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)

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Data Exchange On The CAN Bus I

(Basics Principle)

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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.
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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.

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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.
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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.

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

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Cont ~

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Engine Control Unit ABS Control Unit Transmission Control Unit Gear Selector Lever Air Bag Control Unit CombiInstrument Steering Angle sensor Parking Aid
Infotainment

Convenience CAN Bus

Climate control Unit Parking Aid Tire Pressure Check

Driver Seat Memory

Interface
Drive Train CAN Bus

Convenience Control Unit Driver Door control Unit FL Door Control Unit

RR Door Control Unit

RL Door Control Unit DSP

CAN Bus

Radio

Radio Navigation

Phone Interface Box

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

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

MY 01 Convenience CAN bus 100 kbps standard in Group, for example in Passat
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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.
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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.

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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.
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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).
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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

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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.)
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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.
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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.

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

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Cont ~
Information exchange of a message on the CAN bus (broadcast principle)

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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.
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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.
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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.

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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.
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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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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.
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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.
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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.
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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.

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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.

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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)

Receive process

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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

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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.
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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.
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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

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Cont ~

Loses allocation and goes to receive mode

Loses allocation and goes to receive mode

Arbitration process to avoid collisions

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Question

Data transfer on CAN data bus II

Drive-train CAN data bus Convenience/ infotainment CAN data bus

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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. 1) 2) 3) Basically divided into 3 groups namely: CAN Power-train, CAN Convenience and Can Infotainment
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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.
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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.
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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

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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.
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 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.
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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.
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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.
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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
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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.
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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.
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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).
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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 rises to approx. 3.5V (3.5V 1.5V = 2V)

In a recessive state, the two wires are at 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
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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.

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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

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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).
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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.

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CAN High

In a recessive state, the CAN high wire is at approx. 0V and the CAN low wire is at approx. 5V.

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.

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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.
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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.

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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

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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.

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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.
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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.

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The following display groups/ measured value blocks are present

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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.
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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.

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Cont ~

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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.
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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.

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Conclusion:
A separate wire is required for each item of information. As the volume of additional information increases, so does the number of wires and the number of pins on the control units. Therefore, this data transfer mode is only suitable for exchanging a limited volume of information.

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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.

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

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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.

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Cont ~

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

1) 2) 3)

the engine control unit, the automatic gearbox control unit and the ABS control unit

Power Train CAN data bus

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Cont ~ The following components in the convenience system form an integrated system: the central control unit and the door control units Convenience CAN data bus
Door Control Units

Central Control unit

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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.
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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).

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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.
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Cont ~

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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.

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Cont ~
They have the following tasks:
The CAN controller Receives the transfer data from the microcomputer integrated in the control unit. The CAN transceiver Is a transmitter and receiver in one. It converts the data which the CAN controller supplies into electrical signals and sends this data over the data bus lines. Likewise, it receives data and converts this data for the CAN controller.

The CAN controller processes this data and relays it to the CAN transceiver.
Likewise, the CAN controller receives data from the CAN transceiver, processes it and relays it to the microcomputer integrated in the control unit.

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Cont ~

The data bus terminal Is a resistor. It prevents data sent from being reflected at the ends and returning as an echo. This would corrupt the data.

The data bus lines Are bidirectional and transfer the data. They are referred to as CAN High (CAN H) and CAN Low (CAN L).

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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.

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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.
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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.

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Cont ~

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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.

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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 simplicitys sake, only one data bus line will be shown.
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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 .

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The 7 Frame Structure

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The 7 Field Structure

1) 2) 3) 4) 5) 6) 7)

Start Status Check Data Safety Confirmation The End

1. 2. 3. 4. 5. 6. 7.

Start Identifier Command Data Check Acknowledgment The End

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The seven Frame Structure

The start field 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 CAN Low Line.
Seven Frame Structure

Start Field

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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

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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

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Cont ~

In the data field Information is transferred to the other control units.

Data Field
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Cont ~

The safety field Detects transfer faults.

Safety Field

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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 sends the data protocol again.
Confirmation Field

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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

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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
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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.

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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).
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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.
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Cont ~

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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.
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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.
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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.

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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.

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

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

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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.
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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.
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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.

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Cont ~

Order of priority:
1. Central control unit 1 2. Control unit on drivers side 2 3. Control unit on front passengers side 3 4. Control unit on rear left 4 5. Control unit on rear right 5

5 4 3 2 Star Pattern
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Cont ~ Since the data in the comfort (convenience) system can be transferred at a relatively low speed, it is possible to use a transceiver with a lower power output. The advantage is that it is possible to change over to singlewire mode if a data bus line fails. The data can still be transferred.

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

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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.
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Cont ~

The node is usually located outside the control unit (in the wiring harness).

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Cont ~ In exceptional cases, the node may be located in the engine control unit.

Motronic control unit

ABS control unit

In the illustration below, you can see the node at which the wires in the engine control unit converge.

Automatic Gearbox c/unit

Can data bus (with node in Motronic control unit

Networking of control units in the Convenience System

Cont ~
Control units: J386 Door control unit, drivers side J 387 Door control unit, front passengers 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
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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 word: Convenience system

During self-diagnosis and troubleshooting, all control units which interchange information with the CAN data bus must be regarded as an integrated system.

Cont ~
The following function is relevant to the CAN data bus: Function 02 Interrogate fault memory A fault is stored in the control units if data transfer between the control units is disturbed

Data bus terminal

Open circuit in one or more data bus lines.

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Short circuit between data bus lines.

Short circuit to earth or positive in a data bus line. One or more control units are defective.

Data bus terminal

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Question