Escolar Documentos
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Group 4:
Adam J
Suranraj
Samsudin
Harvey N
23 October 2017
Tutor: Mr Roland
Batch: 1602
DAT 2603 Assignment 1 – Adam Junid - DAT201509-02102
Table of Contents
Page
1) Multiplexing….……………………………………....................................... 6
2) Cabling………….…..………………………………………………….……… 8
3) Network Topology……..……………………………………......................... 9
Note from the logic plot that dominant line voltage is read as a logic 0, and
recessive line voltage is read as a logic 1. This rule applies for both high and
low speed CAN systems.
This makes high-speed CAN non-fault tolerant, i.e. a short or open in one
line makes the signal unreadable by Control Unit transceivers. Note the
highspeed CANbus voltage ranges are between 2.5-3.5V for CAN-h (CAN+)
and 2.5-3.5V for CAN-l (CAN-).
Note that the CAN controller is part of the datalink layer, i.e. is part of the
data filtering function, which is explained in the next section on multiplexing.
There is also a more recent CAN standard released by Bosch in 2012 called
CAN FD (Flexible Datarate), which is compatible with highspeed CAN-C and
goes up to 15Mbps with even shorter cabling constraints.
1) MULTIPLEXING
Note that for internet TCP/IP, frames have an address field, which allow
selective demuxing, i.e. filtering of what data is needed at the demux level,
via the address ports.
TDM (above left) and logic symbol for an 8x1 mux (above right)
Note that for copper wire, both CANbus and internet TCP/IP networks
multiplex in the time domain. Multiplexing in the frequency domain is also
possible, e.g. for telephone, radio and television signals, and certain modes
of fibreoptic communication. For frequency domain multiplexing, instead of
reading addresses or identifiers, mux/demux devices tune to designer/user-
specified frequency ranges to read dynamic frequency data. Since
2) CABLING
Typical cabling seen for networks, including CANbus, are shown below.
Coaxial cable
They include coaxial cable (top), fiberoptic cable (centre), and twisted pair
(bottom). The most common type seen in today’s vehicles are twisted pair
due to better flexibility i.e. smaller bending radius, and lower cost relative to
optical fiber and coaxial cable.
Pricier optical fiber and coax, due to better shielding and being less prone to
interference/noise, are used for higher frequency applications, for example
high speed internet and intranet computer networks.
3) NETWORK TOPOLOGY
Logical topology is the way that the signals act on the network media, or the
way that the data passes through the network from one device to the next
without regard to the physical interconnection of the devices. A network's
logical topology is not necessarily the same as its physical topology. For
example, the original twisted pair Ethernet using repeater hubs was a logical
bus topology carried on a physical star topology. Token ring is a logical ring
topology, but is wired as a physical star from the media access unit. Logical
topologies are often closely associated with media access control methods
and protocols. Some networks can dynamically change their logical topology
through configuration changes to their routers and switches.
The following mesh network is also relatively rare, because its large amount
of cabling runs contrary to the intent of automotive CAN-bus networks, i.e. to
decrease the amount of cabling as much as possible.
All bit frames begin with a start-of-frame (SOF) bit that denotes the start of
the frame transmission. After the SOF bit, the Identifier field (Arbitration field)
follows. Since any CU having dominant transmission voltages affects the
whole bus, transmitted frames having Arbitration fields with the earliest
and longest continuous lengths of logical 0s (dominant voltages)
naturally dominate the bus and will have communication priority. Thus,
highest priority messages will be sent first until at least one receiving CU has
confirmed receipt via a dominant voltage (logical 0) placed on the bus in the
Ack slot bit.
