By

Ho Siong Peng
AfterSales Training
 CAN Multiplex System

 Data Exchange On The CAN Bus I

 (Basics Principle)

 Data transfer on CAN data bus II

 (Drive-train CAN data bus Convenience/ infotainment CAN data bus)

SPHO/6/05
Data Exchange On
The CAN Bus I
(Basics Principle)

SPHO/6/05
 The CAN Bus System

The CAN bus system in an automobile interlinks

the control units to form a network.

This produces new functions in the car and in

diagnostics which span across control units.

The “CAN Data bus” gave an initial overview of

the technology and will also describe the basic
functions of the current CAN Bus system.

SPHO/6/05
 Introduction

What is a bus system for?

• The use of a CAN bus system in an automobiles

makes it possible to network electronic modules
such as control units or intelligent sensors such
as the wheel angle sensor.

• The abbreviation "CAN" means Controller Area

Network.

SPHO/6/05
 Cont’ ~

• The CAN bus system provides the following

advantages for the car as an overall system:

• Data exchange between control units take place

on a uniform platform. This platform is call a
protocol. The CAN bus acts as a so-called data
highway.

• Systems involving several control units, e.g.

ESP, can be implemented efficiently.

• System expansions are easier to implement in

the form of optional extras.
SPHO/6/05
 Cont’ ~

• The CAN bus is an open system which permits

adaptation to various transmission media such
as copper or optical fibre cables.

• Control units are diagnosed via the K-wire.

Inside the car, diagnosis already takes place via
the CAN bus in some cases (for example the
airbag and the door control unit). In this context,
this is called a "virtual K-wire". In future cars,
there will be no K-wire.

• A cross-system diagnosis is possible across

several control units.
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 From a central control unit to a
networked system

Vehicle with central control unit

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Car with 3 control units

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Vehicle with 3 control units
and bus system

Bus System

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Drive train CAN network with 3
control units

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 Design, main features

 Many individual modules are connected in parallel to the

CAN bus system. This results in the following
requirements for the design of the overall system:

• High level of error protection: transmission

interference caused by internal or external sources must
be detected with a high degree of certainty.

• High availability: if a control unit fails, the rest of the

system must continue to be functional as far as possible
in order to exchange information.

SPHO/6/05
 Cont’ ~

• High data density: all control units have the

same information status at all times. This means
there is no difference in data between the control
units. In case of faults anywhere in the system,
all the connected users can be informed with
equal certainty.

• High data transmission rate: data exchange

between networked users must be very fast in
order to meet real time requirements.

SPHO/6/05
 Cont’ ~
• Signals are sent over  The CAN bus system is
divided into 3 special systems
the CAN bus system due to the different
digitally, at present requirements regarding signal
over copper wires. repetition rate and the large
Secure transmission is data volume:
possible at a maximum  Drive train CAN bus (high-
speed) at 500 kbps with almost
rate of 1000 kbps (1 real time requirements
Mbps).  Convenience CAN bus (low-
speed) at 100 kbps with low
time requirements
• The maximum data  Infotainment CAN bus (low-
rate at VOLKSWAGEN speed) at 100 kbps with low
and AUDI has been time requirements
fixed at 500 kbps.
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CAN bus system

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Cont’ ~

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 Engine Climate control Unit
Convenience
Control Unit CAN Bus
Parking Aid
ABS
Control Unit Tire Pressure Check
Transmission
Control Unit Driver Seat Memory

Gear Selector Convenience Control

Lever Interface Unit

Air Bag Driver Door control

Drive Train
Control Unit CAN Bus Unit
Combi- FL Door Control
Instrument Unit
Steering RR Door Control
Angle sensor Unit

Parking Aid RL Door Control

Infotainment CAN Bus Unit

Radio Radio Navigation Phone Interface Box DSP

 Production launch and development
statuses

The first production launch at Volkswagen took place in MY 97

with the 62.5 kbps convenience system in the Passat.

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Other development stages
include:
MY 98 Drive train CAN
bus in Golf and Passat,
500 kbps

MY 00 Gateway K-wire
on CAN in Golf and
Passat
SPHO/6/05
 Cont’ ~

MY 00 Convenience CAN
bus 100 kbps standard in
Group, e.g. in SKÔDA
Fabia
Gateway drive train CAN
bus / convenience CAN
bus in SKÔDA Fabia

MY 01 Convenience
CAN bus 100 kbps
standard in Group, for
example in Passat
SPHO/6/05
 Handling the CAN bus

• The CAN bus is an independent system with the

car's electronics systems and acts as a data line
to exchange information between control units.

• Due to its design and construction, the system

works with a high degree of intrinsic safety.

