TECHTALK

MULTIPLEX/CAN DATABUS SYSTEMS – PART 3

In the two previous articles we looked at multiplex in some detail, isolated through these faults will display symptoms.
studying how the data signals are made and how the systems
differ in layout and methods of data transfer. Let us now study FAULTS – SHORT
faults that can occur with such systems and the process of CIRCUITS +B SHORT
diagnosing these. At this stage we will concentrate on the Short circuits will cause
diagnosis of BEAN systems (Body Electronic Area Network – see complete failure of the
previous articles for details on operation). Diagnosis of such multiplex network.
systems is similar to many of the other systems that we have The fault illustrated by the
discussed. Those that differ will be discussed in the fourth and picture to the right is known
final part to this series. as a +B short. An example of
this would be a damaged
MULTIPLEX – BUILT IN RELIABILITY loom that has brought a wire
Multiplex systems are very reliable (it is one of the reasons that inside a harness at battery
manufacturers use them extensively on a modern motor vehicle). voltage into contact with the network bus wire.
However, faults do occur. Let us study the systems that This would result in a constant high voltage on the network, which
manufacturers use to reduce the risk of faults producing a would represent a continual stream of binary 0s. This means
symptom – ‘daisy chaining’ and bus cut relays. nothing to an ECU.

‘DAISY CHAINING’ GROUND SHORT

This is a term used to describe The fault illustrated by the
the way in which com- picture to the right shows a
munication networks are con- ground short. This is where
figured. The diagram to the the communication bus wire
right shows that the ECUs on has become permanently
the network are connected in grounded (perhaps through
a loop. The advantage of this chafing of the insulation and
approach is that a single open subsequent contact with the
circuit fault in the network vehicle chassis). It is now not
wire would not create a single possible to create a high
symptom! You could actually voltage on the network. A network at a constant 0 volts
cut the wire completely without causing any faults whatsoever. represents a continual stream of binary 1s to the ECUs and that
The reason? makes no more sense to them than a continual stream of binary
Remember that binary 0s and 1s are created on the network 0s.
bus wire by switching between high and low voltages. We can
still do this for the full length of the wire even if it is cut. BUS CUT RELAYS
To clarify – if you were to connect a loop of wire to the battery In order to further enhance the reliability of multiplex systems,
positive post you would be able to measure battery voltage at bus cut relays are used. These are switching devices placed inside
any point along that loop. Open the loop up so you have a length a number of ECUs on the network that can ‘open’ in the event
of wire rather than a loop and you will still be able to measure of a catastrophic shut down of the network through short circuit
battery voltage along its full length. Remember, voltage is faults. Through this action, the short circuit can be isolated from
applied; it does not flow.
Current flows and does require
a completed circuit, but we are
not using current here; we are
using voltage.
Two open circuit faults are
needed on the same network
in order for a fault to be
experienced; and then only
systems controlled by the ECU

38 OCTOBER 05 MOTOR INDUSTRY MAGAZINE WWW.MOTOR.ORG.UK

 a number of ECUs on the network, enabling them to
communicate normally (the fault is effectively ring-fenced).
MULTIPLEX DIAGNOSIS
Diagnosis of multiplex sys-
tems (for all their apparent
complexity) is actually straig-
htforward.
The picture right represents a
typical multiplex network
used for a memory function
on the driver’s seat. This circuit
enables the driver to ‘store’
his or her preferences regards
seat, steering wheel and
mirror position. A second
driver can then also store their preferences and these can be
selected from a switch inside the vehicle (or even automatically
set off two different ignition keys).
Let us assume that this network has suffered a ground short
fault. No communication can take place on this network because
high voltages (and therefore binary 0s) cannot be generated.
Note that the individual systems on this network will still
work, i.e. the seat will move off its switches, the remote mirrors
will work off its switch; it is only when we ask these systems to
work together through communication on the network that
nothing will happen.
Using suitable test equipment, extract the fault codes. For
this type of fault there will always be a code.
In reality there will be multiple codes as shown in the example
below:
● B1201 Tilt and telescopic steering ECU communication stop
● B1202 Communication bus malfunction (short circuit)
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● B1203 Power seat ECU communication stop
● B1204 Power mirror ECU communication stop
These codes are telling you collectively that none of the ECUs
on this network can communicate with each other and that
there is a short circuit fault. At this point you should run down
the list of codes and ask yourself the question cause or effect?
SHORT CIRCUIT
Could a communication stop fault cause this problem or is this
fault a reaction to another fault?
There is no way that a communication stop fault can cause
a short circuit, but a short circuit can cause a communication
stop problem.
Through this process of deduction you can quickly ascertain
that it is a short circuit fault that you are looking for.
Working directly from the wiring diagram, familiarise
yourself with the location of all the key components. For the
purpose of this exercise, please refer to the memory function
schematic diagram.
Disconnect each of the ECUs in turn and observe the reaction
of the fault code. Note that a multiplex fault code is a live code
and will disappear off the code reader screen when the fault is
no longer detected.
If when you disconnect the remote control mirror ECU the
code disappears (the short circuit code that is), then the short
lies inside that ECU and the ECU must be replaced. If the code
does not disappear when the remote control mirror ECU is
disconnected then it is not faulty. Reconnect that ECU and check
the other ECUs in the same way. There is one ECU on the network
that you cannot check in this way and it is the ECU that
communicates with the tester via the diagnostic plug (the DLC3);
in this example this is the body ECU.
Once you have confirmed that the checkable ECUs are
serviceable, check the harnesses. Disconnect a harness between
two ECUs (perhaps between the power seat ECU and the tilt
and telescopic ECU). By doing this you are isolating the length
of harness from the ECU that detects the fault and relays the
information to the tester (the body ECU in this example). If the
short circuit code disappears then the short lies in that length
of harness.
THE BODY ECU
Once you have confirmed that it is none of the checkable ECUs
and none of the harnesses, then the fault must lie in the only
ECU that you have been unable to check, i.e. the body ECU.
With our example the ground short code will disappear from
the screen of the tester when you disconnect the tilt and
telescopic ECU and the mirror ECU. You have located your fault.
Remember to work easy – the ECUs and harnesses you check
first should be dictated by ease of access and minimum stripping
- reducing the likelihood of trim damage.
ProAuto Limited are an automotive technical training
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MOTOR INDUSTRY MAGAZINE OCTOBER 05 39
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TECHTALK