A CAN network can be configured to work with two different message (or
"frame") formats: the standard or base frame format (described in CAN
2.0A and CAN 2.0B), and the extended frame format (only described by CAN
2.0 B).
The data frame is the only frame for actual data transmission. There are two
message formats:
• Base frame format: with 11 identifier bits
• Extended frame format: with 29 identifier bits
The only difference between base and extended formats is that the base
frame supports a length of 11 bits for the identifier, and the extended frame
supports a length of 29 bits for the identifier, made up of the 11-bit identifier
("base identifier") and an 18-bit extension ("identifier extension"). The
distinction between CAN base frame format and CAN extended frame format
is made by using the IDE bit, which is transmitted as dominant in case of an
11-bit frame, and transmitted as recessive in case of a 29-bit frame. CAN
controllers that support extended frame format messages are also able to
send and receive messages in CAN base frame format.
The CAN standard requires that although CAN 2.0A cannot support
extended frame format, it must be able to tolerate the extended frame format,
i.e. at least partial functionality using data within the first 11-bits of the
identifier field should be possible.
There are two differences between a Data Frame and a Remote Frame.
Firstly, the RTR-bit is transmitted as a dominant bit in the Data Frame and
secondly, in the Remote Frame there is no Data Field, i.e.,
• RTR = 0; DOMINANT in data frame
• RTR = 1; RECESSIVE in remote frame
In the event of a Data Frame and a Remote Frame with the same identifier
being transmitted at the same time, the Data Frame wins arbitration due to
the dominant RTR bit following the identifier.
There are two kinds of overload conditions that trigger an overload flag:
1) A CU state of processing requires a delay of the next data frame or
remote frame. In this case, an overload frame is only allowed to be
started at the first bit time of an expected intermission
2) Detection of a single dominant bit during Intermission (i.e. Interframe
Spacing or IFS). In this case, an overload frame due to Case 2 starts one
bit after detecting the dominant bit. Exception: when the dominant bit is
detected during the third bit of the IFS. In this case, the receivers will
interpret this as a SOF. This reaction from each CU is an analogous
response to a “ping” command sent to internet servers.
All frame formats also have the following field and bit pattern mechanisms to
ensure data transmission integrity:
2) Acknowledge bit (ACK): When at least one CU reads the data frame
or remote frame and CRCs the CRC field correctly, the transmitting
CU will not interrupt with an Error frame, and allows the receiving CU
to place a dominant (0) bit in the Ack slot to confirm accurate data
receipt
All fields in the frame are bit-stuffed except for the CRC delimiter, ACK
field and end of frame, error and overload frames which are a fixed
size and are not stuffed. In the fields where bit stuffing is used, six
Bit stuffing means that data frames may be larger than one would
expect by simply enumerating the bits shown in the tables above.
6) CASE APPLICATIONS
System Description
CAN (Controller Area Network) for the Nissan Leaf is described as “a serial
communication line for real time application” using multiplex communication.
The terminology used for CAN’s 2 communication lines are CAN-H & CAN-L.
As per CANbus design, each Control Unit (CU) transmits/receives data but
selectively reads required data only.
Connection method
In the Nissan Leaf, CANbus CUs are connected by splices to the main bus:
Abbreviations
CU locations
System Diagram
Signal examples
Transmitted Signals:
Received Signals:
The technician then uses a diagnostic scan tool to try capture the fault code
as a reference point where to start troubleshooting. If the scan tool is unable
to return a DTC, the technician refers to cross-referenced diagnostic tables in
the workshop CAN manual to isolate which CAN type (subsystem) to test
and troubleshoot. The workshop manual also has sections on testing each
CU connected to each CAN type (subsystem), which includes steps for
checking wire harnesses, and steps to isolate fault codes for device repair.
Customer Interviews
Interview with the customer is important to detect the root cause of CAN
communication system errors and to understand vehicle condition and
symptoms for proper trouble diagnosis.
Fault Verification
Work precautions
Warning:
• Parts with strong magnet used in this vehicle.
• Technicians using a medical electric device such as pacemaker must never
perform operation on the vehicle, as magnetic field can affect the device
function by approaching to such parts. If a technician uses implantable
cardiac pacemaker or implantable cardioverter defibrillator (ICD), avoid the
device implanted part from approaching within approximately 220 mm (8.66
in) from interior/exterior antenna. The possible effects on the devices must
be checked with the device manufacturer before
• Be sure to remove the service plug to disconnect the high voltage circuits
before performing inspection or maintenance of high voltage system
harnesses and parts.
