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Electronic Control
The electronic control unit or ECU is definitely commonplace in motor vehicles. Essentially it is a computer and works in much the same way. It employs stored functions and algorithms (processing programs) to process incoming signals. The ECU converts incoming signals to a language it can understand and then to a language its recipient will understand.
Multiplexing
Multiplexing allows several intelligent sensors, nodes (ECUs) and man machine interfaces to share signals between each other without the need for large amounts of cabling. Sensors and actuators can also be shared across the entire network.
The amount of cabling is reduced reducing build costs and lightening the vehicle.
K LINE DRIVE
CONVINIENCE INFOTAINMENT
MEDIA
DISPLAY
The twists also prevent the data bus line from radiating interference, to be effective there need to be at least 20 twists per metre.
Both wires carry a counter-opposing voltage, i.e. when the voltage on one wire is high, then the other wire carries a large voltage and vice-versa.
The sum of the voltages is thus kept constant and the electromagnetic fields of both wires cancel each other out.
High Voltage
Low Voltage
CAN Transceiver
CAN Transceiver
CAN Transceiver
CAN High
CAN Low
CAN network nodes are multi - master, each node is a master in its own right and can request the use of the BUS or NETWORK any time.
gigabit
Gbit/s
1000000000
megabit
Mbit/s
1000000
kilobit
kbit/s
1000
K LINE DRIVE
CONVINIENCE INFOTAINMENT
MEDIA
DISPLAY
Engine ECU
Diagnostic
Compass Wiper Motor Control Reversing Camera
Tiptronic
PASM Trailer Module Airbag Off Road Stability Stability Management Rear Diff Control Transfer Box Lockup Roof Module Tyre Pressure Monitor Front Climate Control Rear Climate Control Electrical System
Amplifier
Satellite Navigation
Telephone
Television
SEND The CAN transceiver receives data from the CAN controller, converts
it into suitable electrical signals & then sends them. RECIEVE All the other control units situated on the CAN network then become receivers. have received to carry out their functions or if it is irrelevant.
CHECKING The control units check whether they require the data they
END
RECEIVE DATA
Arbitration
Surprisingly a CAN network is only capable of handling 1 CAN message at a time. The messages run blisteringly fast however which allows the system to function without delays. If several control units need to transmit their data message at the same time then it needs to be decided which units message has the highest priority. This is done through a process called arbitration whereby the most important message wins the argument.
For example an ABS signal is more important than the signal from the Transmission or Engine and must be allowed on the network first.
Each CAN message can be split into sections and the first section carries an identifier to say where it came from and then its level of urgency or importance.
1st Bit The ABS/PSM control unit transmits a higher value bit. The Motronic control unit also transmits a higher-value bit. The Tiptronic transmission control unit transmits a lower-value bit and recognises that a higher value bit is present on the data bus. This causes it to loose its right to transmit and switches to receive. 2nd Bit The ABS/PSM control unit transmits a higher value bit. The Motronic control unit transmits a lower-value bit and recognises that a higher value bit is present on the data bus. This causes it to loose its right to transmit and switches to receive. 3rd Bit The ABS/PSM control unit has the highest priority and therefore has permission to transmit. It continues to transmit its data message until this is completed. After the ABS/PSN control unit has finished transmitting its data message, the other control units again attempt to transmit their data messages. ABS/PSM Control Unit
For diagnostic purposes a network in good order should have 60 resistance when measured with a multimeter.
1 0 0 20 40 60 80 100 120
Time in m/s
Engine
Transmission
In order to guarantee reliable transmission free from electromagnetic interference (EMI), data transmission on CAN lines is carried out by means of differential signals. CAN C (high speed) and CAN B (low speed) use different kinds of differential signal. Complete the following diagram to show the signal level of high speed bus. Mirror Image must be seen or message cannot be read.
volts
CAN High
2 volt gap
Time in m/s
Comfort 1
Display 1
Complete the following diagram to show the signal level of a low-speed bus.
Recessive 1
Dominant 0
Recessive 1
Low speed CAN does not need a mirror image to function because it is not doing anything safety related. Therefore a low speed network is fault tolerant and is able to function in single wire mode with reduced functionality. Notice the sloping sides of the square wave on a slower network message form.
CAN Protocol
What does the CAN data bus transfer? It transfers a data protocol between control units at short intervals. The data protocol consists of a large series of bits following one another. A bit (binary digit) is the smallest unit of information (one switched condition per time interval) in digital technology and in a data processing system. In electronics this information can only have the value of a logical 1 (yes) or a logical 0 (no). Eight bits together form one byte. In a byte there are 256 different bit patterns possible and therefore 256 different pieces of information can be coded or represented.
CAN Protocol
Start Field (1 bit)
The start field marks the beginning of the data record or message. A bit is sent with 5V on the CAN-High line and 0V on the CAN-Low line. When all stations connected to a bus system recognise a start bit, they switch to receive.
The identifier part of the signal will determine the content of the signal and the priority of the signal. Arbitration is necessary when a message is transmitted at the same time as another message. The control field carries information as to the number of bytes to follow and the data field is the actual value of the signal being transmitted. As an ECU transmits a signal onto CAN it also reads back the identifier on CAN. If it does not recognise the identifier as its own means it has lost arbitration to another signal transmission and it stops the transmission of its own message. The ECU will wait until the Bus is quiet before transmitting its message again. Error checking of the signal is performed by the cyclic redundancy check (CRC). All the bits that make up the signal are assembled into an algorithm and this is sent to the CRC part of the signal. The receiver ECU will assemble the signal into the same algorithm and the result should match the CRC part of the signal. If they do not match, an error is recognised and the message is ignored. No acknowledgement (confirm) is given to the erroneous message. The ECU which transmits the message is also waiting to receive an acknowledgement, it recognises that the message is faulty and re-transmits the message.