Chapter 12

Multiplexing
Video: What is Multiplexing 2:03
https://youtu.be/7J2Y9EBJWsM

Video: Introduction To The Controller Area Network 3:48

https://youtu.be/8nl3XkL1eTc?si=ocg1_8uNb17KW7nq
 Multiplexing
Multiplexing means data sharing between multiple
system control modules. Our definition of a control
module is one that has both processing and
outcome-switching capability: it is commonly
known as a system controller. If you set up a
chassis computer system so that all of the control
modules “speak” the same language and provide a
common, shared communication path between
them, then you have a multiplexed system.
 Multiplexing Simplifies Hardware
Although the term sounds complex, multiplexing actually
simplifies truck electronics. It does this by giving electronic
subsystems a common communication language, and, by
using a data bus or information highway, it allows data
signals to take the place of hard wire in the electronic input
and output circuits.
An example of how the volume of hard wire can be reduced
by multiplexing is demonstrated by the International Trucks
Diamond Logic system that has decreased the number of
wires to the instrument gauge cluster from 67 to just 7.
 Multiplexing, Clients, and Servers
In the computer world anyone or anything that
wants something is referred to as a client. For a
transaction to take place, there must be
someone or something that fulfills that need.
The fulfillment of a client need is provided by a
server. So the data backbone serves as a path for
connecting clients with servers. The messages
used to make these connections are known as
packets.
J1939 linear data bus topology and nodes
 Multiplexing Basics
Some of the key input sensor signals are required by more
than one of the chassis control modules. The throttle
position sensor (TPS) is a good example of such a signal.
The TPS signal is a required input for the engine
management, transmission management, antilock braking
system/automatic traction control/anti-rollover
electronics. The TPS signal communicates directly to one
module (usually the engine ECM), and from there
broadcast over the data bus so that any other networked
controllers that require this signal can pick it up.
 Electronic systems that are commonly multiplexed include:
• Engine control module (ECM)
• Fuel-injection control module (FICM)
• Body control module (BCM)
• Transmission control module (TCM)
• Instrument cluster unit (I Cu)
• Dash display module (DDM)
• Signal detect/actuation module (SAM)
• Antilock braking system (ABS)
• Automatic traction control (ATC)
system
• Antirollover electronics (ARE)
• Electronic immobilizer system (E IS)
• Collision warning system (CWS)
• Telematics module
• Collision mitigation system (CMS)
• Global positioning system (GPS) (one-
way)
• Satellite communications systems (SCS)
• Supplemental restraint systems (SRS)
• Lane departure warning (LDW) systems
 CAN 2.0
• CAN 2.0 (second generation) is the basis for S AE J19
39, the high-speed network in standard use on
trucks and buses in North America. J19 39 was
conceived as a powertrain bus, but today it can be
used for non-powertrain functions depending on the
application; for instance, agricultural equipment
uses J1939 for a wide range of non-powertrain
activities. The J1939 bus is designed to function from
125 K bits per second (Kb/s) up to 1 Mb/s.
 Assigning Priorities
In a vehicle management network, some signals
are necessarily prioritized over others. An
example of a high-priority signal would be the
accelerator pedal angle or TPS signal. Any
change in the TPS signal value must be
responded to at high speed and is, therefore,
allocated a higher priority than a signal that
changes relatively slowly, such as that from the
coolant temperature sensor.
 Message Tagging
Each message is assigned a tag, a data frame of
around 100–150 bits for transmission to the bus.
The tag codes a message for sequencing
transmission to the data bus and also limits the
time it consumes on the bus. Tagging messages
ensures that queue time until the next (possibly
urgent!) data transmission is kept to a minimum.
 Multiplexing Standardization
Multiplexing standardization for vehicles has been
orchestrated by the International Organization for
Standardization (ISO) internationally and by the SA
E (Society of Automotive Engineers) in North
America. In North America, CAN-C (light-duty
vehicles) and SAE J1939 (heavy-duty, on- and off-
highway vehicles), define the hardware and
software protocols of multiplexed components and
data transfer.
 J1939 Backbone (1 of 3)
A multiplexing data bus must be stable and must be
protected against unwanted radiation interference
that could corrupt the data signals. The data bus or
backbone used in a J1939 multiplexed chassis is a
pair of twisted wires color coded yellow and green.
The reason for using a twisted-wire pair is to
minimize the surface area on which external low-
level radiation or electromagnetic interference (eM
i) can act on the bus.
 J1939 Backbone (2 of 3)
Terminating resistors are
used to absorb signal
energy, leaving no energy
for reflections or echoes
that result in electronic
noise. They may be
integrated into controllers
or into bus stubs
 J1939 Backbone (3 of 3)
If only one terminating resistor is missing from a J1939 data
backbone it will likely function problem free, though if you
scoped the waveform it could be noticed due to longer
capacitive discharge times and increased signal reflections.
However, if both terminating resistors are missing, no
communication can take place. When this happens, there is
an increase in the length of time required for each signal
pulse pumped down the bus to neutralize, and the resulting
signal reflections scramble the data bus so no transactions
are possible.
Testing for the presence of terminating
resistors
 Protecting Bus Integrity
When adding controllers to the bus and making
interbus connections, it is critically important to
use OEM approved hardware.
 Loss of J1939
In most trucks, if the J1939 connection is lost, the
driver will be alerted by dash display alert
sometimes accompanied by a chassis signal such as
flashing the hazard lights. Low-bus wires are
unshielded and may be repaired under some
circumstances. Strictly observe the OEM
instructions when repairing twisted-wire pairs. This
includes maintaining the existing twisting cycles and
gauge size, and using the correct solder and
interbus connection hardware.
 Multiplex Switching (1 of 2)
Standard Switches-
Every truck on the road today is equipped with many different
switches, and multiplexed trucks will not reduce this to any
great extent. A standard switch operates on an
electromechanical basis; moving the switch changes the
electrical status of the wires connected to it. Some examples
of typical standard switches would be cruise control on/off,
cruise control set/resume, hazard warning switch, and ignition
switch. Although a switch may be hard-wired, making it
standard by classification, its status can also be broadcast on
the data bus.
 Multiplex Switching (2 of 2)
Smart switches are used to describe two distinct types of
switches used in multiplex circuits. A smart switch may
have some processing capability and use that to broadcast
switch status onto the data bus. Alternatively, the term
smart switch can be used to describe a ladder switch, so
named because it contains a ladder of resistors, usually
five per switch, known as a ladder bridge. The processor
that receives data from the ladder switches has a library of
resistor values that enables it to identify switch status and
its commands.
 Multiplex Transactions (1 of 3)
Wake Up- In the same way that the electronics
in your automobile “wake up” (usually on door
open/dome light), the multiplexing electronics
in a truck are designed to reactivate following a
period of inactivity. Wake-up signals are sourced
from the ignition switch, dome light, brake
lights, anti-theft circuit, and headlights.
 Multiplex Transactions (2 of 3)
Simple Multiplexing transaction example:
The suspension dump smart switch is used to illustrate the execution
of a data bus–enabled command. The mechanical objective (the
desired outcome) of this operation is to exhaust air from the chassis
air suspension. The operator actuates the suspension dump ladder
switch. This causes the dash suspension dump switch to start
flashing and alters the resistance status on the ladder bridge so a
packet is broadcast to the data bus. The data on this packet means
nothing to any of the modules on the data bus until it is delivered to
the module with the algorithm designed to process this input.
 Multiplex Transactions (3 of 3)
Simple Multiplexing transaction example continued:
Using the example of a Freightliner multiplexed chassis, this would be the
bulkhead module (BHM). The BHM then broadcasts a command signal over
the J1939 data bus to another module with some switching capability, the
chassis control module (CHM). The CHM in turn generates an output signal
to the FET that acts as a relay for the suspension dump solenoid. The signal
puts the FET in forward bias, completing the solenoid ground circuit and
energizing the coil. Source power for the solenoid is the power distribution
module. At the point the action is completed—that is, when the suspension
dump has been effected and air drains from the suspension air bags—the
dash LED on the suspension dump switch ceases to flash and remains on.
 Benefits of Networking
1. Greatly decreased hard-wire requirement, reducing the size of the wiring
harnesses. This impacts on cost, weight, reliability, and serviceability.
2. Sensor data such as vehicle speed, engine temperature, and throttle position
is shared, eliminating the need for redundant sensors.
3. Networking allows greater vehicle content flexibility because functions can be
added by making simple software changes. Existing systems would require
additional modules and additional I/O pins for each function added.
4. Many additional features can be added at little or no additional cost. For
instance, driver preference data, once installed in memory, can be routed on
the data bus to multiple processors to share such diverse information as seat
preference, mirror positions, radio station presets, and engine governor type
(LS or VS).
Diagnostic Link Connector (DLC) (2 of 3)
The J1939 data bus is more recent and it covers
both
hardware and software standards. Because a
truck chassis equipped with a J19 39 data bus
may also equipped with the older J15 87/1708
data bus, the data connector used has some
extra pins. There are three types of J19 39
currently in usage:
• Black 9-pin Deutsch (pre-2014)
• Green 9-pin Deutsch (2014 but back-
compatible)
• 16-pin J1962 connector (2014 Volvo-Mack)