• If faults still occur, they are mainly stored in the

fault memory of the related control unit and are
accessible by the Diagnostic Testing and
Information System.

SPHO/6/05
 Cont’ ~

• The control units contain self-diagnosis functions

from which the system can detect CAN-related
faults.

• After reading out the CAN fault entries with the

Diagnostic Testing and Information System (for
example VAS 5051/B, 5052), this information is
available for specific fault-finding processes.

SPHO/6/05
 Cont’ ~

• The entries in the fault memory of the control units are

suitable for initial fault detection. Beyond this, it provides
you with confirmation that there are no more faults
present after fault remedial action. The engine must be
restarted to update the fault memory.

• A key requirement for a car with the status "CAN bus

OK" is that there should be no CAN fault entry in any
vehicle operating state.

• To start an analysis which may lead to fault detection or

fault remedy, a basic knowledge is required about data
exchange on the CAN bus.

SPHO/6/05
 The CAN Bus Networking principle
• The basic system consists of several control
units.

• They are connected in parallel to the bus line by

transceivers.

• This means that the same conditions apply to all

stations. In other words, all the control units are
handled equally, none has any preference.

• In this context, this is called a multi-master

architecture (all ECU or control unit).

SPHO/6/05
 Cont’ ~

• Information is exchanged serially (in series).

• Basically, the CAN bus is already fully functional
with a single line!
• The system can also be equipped with a second
bus line.
• The second line is used for signals traveling in
the reverse order.
• It is possible to suppress external interference
more effectively by reversing the signals.

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 To explain the basic principle of data transmission in a
simpler way, we will assume a single bus line in the
following examples.

The networking principle SPHO/6/05

 Information exchange

• Exchange information is referred to as messages. Any

control unit can send or receive messages.

• A message contains physical values such as the engine

speed (rpm).

• The engine speed in this case, is represented as a

binary value (a string of ones and zeroes).

• For example: (The engine speed of 1800 rpm is

represented as 00010101 in binary notation.)

SPHO/6/05
 Cont’ ~

• Before sending, the binary value is converted

into a serial bit stream.

• The bit stream is sent over the 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 one.

SPHO/6/05
 Cont’ ~

• In the reception process, voltage values are converted

back into a bit stream by the transceiver and sent over
the RX line (receive line) to the control units.

• The control units then convert the serial binary values

back into messages.

• For example: (the value 00010101 is converted back to

the engine speed 1800 rpm)

• A message sent can be received by any control unit.

SPHO/6/05
 Cont’ ~
• This principle is also
called a broadcast
message. The idea is
derived from a transmitter
which broadcasts a
programme which any
tuner (receiver) can
receive.

• The broadcasting process The broadcasting principle:

ensures that all control one sends, everyone
units connected to the receives.
bus have the same
information status.

SPHO/6/05
 Cont’ ~
Information exchange of a message on the CAN bus (broadcast principle)

SPHO/6/05
Cont’ ~

Electrical signal transmission in chronological sequence

K wire
The K-wire is provided for connection to a
VAS tester for vehicle diagnosis when
servicing.
SPHO/6/05
 Control unit

• The control unit receives signals from the

sensors, processes them and passes them on to
the actuators.

• The main components of a control unit are: a

microcontroller with input and output memories
and a program memory.

• The sensor values received by the control, e.g.

engine temperature or engine speed, are
interrogated at regular intervals and stored in the
input memory in their order of occurrence.

SPHO/6/05
 Cont’ ~

• The microcontroller links the input values based

on the program configuration. The results of this
process are stored in each output memory and
from there, they are sent to each of the
actuators.

• In order to process CAN messages, each control

unit has an additional CAN memory area for
received and sent messages.

SPHO/6/05
 Cont’ ~

CAN module
• The CAN module controls the data transfer
process for CAN messages.

• It is divided into two sections, the receive section

and the send section.

• The CAN module is connected to the control unit

via the receive mailbox or the send mailbox. It is
normally integrated in the chip of the control unit
microcontroller.
SPHO/6/05
 Cont’ ~

 Transceiver
• The transceiver is a transmitter and receiver amplifier. It
converts the serial bit stream (logic level) of the CAN
module into electrical voltage values (line level) and vice
versa.

• The electrical voltage values are designed for sending

over copper wires.

• The transceiver is connected to the CAN module via the

TX line (transmit line) or via the RX line (receive line).

• The RX line is directly connected to the CAN bus and

permits continuous monitoring of bus signals.
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SPHO/6/05
 Data Transmission Process

Data transmission using the example of

engine speed detection > transmission >
display

 The following example describes the complete

process for exchanging engine speed
information from detection through to display in
the rev counter.

 It explains the chronological sequence of the

data transmission process and the interaction
between the CAN modules and the control units.
SPHO/6/05
 Cont’ ~

 First the engine control unit sensor detects the engine

speed value.

