Unit 3

Components of Body Control Module (BCM)

1. Microcontroller: Serves as the central processing unit (CPU) of the BCM,

responsible for executing control algorithms and managing input/output
operations.
2. Input Interfaces: Receive signals from various switches, sensors, and
control modules throughout the vehicle, providing information about the
status of different electrical systems and components.
3. Output Drivers: Control the activation and operation of electrical devices
and components based on commands from the BCM, such as relays,
motors, lights, and actuators.
4. Memory: Stores data and program instructions necessary for the
operation of the BCM, including read-only memory (ROM) for firmware
 and non-volatile random-access memory (NVRAM) for configuration
settings and fault codes.
5. Communication Interfaces: Enable communication between the BCM
and other electronic control units (ECUs) and modules within the vehicle's
network, utilizing protocols like CAN (Controller Area Network) or LIN (Local
Interconnect Network).
6. Power Management Circuitry: Regulates the distribution of electrical
power to the BCM and its components, ensuring stable operation and
protection against voltage fluctuations.
7. Diagnostic Circuitry: Monitors the BCM's operation in real-time, detecting
faults or malfunctions within the system and storing diagnostic trouble
codes (DTCs) for diagnostic purposes.
8. Security Features: Includes anti-theft systems and immobilizers, which
safeguard the vehicle against unauthorized access and theft by
monitoring inputs from key fobs and other security sensors.
9. Watchdog Timer: Acts as a safety mechanism by monitoring the
operation of the microcontroller, resetting the BCM if it becomes
unresponsive or encounters a fault condition.
10. Clock Circuitry: Provides timing signals for the operation of the BCM,
ensuring synchronization with other vehicle systems and maintaining
accurate timekeeping functions when necessary.

Operation of BCM

The Body Control Module (BCM) serves as the nerve center for managing the
electrical systems within a vehicle's body or interior. It operates by
continuously monitoring input signals from switches, sensors, and other
control modules dispersed throughout the vehicle. These inputs provide
crucial information about the status of various components, such as door
locks, lights, power windows, and climate control systems. Using its
microcontroller, the BCM processes this data, making decisions on how to
control these components effectively. For instance, when a driver presses the
button to unlock the doors, the BCM interprets this input and sends
commands to the appropriate actuators to facilitate the unlocking process.
Additionally, the BCM communicates with other electronic control units
(ECUs) and modules within the vehicle's network, exchanging data and
commands over standardized protocols. It also incorporates security features
to safeguard the vehicle against theft and unauthorized access, continuously
monitoring inputs from key fobs and door switches to detect potential
threats. The BCM further contributes to vehicle integration by facilitating
functions like automatic headlights, remote keyless entry, and automatic
climate control, enhancing convenience, comfort, and safety for occupants. In
essence, the BCM's efficient operation ensures seamless coordination of
electrical systems, optimizing the driving experience while maintaining crucial
safety standards.

1. **Power Window Operation**:

- The BCM interprets signals from the power window switches, determining
the direction and duration of window movement.

- It ensures safe operation by monitoring window position sensors to

prevent injury or damage.

- The BCM may incorporate features like one-touch up/down functionality

and automatic window closure upon door lock activation.

2. **Instrument Cluster**:

- The BCM communicates with the instrument cluster via data bus
protocols such as CAN (Controller Area Network) or LIN (Local Interconnect
Network).

- It provides real-time data to the instrument cluster for display, including

speed, odometer readings, fuel level, engine temperature, and warning
messages.

- The BCM may also trigger warning lights or audible alerts in response to
detected faults or malfunctions in various vehicle systems.
3. **Anti-theft System**:

- The BCM integrates with the vehicle's anti-theft system to control security
features such as door lock immobilization and alarm activation.

- It monitors inputs from door switches, hood switches, and key fobs to
detect unauthorized access attempts or tampering.

- The BCM communicates with the vehicle's central locking system to

immobilize the engine and prevent theft.

4. **Immobilizer System**:

- The BCM verifies the authenticity of the key or key fob used to start the
vehicle.

- It communicates with the immobilizer system to exchange encrypted

signals for authentication.

- Upon successful authentication, the BCM sends a signal to the engine

control unit (ECU) to enable engine starting.

5. **Push Button Start**:

- The BCM coordinates the push-button start system, which allows for
keyless engine starting.

- It detects the presence of a valid key fob within the vehicle's proximity and
authorizes engine startup accordingly.

- The BCM may also incorporate safety features to prevent inadvertent

engine starting, such as requiring the brake pedal to be depressed.