• The removed service plug must always be carried in a pocket of the
responsible worker or placed in the tool box during the procedure to prevent
the plug from being connected by mistake
• Be sure to wear insulated protective equipment before beginning work on
the high voltage system.
• Never allow workers other than the responsible person to touch the vehicle
containing high voltage parts. To keep others from touching the high
voltage parts, these parts must be covered with an insulating sheet except
when using them.
Cautions:
• Never bring the vehicle into the READY status with the service plug
removed unless otherwise instructed in the Service Manual. A malfunction
may occur if this is not observed.
• All the high voltage harnesses and connectors are orange. The Li-ion
battery and other high voltage devices include an orange high voltage label.
Never touch these harnesses and high voltage parts.
• Immediately insulate disconnected high voltage connectors and terminals
with insulating tape.
• Prohibited items: Hybrid vehicles and electric vehicles contain parts with
high voltage and intense magnetic force. Never carry metal products and
magnetic recording media (e.g. cash card, prepaid card) to repair/inspect
high voltage parts. If this is not observed, the metal products may create a
risk of short circuit and the magnetic recording media may lose their
magnetic recording.
• POSTING A SIGN OF “DANGER! HIGH VOLTAGE AREA. KEEP OUT”
• Place sign stating "HIGH VOLTAGE. DO NOT TOUCH" on the vehicle
under repair/inspection to call attention to other Workers
SRS caution:
• Do not use electrical test equipment on any circuit related to the SRS
unless instructed to in this Service Manual. SRS wiring harnesses can be
identified by yellow and/or orange harnesses or harness connectors.
• When working near the Airbag Diagnosis Sensor Unit or other Airbag
System sensors with the Ignition ON or engine running, DO NOT use air or
electric power tools or strike near the sensor(s) with a hammer. Heavy
vibration could activate the sensor(s) and deploy the air bag(s), possibly
causing serious injury.
• When using air or electric power tools or hammers, always switch the
Ignition OFF, disconnect the battery and wait at least three minutes before
performing any service.
NOTE: ECU may be active for several minutes after the power switch is
turned OFF. If the battery terminal is removed before ECU stops, then a
DTC detection error or ECU data corruption may occur.
• Always disconnect the battery terminal within 60 minutes after turning OFF
the power switch. Even when the power switch is OFF, the 12V battery
automatic charge control may automatically start after a lapse of 60 minutes
from power switch OFF.
• Disconnect 12V battery terminal according to the following steps.
EVSE can also detect hardware faults, disconnecting the power and
preventing battery damage, electrical shorts or worse still, fire.
Overview
The Volvo S80 has 2 separate CAN buses: Hi-speed (connecting modules
responsible for engine, breaks, transmission etc) is on OBDII connector pins
6 & 14, and low-speed (climate control, audio, window & sunroof control etc)
on pins 3 & 11.
OBDII connector pinout for CAN highspeed (red) & lowspeed (blue)
CANbus signals only connect to the above pins when 2 relays in the ECM
switch on during diagnostic requests via the “K Line”, i.e. pin 7 above.
The technician then uses a diagnostic scan tool to try capture the fault code
as a reference point where to start troubleshooting. If the scan tool is unable
to return a DTC, the technician may refer to cross-referenced diagnostic
tables in the workshop CAN manual to isolate which CAN type (subsystem)
to test and troubleshoot. The workshop manual should also have sections
on testing each CU connected to each CAN type (subsystem), which
includes steps for checking wire harnesses, and steps to isolate fault codes
for device repair.
Customer Interviews
Interview with the customer is important to detect the root cause of CAN
communication system errors and to understand vehicle condition and
symptoms for proper trouble diagnosis.
Fault Verification