 This value is stored in the microcontroller input memory

at regular intervals.

 Since the present engine speed value is also required for

other control unit, e.g. the dash panel insert, it has to be
sent over the CAN bus.

 The engine speed value is first copied to the transmit

memory of the engine control unit.

SPHO/6/05
 Cont’ ~

 From there the information goes to the transmit

mailbox of the CAN module.

 If a current value is located in the transmit

mailbox, it is indicated by the transmit flag (the
flag is raised).

 Once the message is sent to the CAN module,

the engine control unit has completed its task for
this process.
SPHO/6/05
Cont’ ~
The engine speed value is first converted into an engine
message with a CAN-specific form in accordance with the
protocol. The main components of a protocol are:
The components of an engine message would therefore include:
identifier=engine_1, content= rpm.
The engine message also contains other values, e.g. idling speed,
torque etc.

SPHO/6/05
 Cont’ ~

 The CAN module then checks via the RX line

whether the bus is active (whether information is
in the process of being exchanged). If
necessary, it waits until the bus is free.

 (Level 1 (passive) ) for a specific period). If the

bus is free, the engine message is sent.

SPHO/6/05
 Cont’ ~

• Detail: Interrogation
format for 'Is bus
free?'

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 Receive process
The receive process consists of two steps:
• Step 1 = check message for errors (at monitor level)
• Step 2 = check message for usability (at acceptance level)

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Receive process
Cont’ ~

All connected stations receive the message sent by the engine control unit.
It travels over the RX lines to the receive areas of the CAN modules.

Detail: receive area, monitoring and acceptance levels

SPHO/6/05
 Cont’ ~

• The receivers received the engine message and

checked them for correctness at the associated
monitoring level.

• This helps to detect local faults which may occur

only in one control unit under certain
circumstances.

• This results in the high data density mentioned

before (also refer to the sections on
“Transmission protection, fault response”).
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 Data transmission process

Simultaneous send attempt by several

control units
• If several control units attempt to send at the
same time, there would be a data collision on
the bus line.
• To avoid this, the CAN system uses the following
strategy: every active control unit starts its
transmit process by sending an identifier.
• All the control units monitor the bus traffic by
monitoring the bus on their RX line.

SPHO/6/05
 Cont’ ~

• Every transmitter compares the state of the TX

line bit-by-bit with the state of the RX line.

• The comparison may show differences.

• The CAN strategy regulates this situation in the

following way: the control unit whose TX signal
was overwritten by a zero must withdraw from
the bus.

• Message weighting is controlled by the number

of leading zeroes in the identifier.
SPHO/6/05
 Cont’ ~

• Rule: the lowers the number in the identifier, the

more important the message.
• This procedure is called arbitration. Association:
arbiter = referee or judge

Data bus line

Retains allocation and remains

in transmit mode

SPHO/6/05
Cont’ ~

Loses allocation and goes to

receive mode

Loses allocation and goes to

receive mode

Arbitration process to avoid collisions

SPHO/6/05 END
Question
Data transfer on
CAN data bus II

Drive-train CAN data bus

Convenience/ infotainment
CAN data bus

SPHO/6/05
Cont’ ~

 The use of different CAN data bus systems in a

motor vehicle and the utilization of data in
different networks by different systems sets
new demands on diagnosis and fault finding.

 Basically divided into 3 groups namely:

1) CAN Power-train,
2) CAN Convenience and
3) Can Infotainment

SPHO/6/05
 Introduction

• The CAN data bus is very reliable. CAN faults,

therefore, rarely occur.

• The following information is intended to help you

with fault finding and to highlight a number of
standard faults.

• It is designed to concentrate on the basics of the

CAN data bus system so that the measurements
from target orientated fault finding can be
evaluated.

SPHO/6/05
 Cont’ ~

 Messages that indicate a requirement for the

CAN data bus to be examined more closely are
provided by the vehicle diagnosis, testing and
information system – VAS 5051/B – such as,
"Engine control unit has no signal/
communication" (sporadic) or "Drive-train data
bus defective".

 Further notes on fault sources are supplied by

the measured value blocks of the "Gateway", in
which the status of communication of all control
units connected in the CAN data bus is stored.

SPHO/6/05
 CAN networking in the VW Group
 In the VW Group, different types of CAN data bus systems are used.

 The first type of CAN data bus was the convenience CAN data bus
with a transfer rate of 62.5 kBit/s.

 The next one was the drivetrain CAN data bus with 500 kBit/s.

 The drivetrain CAN data bus is still used in all models today.

 As of model year 2000, the "new" convenience CAN data bus and
infotainment CAN data bus have been introduced, each with a
transfer rate of 100 kBit/s.