6. **Rear View Mirror**:

- The BCM controls power features of the rearview mirror, such as

automatic dimming and adjustment.
 - It may receive input signals from ambient light sensors and rearview mirror
sensors to determine when to activate features like automatic dimming.

- Some advanced BCMs integrate additional functions into the rearview

mirror, such as garage door opener controls, compass display, or integrated
camera displays.

7. **Global Positioning System (GPS)**:

- The BCM interfaces with the vehicle's GPS system to access location-
based services and data.

- It communicates with the GPS receiver to receive accurate positioning

information, including latitude, longitude, and altitude.

- The BCM may utilize GPS data for applications such as navigation, vehicle
tracking, stolen vehicle recovery, and geofencing.

8. **Bluetooth Communication**:

- The BCM manages Bluetooth connectivity for hands-free calling, audio

streaming, and wireless data transfer.

- It communicates with the vehicle's infotainment system to establish

Bluetooth connections with paired devices such as smartphones, tablets, or
wearable devices.

- The BCM may facilitate features like voice recognition, contact

synchronization, and call routing for seamless Bluetooth integration.
 Unit. 1
COMMON RAIL DIRECT INJECTION

 Meaning
 Advantage /disadvantage
 Construction
 Working

Meaning
CRDI- stands for common rail direct injection
Common rail is a fuel injection system found in modern diesel engines.
For any engine to operate diesel needs to be injected with high pressure into the combustion
chamber.
Common rail systems provide a level of flexibility which can be exploited for class leading
emission control, power and fuel consumption
Construction

Fuel Tank:
a container holding the fuel supply in a motor
Low pressure fuel pump:
the low-pressure fuel pump is what pumps fuel from the fuel tank and sends it to the high-
pressure fuel pump
Fuel filter:
A fuel filter is a filter in a fuel line that screens out dirt and rust particles from the fuel, and is
normally made into cartridges containing a filter paper. They are found in most internal
combustion engines
• Fuel filters remove dirt, rust, water, and other contamination from the gasoline before it
can reach the fuel injectors.
• Most fuel filters are designed to filter particles that are 10 to 20 microns or larger in size.
• In addition to using several different types of fuel filters, a single fuel system may contain
two or more filters.
• The inline filter is located in the line between the fuel pump and the throttle body or fuel
rail
Pressure regulating valve:
Pressure regulators are valves that automatically cut off the flow of a fuel when it is at a certain
pressure.
Regulators are also used to allow high-pressure fluid supply tanks or lines to be reduced to a
usable and safe pressure for different applications.

High pressure pump:

High-pressure pumps generate the operating pressure and supply fuel to the common rail
Pressure sensor:
pressure sensor is an electronic device that detects, regulates, or monitors pressure, and converts
perceived physical data into an electronic signal.

Fuel rail (common rail):

 The fuel rail is the long, round metal bar that runs along the top of the injectors and is
held onto the manifold.
 The fuel rail supplies the injectors with fuel.
 It is important that the fuel has the necessary pressure at the start of the injection and that
there are minimal pressure fluctuations between individual injections.
Pressure relief valve:
A pressure relief valve (PRV) is a type of safety-related component used in the pipeline or with
vessels in fuel line.
Relief valves are used to limit the amount of compressed fuel pressure in a system so that it
doesn't build up above a pre-set level and cause damage to fuel line.

Return line:
It is a path for the excess fuel to return from common rail to fuel tank to maintain the pressure in
common rail through PRV.
Return line pipe is made in zig-zag manner to make fuel cool while returning to fuel tank.
A throttle position sensor (TPS):
 It is a sensor used to monitor the air intake of an engine.
 The sensor is usually located on the butterfly spindle/shaft, so that it can directly monitor
the position of the throttle

MAP sensor:
The manifold absolute pressure sensor provides instantaneous manifold pressure information to
the engine's electronic control unit (ECU).
The data is used to calculate air density and determine the engine's air mass flow rate, which in
turn determines the required fuel metering for optimum combustion and influence the advance or
retard of ignition timing.
Oxygen sensor:
 An oxygen sensor is a type of sensor and it is available in the exhaust system of an
automobile.
 It measures the concentration of oxygen present in exhaust gas and signals ecu to
maintain the fuel air ratio.

crank sensor:
it is an electronic device used in an internal combustion engine,
it monitor the position or rotational speed of the crankshaft.
This information is used by engine management systems to control the fuel injection or
the ignition system timing and other engine parameters