The last two D LCs were introduced by OEMs for

model year (M Y) 2014.
 Communications Adapter
To connect all PCs and some HH-ES Ts to a J1939
data bus, in addition to the appropriate DLC, a
serial communications adapter (CA) is required.
Although most CAs claim to be RP1210
compliant, the truth is some OEM devices are
not and will actually block access.
 Making the Connection
You will need an electronic service tool (EST) loaded with the OEM software
plus the appropriate DLCs, CAs, and cabling. Most troubleshooting, customer
programming, and communication transactions can be undertaken without
network access. Examples of
ESTs are:
• Handheld reader/programmer (scan tool) equipped with a heavy-duty
reader cartridge
• Handheld reader/programmer (scan tool) equipped with OEM-specific
software
• Laptop/notebook personal computer (PC) and OEM software
• PC station and OEM software
 SA or MID (1 of 2)
Depending on the EST software you are using or
if you are using general heavy-duty reader
software, after connecting the data connector,
you will have to identify the controller address
you want to communicate with; this is assigned
a source address (SA) in J1939 or message
identifier (MID) in J1587.
 SA or MID (2 of 2)
The following are some examples of typical
controller addresses used on truck data buses:
• Engine controller SA 00/MID 128
• Transmission controller SA 03/MID 130
• Shift console controller SA 05
• Brakes and traction control SA 11/MID 136
Connecting a Laptop to a Vehicle

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Connecting an OEM SIS

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 Failure Mode Indicators
FMIs are designed to identify component/
system reduction in performance before an
outright failure occurs. Used in conjunction with
OEM and fleet data mining software and
telematics/downloads, this can provide
opportunities of intervention maintenance
before a system fails outright. It also helps OEMs
develop condition based maintenance (CBM)
profiles and component prognostics.
 Autonomous Vehicles
Autonomous trucks are rapidly becoming a reality;
at this moment they are progressing through various
levels of semi-autonomous management. There are
numerous prototype autonomous vehicles currently
undergoing trials on our public highways.
Most indicators suggest that a driverless vehicle will
be statistically safer than one operated by a human
driver; this is not to fault drivers, but simply to
underline the reality of the world we live in