company based in Shrewsbury, Shropshire. Its core business is independent garages. The company runs courses from numerous
the design and delivery of technical training to the automotive select venues nationally, so a course is never too far away.
industry, which includes vehicle manufacturers, component For further details, visit the website www.proautotraining.com,
manufacturers, diagnostic equipment manufacturers and email nfo@proautotraining.com, or telephone on 01743 709679.

DEAR DAVE
The engine of an Alfa Romeo 145 1.8 Ts 1999 refuses to start after the
vehicle was fitted with a replacement clutch. The dash key light stays
on, so I assumed the reason was a lock out by the immobiliser system.
Sure enough, a session with a scan tool revealed fault code 8, un-
programmed key. I can’t understand, though, how a clutch job can
cause this. The main dealer solution is horrendous – new ECU, locks
and code box.
When doing the clutch, you probably disconnected the battery. On the
Alfa, if the battery is disconnected for too long then the code box can
lose its code and you will then need to re-programme the system first
with the master key and then with the slave keys. However, this may not
work. If, as you report, the key light goes out but the engine still will not
start, there are other issues. Alfas also have an extra immobiliser system
built into the alarm which controls a live feed to the ECU and also the
feed to the fuel pump. The default of this extra system is to cut off a live
supply to the ECU and live to the fuel pump circuit if the battery is
disconnected. This is to prevent thieves bypassing this system by
disconnecting and then reconnecting the battery.
Usually you can get this system to ‘un-immobilise’ by leaving a door
open, disconnecting, turning on the ignition and reconnecting the
battery. The alarm system senses the ignition is on and resets itself to un-
immobilised. You should then be able to turn the alarm on and off with
the remote fob. If the alarm will not un-immobilise at this stage, you
either have to bypass it or replace it. This sort of problem is not just
confined to Alphas.
From a cold start, the engine of a Ford Mondeo 1.8 Zetec will stall after
stopping during the first mile. It instantly restarts and is then OK.
Suspecting the Zetec common fault of sticky valves, we have changed
and flushed the oil and used Forte treatment. The idle air valve and
throttle body have also been cleaned.
There is a vacuum T connector underneath the coil pack which is not
easily viewable – a split here will cause this problem. Spray a bit of carb
cleaner around the area to confirm if this is the case. Also, if the HEGO
heater is not working, then this can cause stalling on warm up, though
this is more likely in winter. You didn’t mention any fault codes, so scan
for these before proceeding further. A faulty vehicle speed sensor can
also cause problems.
Dave Peacock is proprietor of Tune My Car, an independent
garage at Chilwell, Nottingham.

TWO MOVES BY STANADYNE

Stanadyne Corporation, producer of diesel injection equipment, has linked up with French
company IDLP for the distribution of the diesel additive Performance Formula.
Stanadyne’s fuel conditioners – approved by manufacturers such as Ford, GM and
Volkswagen – not only improve fuel economy but also help prevent water contamination.
Performance Formula’s use with low sulphur diesel is said to be particularly effective, and
it offers winter protection by reducing fuel ‘waxing’ temperature, as well as improving cold
starting.
On the OE front, Stanadyne has entered the field of gasoline direct injection (GDI) by
offering single and multiple piston high-pressure fuel pumps. Production for the first series
engine application is expected to begin next year.
GDI technology is being pursued as the next step to extend the life of the spark ignited
internal combustion engine. The technology is claimed to offer lower fuel consumption and
better vehicle performance, especially at low-end torque, and lower emissions when used
with low sulphur petrol.

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