-circuit fault to ground by connecting resistor

10) Fault waveform 10—the waveform between CAN-High and CAN-Low that is short-circuited by the
connection resistor is as shown in Fig.4.18 In the case of a short circuit, the recessive voltage
25
potentials of CAN-High and CAN-Low are close to each other. The recessive voltage of CAN-High is
approximately 1 V, while the normal value is 0 V; the voltage of CAN-Low is approximately 4 V,
while the normal value is 5 V. The dominant voltage potential of CAN-High and CAN-Low is normal.

Fig.4.18 Waveform between CAN-High and CAN-Low through a short-circuit through the
connection resistor

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 CHAPTER 5
CONCLUSION
In today's fast-paced world, where automobiles have become an integral part of our daily lives, the
study of fault codes and their diagnosis has become more critical than ever. The ability to diagnose
and repair faults in a timely manner can prevent major breakdowns and accidents on the road,
ensuring the smooth functioning and safety of vehicles.

The project has provided an in-depth understanding of different types of fault codes and their
significance in various controllers. Fault codes are generated by different components of a vehicle's
electronic system, such as the Engine and Transmission Control Module, and Anti-lock Braking
System, among others. These codes provide important diagnostic information to the automotive
technician, enabling them to identify the root cause of the problem and take appropriate action.

Through the use of diagnostic tools and techniques, it is possible to detect and rectify faults in
controllers. These tools range from basic scanners that can read fault codes to more sophisticated
diagnostic equipment that can identify complex issues with pinpoint accuracy. The project has
highlighted the importance of using the right diagnostic tools and techniques for different types of
fault codes, as this can significantly reduce the diagnosis and repair time, thereby reducing downtime
and maintenance costs.

Furthermore, the project has also emphasized the importance of staying up-to-date with the latest
developments in this field. As the automotive industry continues to evolve, new controllers and
electronic systems are being introduced, each with its own set of fault codes and diagnostic
procedures. By keeping abreast of these developments, automotive technicians can ensure that they
are equipped with the necessary knowledge and skills to effectively diagnose and repair faults in
controllers, thereby maintaining the overall health of the vehicle.

In conclusion, the study of fault codes of various controllers in automobiles is an important area of
research, which can significantly impact the reliability, safety, and efficiency of vehicles. By
continuing research in this area and developing more sophisticated diagnostic techniques, we can
ensure the safe and reliable operation of vehicles, reducing downtime and maintenance costs. It is
essential for automotive technicians to stay up-to-date with the latest developments in this field to
ensure they can effectively diagnose and repair faults in controllers, thereby maintaining the overall
health of the vehicle.

27
 CHAPTER 6
FUTURE SCOPE

The study of fault codes of various controllers and the communication protocols used, including
CAN BUS, is an ever-evolving field that presents several opportunities for future research. The
following are some of the potential areas of study:

I. Development of more efficient and accurate fault detection and diagnosis algorithms using AI
and ML. These algorithms can analyze large datasets and detect faults that may be difficult to
identify manually.

II. Study of the impact of CAN BUS faults on the overall performance of the system. By
understanding the effects of these faults, engineers can develop more robust systems and
improve the reliability and safety of the vehicles.

III. Investigation of the potential impact of new technologies, such as 5G networks and edge
computing, on the communication protocols used in automotive systems. This could lead to
the development of more advanced communication protocols that are better suited for the
requirements of future systems.

IV. Study of the use of blockchain technology in fault detection and diagnosis. Blockchain can be
used to create an immutable record of system faults and their resolution, providing a
transparent and trustworthy way to track the maintenance history of the system

V. Investigation of the use of CAN BUS in other applications, such as aerospace and defense
systems. By understanding the challenges and opportunities presented by these applications,
engineers can develop more efficient and reliable communication protocols.

In conclusion, the study of fault codes of various controllers and CAN BUS faults presents several
exciting opportunities for future research. By studying these topics, engineers can develop more
advanced systems that are more reliable, efficient, and safe.

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 CHAPTER 7
REFERENCES

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19853-3_46

[II] Meilan Zhou, Xue Ao & Jian Wang “Fault Diagnosis of Automobile Based on CAN Bus” in
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[III] Taylor, N. Japkowicz and S. Leblanc, "Frequency-based anomaly detection for the
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[VI] Madhavan, Sowmya & Kalmath, Supriya & Rao, R. & Patil, Shreya & Tejaswini, M.. (2022).
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[VIII] Chen, Yiqing & Li, Qinyi & Luo, Qin. (2019). Research on Fault Diagnosis of Vehicle-
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