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VEHICLE NETWORKING
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Vehicle Networking
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LIN (Local Interconnect Network)

Purpose
 For lower transfer rates
- At Mercedes-Benz : 9.8 kbit/s
 Less crucial communication

Function
 Master-slave principle
 For connection of intelligent sensors and actuators LIN Topology
 Linear structure
 Less expensive alternative to CAN
 Consumes less power than CAN buses
 Operational voltage approximately 8-11 V
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Learning Objectives
CAN
(Controller Area Network)
Able to:
• Explain advantages of CAN networks
• Explain how CAN operates
• Describe location of CAN distributors (plug connectors)
• Explain CAN diagnosis techniques
• Provide reference information on other MB models
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What is a CAN System?

A CAN system is:

• A digital communication link between multiple

Electronic Control Modules (ECM)
• A 2 wire, bi-directional
communication link with data
transmitted according to priority
• Message specific addressing
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Advantages

• Cost
• Improved immunity to electrical interference
• Fewer connectors
• Fewer pins on control modules
• Weight saving
• Fewer sensors
• Improved diagnosis facilities
• Rapid transmission rates
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Without CAN

Coolant sensor 1 Coolant sensor 2 Coolant sensor 3

Climate Control Fuel Supply Motor

Control Unit Control Unit Electronics
Control Unit
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With CAN (CAN Topology)

Sensor 1 Control Module 1

Control Module 2 Control Module 3 Control Module 4

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CAN High and CAN Low

The CAN wiring consists of a twisted two-core data line called :
> CAN High (HI)
> CAN Low (LO)

This connects all CAN participants (control units) via a parallel

connection using plug connectors (distributor).

There are a few examples of CAN

distributor locations in the
following pages ;
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A – Class (W 176)

X30/30 – CAN E , X30/31 – CAN G ,

X30/ 32 – CAN B , X30/35 – CAN A ,
X30/21 – CAN C
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C - Class (W 205)

X30/20 – CAN HMI , X30/38 – CAN I , X30/27 – CAN PER

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S – Class (V 222)
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Types of CAN and transfer rates

 CAN A - Telematic CAN (250 kbps) Mercedes-Benz uses

several different
 CAN B - Interior CAN (250 kbps)
CAN. Depending
 CAN C - Engine CAN (500 kbps) on model and year,
 CAN C1 - Drive train CAN (500 kbps) the following may be
 CAN D - Diagnostic CAN (500 kbps) used.
 CAN E - Chassis CAN (500 kbps)
 CAN G - Front End CAN (500 kbps)
 CAN H - Vehicle Dynamics CAN (500 kbps)
 CAN HMI - User Interface CAN (500 kbps)
 CAN I - Drive train sensor CAN (500 kbps)
 CAN L - HYBRID CAN (500 kbps)
 CAN PER - Peripherals CAN (500 kbps)
 CAN S - Sensor CAN (500 kbps)
 CAN S1 - RADAR CAN 1 (500 kbps)
 CAN S2 - RADAR CAN 2 (500 kbps)
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 CAN E1 – Chassis CAN 1 (500 kbps)

 CAN E2 – Chassis CAN 2 (500kbps)
 CAN T – Drivetrain CAN(for CDI) (500kbps)
 CAN V - Vehicle CAN (500kbps)
 CAN C - Engine CAN (V222) (800kbps)

 With so many different types of CAN messages, a gateway (translator) is

required for messages to communicate to different subscribers or bus
systems. (In example : CAN C communicates with CAN E)

 For our current Mercedes-Benz model range, the Electronic Ignition

Switch (EIS) plays the role of the Central Gateway.
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CAN Signal

CAN Low Approx 2.4V

Sum always = 5.0V

CAN High Approx 2.6V

- A digital signal is generated between CAN participants (control units)

simultaneously according to events based on inputs of the participants.
(example of input is sensors)
- CAN signal is always transmitted in a pair of High and Low.
- CAN Low is always a mirror image of CAN High and vice versa. (As seen in
the diagram above.
- Each connected control unit is able to transmit and receive this data.
(bidirectional bus)
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CAN High
 CAN High has a voltage of approx. 0.007V when dormant.
 Base voltage rises to approx. 2.6V when active.
 Data seen as voltage levels increased, but slightly higher than CAN Low
when using multimeter. (RMS)

2.55V

0.007V
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CAN Low
 CAN Low has a voltage of approx. 0.007V when dormant.
 Base voltage rises to approx. 2.4V when active.
 Data seen as voltage level increased, but slightly lower than CAN High
when using multimeter. (RMS)

0.007V

2.45V
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CAN Diagnosis
Please carry out the following exercise :
Simulate possible CAN faults using the following equipment to show clearly
each type of signal generated. Then, identify which CAN faults belong to the
diagrams below.

1. Star Diagnosis
2. HMS 990
3. Connecting Set (Multimeter, Probes, Fuse remover, etc…)
4. Printer
5. Battery Charger

*Also list down the voltage of the CAN signals obtained for each diagram
below.
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Disadvantages of CAN system

 Messages may have to wait due to prioritized communication

 Behavior is not predictable
 Delays of order usually by ms
 In the worst case, a message may never arrive due to a faulty control
unit in the bus (control unit keeps sending a priority order)

 This is why there was a need of a more reliable and efficient way to communicate.
Hence, the FlexRay was introduced.
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FlexRay
 Timing controlled bus system (5 ms)
 Time windows (slots) for each subscriber
 New assistance systems require higher demand in data volume and speed
- 10Mbit/s
 For safety-critical applications
 For very high requirements on realtime-capable and secure data transfer
 Introduced first in 2014 in the S-Class, V222 (Driver Assistance)

Diagnosis point to check FlexRay in vehicle :

- Can be seen using guided test in Xentry Diagnostic
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FlexRay Topology

Terminal node Center node

Terminal node Universal node

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FlexRay Diagnosis
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Overview of networks