 The new convenience/ infotainment CAN data bus can now

exchange data with the drivetrain CAN data bus via the dash panel
insert with Gateway feature

SPHO/6/05
 Practical layout

 Due to different demands with regards to the required

repeat rate of the signals, the volume of data that
amasses and the availability (readiness), the three CAN
data bus systems are configured as follows:

1) Drivetrain CAN data bus (high speed) with 500 kBit/s

networks the control units of the drivetrain.

2) Convenience CAN data bus (low speed) with 100

kBit/s networks the control units in the convenience
system.

3) Infotainment CAN data bus (low speed) with 100

kBit/s networks the systems for radio, telephone and
navigation, for example.
SPHO/6/05
 The main differences in the systems are as follows:

 The drivetrain CAN data bus is switched off by terminal 15 or after a

brief run-on period.

 The convenience CAN data bus is supplied with power by terminal

30 and must remain on standby.

 To prevent the onboard supply system from being placed

excessively under load, the system switches via "terminal 15 off" to
"sleep mode" when it is not required by the entire system.

 The convenience/ infotainment CAN data bus remains operational,

thanks to the second wire, if a short circuit in a data bus wire or
open circuit in a CAN wire is evident. In this instance, the system will
switch automatically to "single wire operation“.

 The electrical signals from the drivetrain CAN data bus and
convenience/ infotainment CAN data bus are difference (in terms of
speed and frame structure) SPHO/6/05
 Overview
 CAN wiring properties

 The CAN data bus is of the dual cable type with a transfer rate of
100 kBit/s (convenience/ infotainment) or 500 kBit/s (drivetrain).

 The convenience/ infotainment CAN data bus is also referred to as a

low speed CAN and the drivetrain CAN data bus as a high speed
CAN.

 The CAN data bus lies parallel to all control units of the respective
CAN system (=).

 Both wires of the CAN data bus are called CAN high and CAN low
wires.

 Two entwined wires are referred to as a twisted pair.

SPHO/6/05
 Twisted pair, CAN high and CAN low wire
(drivetrain CAN data bus)

 Data is exchanged between the control units via

both of these wires.

 The data comes in the form of engine speed,

tank fill level and road speed, for example.
SPHO/6/05
 Cont’ ~

 The CAN wires can be found in the wiring

harness and these are coloured orange.

 The CAN high wire in the drivetrain CAN data

bus has an additional black marking.

 On the convenience CAN data bus, the

additional colour is green and

 On the infotainment CAN data bus, it is violet.

The CAN low wire is always marked brown.
SPHO/6/05
 Cont’ ~

 For reasons of clarity, the CAN wires are shown

in completely yellow or completely green inline
with the VAS 5051/B display. The CAN high wire
is always yellow, the CAN low wire is always
green.

CAN high wire

CAN low wire

Twisted pair, CAN high and CAN low wire representation

SPHO/6/05
 Overview
Differential data transfer as on the drivetrain
CAN data bus

 Increased transfer security

• In order that a high level of security can be
achieved in the transfer of data, the CAN data
bus systems all feature the previously mentioned
twisted pair wiring with differential data transfer.

• The wires are known as CAN high and CAN low.

SPHO/6/05
 Cont’ ~

Voltage differences in CAN wires when changing

between dominant (1) and recessive state (0) 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.

SPHO/6/05
 Cont’ ~

 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).

SPHO/6/05
 Cont’ ~

 Therefore, the voltage difference between CAN

high and CAN low in a recessive state is 0V,
and in a dominant state, at least 2V.
CAN Low

In a dominant state,
the CAN high wire In a recessive state,
rises to approx. 3.5V the two wires are at
(3.5V – 1.5V = 2V) approx. 2.5V (rest
state) (2.5V- 2.5V = 0V)

In a dominant state,
the CAN low wire
drops to approx.
1.5V Can Low
SPHO/6/05
 System overview

Properties and special features of the

convenience/ infotainment CAN data bus

 The convenience/ infotainment CAN data bus,

with a transfer rate of 100 kBit/s, serves as a
means of networking the control units associated
with the convenience CAN data bus and the
infotainment CAN data bus.

SPHO/6/05
 Cont’ ~

Examples of control units in the convenience/

infotainment CAN data bus are:

 Climatronic/air conditioning control unit

 Door control units
 Convenience control unit
 Control unit with display unit for radio and
navigation

SPHO/6/05
 Cont’ ~

• The convenience/ infotainment CAN data bus, as with all

CAN wires, is of the twisted pair type.

• The transfer rate of the data bus is just 100 kBit/s, which
is why the term low speed CAN is used.