Working:
When the driver accelerates the throttle position sensor sense the level of acceleration and sends
information to ecu
Map sensor measure the air pressure at intake manifold
Oxygen sensor measure the concentration of oxygen for the air fuel mixture
Crank sensor senses the position of crank shaft and temperature sensor sense the temperature of
fuel inside fuel tank.
all the sensor output is input for the ecu and ecu output is input to actuator.
At initial low-pressure pump pumps the fuel from tank and passes through fuel filter where fuel
gets filtered and is passed to pressure regulation valve which makes the pressure stable
communicating with ecu and is passed to high pressure pump
The high-pressure pump applies system pressure to the fuel, which the fuel rail then delivers to
the injectors. The pressure in the fuel rail is adjusted as necessary by a high-pressure pump. A
high-pressure sensor on the rail measures the fuel pressure as a control variable. A pressure-
limiter valve in the high-pressure pump ensures that the maximum permissible pressure in the
fuel rail is not exceeded. And excess fuel is passed back to fuel tank through return line to
maintain the pressure

Advantage:

 It produces 25% more power and torque than a conventional direct-injection engine.
 It is possible to get a better pick up.
 It keeps noise and vibration to a minimum.
 It is possible to get more mileage.
 Emissions are minimal.

 The amount of fuel consumed is reduced.

Disadvantage

 Expensive Vehicle

 Expensive parts
 Maintenance cost is high
 Complicated design due to many parts
 Unit 2
Transmission control unit
Basic Description
A transmission control unit (TCU), also known as a transmission control module (TCM), or
a gearbox control unit (GCU), is a type of automotive ECU that is used to control
electronic automatic transmissions

The Transmission Control Module (TCM) controls modern automotive transmissions

based on input from various sensors as well as data provided by engine control module
(ECM).

It processes this input to calculate how and when to shift gears in the transmission and
generates the signals that drive actuators to accomplish this shifting.

The software in the TCM is designed to optimize vehicle performance, shift quality and
fuel efficiency.

Electronic sensors monitor the gear position selection, vehicle speed, throttle position and
a number of other parameters. Based on this information, the control module adjusts the
current supplied to solenoids in the transmission that control the position of various
valves and gears.

The gear position selector switch communicates to the TCM which gear has been
selected by the operator.

The crankshaft position sensor provides information to the TCM to determine the
existing rotational speed of the engine.

This information helps the TCM determine when to change gears.

Automobile Transmission Control System Components

Transmission Control Unit (TCU) : A transmission control unit (TCU), also

known as a transmission control module (TCM), or a gearbox control unit (GCU), is a
type of automotive ECU that is used to control electronic automatic transmissions. Similar
systems are used in conjunction with various semi-automatic transmissions, purely
for clutch automation and actuation. A TCU in a modern automatic transmission generally
uses sensors from the vehicle, as well as data provided by the engine control unit (ECU),
to calculate how and when to change gears in the vehicle for optimum performance, fuel
economy and shift quality.

Input Parameters : The typical modern TCU uses signals from engine sensors,
automatic transmission sensors and from other electronic controllers to determine when
and how to shift. More modern designs share inputs or obtain information from an input to
the ECU, whereas older designs often have their own dedicated inputs and sensors on the
engine components. Modern TCUs are so complex in their design and make calculations
based on so many parameters that there are an indefinite amount of possible shift
behaviours.

1. Vehicle Speed Sensors (VSS) :This sensor sends a varying frequency signal to
the TCU to determine the current speed of the vehicle. The TCU uses this information to
determine when a gear change should take place based in the various operating
parameters. The TCU also uses a ratio between the TSS and WSS which is used to
determine when to change gears. If either the TSS or WSS fails or malfunctions/becomes
faulty, the ratio will be wrong which in return can cause problems like false speedometer
readings and transmission slipping. To test these parts, we should check the resistance to
make sure it's within manufacturer specs.

2. Wheel Speed Sensors (WSS) :This sensor sends a varying frequency signal to
the TCU to determine the current speed of the vehicle. The TCU uses this information to
determine when a gear change should take place based in the various operating
parameters. The TCU also uses a ratio between the TSS and WSS which is used to
determine when to change gears. If either the TSS or WSS fails or malfunctions/becomes
faulty, the ratio will be wrong which in return can cause problems like false speedometer
readings and transmission slipping. To test these parts, check the resistance to make sure
it's within manufacturer specs.

3. Throttle Position Sensors (TPS) : The TPS sensor along with the vehicle speed
sensor are the two main inputs for most TCUs. Older transmissions use this to determine
engine load, with the introduction of drive-by-wire technology, this is often a shared input
between the ECU and TCU. The input is used to determine the optimum time and
characteristics for a gear change according to load on the engine. The rate of change is
used to determine whether a downshift is appropriate for overtaking, for example, the
value of the TPS is also continually monitored during the journey and shift programmes
are changed accordingly (economy, sport mode, etc.). The TCU can also reference this
information with the vehicle speed sensor to determine vehicle acceleration and compare

Chapter 2 Page 1
this with a nominal value; if the actual value is much higher or lower (such as driving
uphill or towing a trailer) the transmission will change its gearshift patterns to suit the
situation.