• Data is exchanged between the control units via the

CAN high and CAN low wire, for example doors open/
closed, interior lights on/ off, power window up/down,
and similar.

• The convenience CAN data bus and infotainment CAN

data bus can be operated on a common wire pair due
to the fact that they have the same transfer rate
(provided this is made possible on the relevant models
e.g. Golf and Polo model year 2002).
SPHO/6/05
 Cont’ ~

 Signal pattern of the convenience/ infotainment

CAN data bus
CAN Low

In a dominant
state, the CAN
high wire is at
approx. 3.6V.

In a dominant
state, the CAN low
wire drops to
approx. 1.4V. In a recessive state,
the CAN high wire is at
approx. 0V and the
CAN low wire is at
SPHO/6/05
approx. 5V.
CAN High
 Entire system

Network of three systems via Gateway

 The drive-train CAN data bus cannot be joined

with the convenience/ infotainment CAN data
bus due to the different signal levels and resistor
layout.

 Furthermore, the different transfer rate of both

data bus systems makes it impossible to
evaluate the different signals.

SPHO/6/05
 Cont’ ~

 Between the two data bus systems a conversion

is therefore necessary (due to difference in
speed).

 This conversion is carried out in the Gateway.

 Depending on the vehicle, the Gateway can

either be found in the dash panel insert, in the
onboard supply control unit or in its own
Gateway control unit.

SPHO/6/05
 Cont’ ~

 Since the Gateway has access to all of the

information via the CAN data bus, this is also
used as a diagnosis interface.

 Interrogation of the diagnosis information is

presently done via the COM wire of the
Gateway, with introduction of the Touran, a CAN
data bus diagnosis wire will be used.

SPHO/6/05
 Networking System
The principle of the Gateway can be compared to a railway system

Tram, (convenience/
Infotainment CAN data bus)

Fast Train (drivetrain

CAN data bus

SPHO/6/05
 Cont’ ~

 At platform A (otherwise known as the Gateway) of the

railway, a fast train arrives (drivetrain CAN data bus, 500
kBit/s) with several hundred passengers onboard.

 At platform B the tram is already waiting (convenience/

infotainment CAN data bus, 100 kBit/s).

 A number of passengers change from the fast train to the

tram and some passengers have arrived with the tram to
catch the fast train.

SPHO/6/05
 Cont’ ~

 The function of the railway/ platform is to allow

passengers to change trains to take them to
their chosen destination at different speeds and
this describes the role of the Gateway in
networking both the drivetrain CAN data bus and
convenience/ infotainment CAN data bus
systems.

The main role of the Gateway is to exchange

information between both systems at different
speeds.

SPHO/6/05
Cont’ ~

Reminder:

 Contrary to the convenience CAN data bus and

infotainment CAN data bus, the drivetrain CAN data
bus should never be connected electrically to the
convenience CAN data bus or infotainment CAN data
bus!

 The different data bus systems, drivetrain CAN and

convenience/ infotainment CAN should only be
connected in the vehicle via the Gateway.

SPHO/6/05
The following display groups/ measured
value blocks are present

SPHO/6/05 END
Question
CAN Data Bus
Introduction
By
Ho Siong Peng
AfterSales Training
 Introduction
 The requirements relating to driving safety, driving
comfort, exhaust emissions and fuel economy are
becoming ever more stringent.

 This entails more intensive information exchange

between control units.

 A well-engineered solution is necessary to ensure

that the electrics/electronics in the vehicle still
remain manageable and do not take up too much
space.
SPHO/6/05
 Cont’~

 The CAN data bus is such a solution.

 It was developed specially for automobiles and is

used by both Volkswagen and Audi.

 CAN stands for Controller Area Network and

means that control units are networked and
interchange data.

SPHO/6/05
Cont’ ~

SPHO/6/05
 Cont’ ~ CAN data bus

Data transfer
What are the possible options for data
transfer in vehicles at present?
Option No. 1: (STD Non-Multiplex)
Each item of information is exchanged over
a separate wire.
Option No. 2:
All information is exchanged between
control units along a maximum of two
wires: the CAN data bus.
SPHO/6/05
 Cont’ ~

 The figure below shows you option No. 1, where each

item of information is transferred along a separate wire.

 A total of five wires are required for data transfer in this

case.

SPHO/6/05
 Conclusion:

 A separate wire is  Therefore, this data

required for each item transfer mode is only
of information. suitable for
 As the volume of exchanging a limited
additional information volume of information.
increases, so does
the number of wires
and the number of
pins on the control
units.
SPHO/6/05
 Cont’ ~

 In contrast to option No. 1, all information (in option 2) is

transferred along two wires in the CAN data bus.

 The same data is transferred along the two bidirectional

wires of the CAN data bus.

SPHO/6/05
 Conclusion:
 With this data transfer  Data transfer with the
mode, all information CAN data bus would
is transferred along therefore make sense if
two wires regardless a large volume of
of the number of information is exchanged
participating control between control units.
units and the volume But the when more then
of information one data is sent out at
involved. the same time, the CAN
system utilize the
Protocol rules, meaning
“Who Goes First”
SPHO/6/05
 The CAN data bus

 Is a type of data transfer between control units. It

links the individual control units to form an
integrated system (Networking System)

 The more information a control unit has

regarding the state of the overall system, the
better it can co-ordinate the individual functions.

SPHO/6/05
 Cont’ ~

 The following
components in the drive
train form an integrated
system:

1) the engine control unit,

2) the automatic gearbox
control unit and
3) the ABS control unit

Power Train CAN data bus

SPHO/6/05
 Cont’ ~

The following
Door Control Units
components in the
convenience
system form an
integrated system:

 the central control

unit and
 the door control Central
units Control unit

Convenience CAN
data bus SPHO/6/05
 Benefits of the data bus

 If the data protocol is extended to include

additional information, only software
modifications are necessary (ECU update).

 Low error rate through continuous verification of

the transmitted information by the control units
as well as additional safeguards in the data
protocols (the 7 Frame structure)

 Fewer sensors and signal lines through the

multiple use of a sensor signal.

SPHO/6/05
 Cont’ ~

 High-speed data transfer is possible between

control units (500 kBytes).

 More space available through smaller control

units and smaller control unit plugs (ECU and
connectors).

 The CAN data bus conforms to international

standards and therefore facilitates data
interchange between different makes of control
unit (SAE code).

SPHO/6/05
 The principle of data transfer

• Data transfer with the CAN data bus functions in

much the same way as a telephone conference.

• A subscriber (control unit) ”speaks“ data into the

line network while the other subscribers “listen
in” to this data.

• Some subscribers will be interested in this data

and will utilize it.

• The other subscribers will choose to ignore this

data.
SPHO/6/05
Cont’ ~

SPHO/6/05
 What components make up a
CAN data bus?
 What components make up a CAN data bus?
• The CAN data bus comprises a controller, a transceiver,
two data bus terminals and two data bus lines.
• Apart from the data bus lines, the components are
located in the control units. The functions of the control
units are the same as before.

SPHO/6/05
 Cont’ ~
 They have the following
tasks:
 The CAN controller  The CAN transceiver

• Receives the transfer data • Is a transmitter and receiver in

from the microcomputer one. It converts the data which
integrated in the control unit. the CAN controller supplies
into electrical signals and
sends this data over the data
• The CAN controller processes bus lines.
this data and relays it to the
CAN transceiver.
• Likewise, it receives data and
converts this data for the CAN
• Likewise, the CAN controller controller.
receives data from the CAN
transceiver, processes it and
relays it to the microcomputer
integrated in the control unit.
SPHO/6/05
 Cont’ ~

 The data bus terminal  The data bus lines

• Is a resistor. It prevents • Are bidirectional and

data sent from being transfer the data.
reflected at the ends and
returning as an echo. • They are referred to as
CAN High (CAN H) and
• This would corrupt the CAN Low (CAN L).
data.

SPHO/6/05
 Cont’ ~

• The data bus does not have a designated (not conclude

to one) receiver. Data is sent over the data bus and is
generally received and evaluated by all subscribers.

SPHO/6/05
 Data transfer process

 Supplying the data

• The control unit provides data to the CAN controller for
transfer.

 Sending data
• The CAN transceiver receives data from the CAN
controller, converts it into electrical signals and sends
them.

 Receiving data
• All other control units networked with the CAN data bus
become receivers.

SPHO/6/05
 Cont’ ~

 Checking data
• The control units check whether they require the
data they have received for their functions or
not.

 Accepting data
• If the received data is important, it is accepted
and processed. If not, it is ignored.

SPHO/6/05
Cont’ ~

SPHO/6/05
 Data transfer

What does the CAN data bus transfer?

• It transfers a data protocol between the control

units at the shortest intervals possible.

• It is subdivided into seven areas.

SPHO/6/05
 Cont’ ~

The data protocol:

• Comprises a long string of bits. The number of

bits in a data protocol depends on the size of the
data field.

• The diagram below shows the format of a data

protocol. This format is identical on both data
bus lines.

• For simplicity’s sake, only one data bus line will

be shown.
SPHO/6/05
Cont’ ~

• 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”,
i.e. “yes” or “no” .

SPHO/6/05
The 7 Frame Structure

SPHO/6/05
 The 7 Field Structure

1) Start 1. Start
2) Status 2. Identifier
3) Check 3. Command
4) Data 4. Data
5) Safety 5. Check
6) Confirmation 6. Acknowledgment
7) The End 7. The End

SPHO/6/05
 The seven Frame Structure

 The start field Seven Frame Structure

• Marks the start of the

data protocol. A bit with
approx. 5 Volts
(depending on system) is
sent over the CAN High
Line and a bit with
approx.

• 0 Volts is sent over the

Start Field
CAN Low Line.

SPHO/6/05
 Cont’ ~

 The status field (identifier)

• Defines the level of priority
of the data protocol.

• If, for instance, two control

units want to send their data
protocol simultaneously, the
control unit with the higher
priority takes precedence.
Status or Identifier Field

SPHO/6/05
 Cont’ ~

The check field

• Displays the number of
items of information
contained in the data
field. This field allows
any receiver to check
whether it has received
all the information
transferred to it. Check Field

SPHO/6/05
 Cont’ ~

In the data field

• Information is
transferred to the
other control units.

Data Field

SPHO/6/05
 Cont’ ~

The safety field

• Detects transfer
faults.

Safety Field

SPHO/6/05
 Cont’ ~

 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 Confirmation Field

sends the data protocol
again.
SPHO/6/05
 Cont’ ~

The end field

• Marks the end of the
data protocol.

• This is the last

possibility to indicate
errors which lead to a
repeat transfer. End Field

SPHO/6/05
 Function

How is a data protocol produced?

 The data protocol comprises a string of several

bits.

 Each bit can only have status or value “0”

or “1”.

• “0” = Recessive
• “1” = Dominant

SPHO/6/05
 Cont’ ~
Here is a simple example to explain how a
status with the value “0” or “1” is generated:
 The light switch
• Switches a light on or off. This means that the
light switch can have two different states.

SPHO/6/05
 CAN data bus allocation

• If more than one control unit wants to send its

data protocol simultaneously, the system must
decide which control unit comes first.

• The data protocol with the highest priority is sent

first.

• For safety reasons, the data protocol supplied by

the ABS/EDL control unit for safety reasons is
more important than the data protocol supplied
by the automatic gearbox control unit (driving
comfort).
SPHO/6/05
 Cont’ ~

 How are allocations made?

• Each bit has a value, and this value is assigned a
weighing. There are two possibilities: high
weighting or low weighting.

 How is the priority of a data protocol recognized?

• A code comprising eleven bits is assigned to
each data protocol depending on its priority in the
status field.
• The priorities of three different data protocols are
shown in the table below.
SPHO/6/05
Cont’ ~

SPHO/6/05
 Cont’ ~

• All three control units

start sending their data
protocol simultaneously.
At the same time, they
compare the data bit by
bit on the data bus line.

• If a control unit sends a

low weighting bit and
detects a high weighting
bit, the control unit stops
sending and becomes a
receiver.
SPHO/6/05
Example:

 Bit 1:

1) ABS control unit transmits a high weighting bit.

2) Motronic control unit also transmits a high
weighting bit.
3) Automatic gearbox control unit transmits a low
weighting bit and detects a high weighting bit
on the data bus line.

 Thus, it loses its priority status and becomes a

receiver.

SPHO/6/05
 Cont’ ~

 Bit 2:
1) - ABS/EDL control unit sends a high weighting
bit.
2) - Motronic control unit transmits a low order bit
and detects a higher weighting bit on the data
bus line.
 Thus, it loses its priority status and becomes a
receiver.

SPHO/6/05
 Cont’ ~

 Bit 3:
1) - ABS/EDL control unit has the highest priority
and thus receives the allocation. It continues to
send its data protocol until it ends.

 After the ABS/EDL control unit has finished

sending its data protocol, the other control
units try again to transmit their data protocol.

SPHO/6/05
Cont’ ~

SPHO/6/05
 Sources of interference
 Sources of interference in
the vehicle are components
which produce sparks or in
which electric circuits are
open or closed during
operation.

 Other sources of interference

include mobile telephones
and transmitter stations, i.e.
any object which produces
electromagnetic waves.

 Electromagnetic waves can

affect or corrupt data
transfer.
SPHO/6/05
 Cont’ ~

• To prevent
interference with the
data transfer, the two
data bus lines are
twisted together.

• This also prevents

noise emission from
the data bus line.

• The voltage on both

lines is opposed.
SPHO/6/05
 Cont’ ~

 That means:
• If a voltage of approx. 0 Volts is applied to the one data
bus line, then a voltage of approx. 5 Volts is applied to
the other line and vice versa.

• As a result, the total voltage remains constant at all

times and the electromagnetic field effects of the two
data bus lines cancel each other out.

• The data bus line is protected against received radiation

and is virtually neutral in sending radiation.

SPHO/6/05
 CAN Data bus in
Convenience System

 In the convenience
system, the CAN data
bus currently connects
the control units of the
convenience system.

 These are:
i. a central control unit
and
ii. two or four door control
units.

SPHO/6/05
 Cont’ ~
 The structure of the
CAN data bus in the
convenience system
• The lines of the control
units converge at one
point in a star pattern.
 The advantage: if one of
the control units fails, the
other control units are still
able to send their data
protocols.
 The following functions of
the convenience system
transfer data:
• Central locking
• Electric windows
• Switch illumination
• Electrically adjustable
and heated door mirrors
• Self-diagnosis
SPHO/6/05
 Cont’ ~

What are the advantages of the CAN data bus

in the convenience system?

 Fewer lines are routed via the door connections.

 In the event of a short circuit to earth, to positive

or between lines, the CAN data bus goes to
emergency running mode and changes over to
single-wire mode.

 Fewer diagnosis lines are required, because

self-diagnosis is handled entirely by the central
control unit.
SPHO/6/05
 Cont’ ~
 The features of the CAN
data bus in the convenience
system

• The data bus comprises two

lines along which information
is sent.

• To avoid electromagnetic
interference and radiation
emission, the two data bus
lines are twisted together.
Note twist length.
SPHO/6/05
 Cont’ ~

• The convenience data bus

operates at a speed of 62.5
kbit/s (62,500 bits per
second). This means that it
lies in a speed range (low
speed) from 0 - 125 kbit/s.
A data protocol transfer
takes approx. 1
millisecond.

• Each control unit tries to

send its data at intervals of
20 milliseconds.

SPHO/6/05
 Cont’ ~

Order of priority:
1. Central control unit ➜ 1
2. Control unit on driver’s
side➜ 2
3. Control unit on front
passenger’s side➜ 3 5
4
4. Control unit on rear
left➜ 4 3

5. Control unit on rear 2

right 5 1

Star Pattern
SPHO/6/05
 Cont’ ~

• Since the data in the • The advantage is

comfort (convenience) that it is possible to
system can be change over to single-
transferred at a wire mode if a data
relatively low speed, it bus line fails.
is possible to use a
transceiver with a lower • The data can still be
power output. transferred.

SPHO/6/05
 The information in the drive train

What information is transferred?

• The information in question is very important for

the tasks of the individual control units.

• For safety reasons in the case of the ABS

control unit, for reasons of controlling the ignition
and quantity injected in the case of the engine
control unit, and for reasons of driving
convenience in the case of the automatic
gearbox control unit.

SPHO/6/05
 Cont’ ~

• The table shows you part of the data protocol and the
individual data fields by way of an example.

SPHO/6/05
 Networking of the control units in
the drive train
• J104 ABS/EDL control
unit
• J217 Automatic gearbox
control unit
• J220 Motronic control unit
• In contrast to the
convenience system, only
a part of the overall
system is displayed in the
drive train.
• In this case, only the
networking of the control
units is shown.

SPHO/6/05
 Cont’ ~

• The node is usually

located outside the
control unit (in the
wiring harness).

SPHO/6/05
 Cont’ ~

• In exceptional cases,
the node may be Motronic control unit

located in the engine

control unit.
ABS control
unit

• In the illustration Automatic

below, you can see Gearbox c/unit

the node at which the

wires in the engine
control unit converge.
Can data bus (with node in
Motronic control unit
Networking of control units in the
Convenience System
 Cont’ ~
 Control units:
• J386 Door control unit, driver’s side
• J 387 Door control unit, front
passenger’s side
• J388 Door control unit, rear left
• J389 Door control unit, rear right
• J393 Central control unit for
convenience system

 Fuses:
• S6 Fuse, terminal 15 - central control
unit
• S14 Fuse, terminal 30 - central
control unit
• S37 Fuse, terminal 30 - electric
windows
• S238 Fuse, terminal 30 - central
locking

SPHO/6/05
 Convenience CAN data bus diagnosis

The self-diagnosis
of the CAN data bus
in the convenience
system

• Self-diagnosis can be
performed with VAS
5051/B under the
following address During self-diagnosis and
word: “Convenience troubleshooting, all control
units which interchange
system” information with the CAN data
bus must be regarded as an
integrated system.
 Cont’ ~

The following
function is relevant
Data bus terminal
to the CAN data
bus:
• Function 02 -
Interrogate fault
memory
• A fault is stored in the Open circuit in one or more
control units if data data bus lines.
transfer between the
control units is
disturbed
SPHO/6/05
 Cont’ ~

• Short circuit between • Short circuit to earth

data bus lines. or positive in a data
bus line.
• One or more control
units are defective.

Data bus terminal

SPHO/6/05 END
Question