4. Turbine Speed Sensors (TSS) : Known as an input speed sensor (ISS). This
sensor sends a varying frequency signal to the TCU to determine the current rotational
speed of the input shaft or torque converter. The TCU uses the input shaft speed to
determine slippage across the torque converter and potentially to determine the rate of
slippage across the bands and clutches. This information is vital to regulate the application
of the torque converter lock-up clutch smoothly and effectively.

5 .Transmission Fluid temperature Sensor (TFTS) : This may also be known

as Transmission Oil Temperature. This sensor determines the fluid temperature inside the
transmission. This is often used for diagnostic purposes to check ATF (Automatic
Transmission Fluid) at the correct temperature. The main use of this has been as a failsafe
feature to downshift the transmission if the ATF becomes extremely hot. On more modern
transmissions this input allows the TCU to modify the line pressure and solenoid pressures
according to the changing viscosity of the fluid based on temperature in order to improve
shift comfort, and also to determine regulation of the torque converter lock-up clutch.

6 .Kick Down switch : One of the most common inputs into a TCU is the kick down
switch which is used to determine if the accelerator pedal has been depressed past full
throttle.[3] Traditionally this was required on older transmissions with a simple logic in
order to ensure maximum acceleration. When activated the transmission downshifts into
the lowest permissible gear based on current road speed to use the full power reserves of
the engine. This is still present in most transmissions though is no longer necessary to use
in most circumstances because the TCU uses the throttle position sensor, the rate of
change, and driver characteristics to determine whether a downshift may be necessary,
thus eliminating the traditional need for this switch.

7. Brake Light Switch : This input is used to determine whether to activate the shift
lock solenoid to prevent the driver selecting a driving range with no foot on the brake. In
more modern TCUs this input is also used to determine whether to downshift the
transmission to increase engine braking effect if the transmission detects that the vehicle is
going downhill.

8 Traction Control System: Many TCUs now have an input from the vehicle's
traction control system. If the TCS detects unfavourable road conditions, a signal is sent to
the TCU. The TCU can modify shift programmes by upshifting early, eliminating the
torque converter lock-up clutch application, and also eliminating the first gear totally and
pulling off in 2nd.

9 Cruise Control Module: If the vehicle is fitted with cruise control the TCU may
also have a connection to cruise control system. This can modify shift behaviour to take
into account the throttle is not being operated by the driver to eliminate unexpected
gearchanges when the cruise control is engaged. This is also used to inform the cruise

Chapter 2 Page 2
control system about the position of the selector lever so that the cruise control can be
deactivated if the lever is shifted out of a driving range.

10.Input from other Controllers (CAN input) A wide variety of information is

delivered to the TCU via Controller Area Network communications or similar protocols
(such as Chrysler's CCD bus, an early EIA-485-based vehicle local area network). In older
vehicle designs, as well as in aftermarket TCUs sold into the racing and hobbyist markets,
the TCU receives only the signals needed to control the transmission (engine speed,
vehicle speed, throttle position or manifold vacuum, shift lever position).

Output Parameters The typical modern TCU sends out signals to shift solenoids,
pressure control solenoids, torque converter lockup solenoids and to other electronic
controllers.

1 Shift Locks: The shift lock system is designed to ensure the proper operation of
the automatic transmission. The driver must depress the brake pedal in order to
move the gear selector from Park to any other range. In addition, the ignition key
cannot be turned to the Lock position and removed from the ignition switch unless the
gear selector is placed in the Park position.

2 Shift Solenoids : Modern electronic automatic transmissions have electrical

solenoids which are activated to change gears. Simple electronic-control designs (such as
Ford's AOD-E, AXOD-E and E4OD) use the solenoids to modify the shift points in an
existing valve body, while more advanced designs (such as the Chrysler Ultradrive and its
follow-ons) use the solenoids to control the clutches indirectly, by way of a greatly
simplified valve body

3 Pressure Control Solenoids : Modern electronic automatic transmissions are still

fundamentally hydraulic. This requires precise pressure control. Older automatic
transmission designs only use a single line pressure control solenoid which modifies
pressure across the entire transmission. Newer automatic transmission designs often use
many pressure control solenoids, and sometimes allow the shift solenoids themselves to
provide precise pressure control during shifts by ramping the solenoid on and off. The
shift pressure affects the shift quality (too high a pressure will result in rough shifting; too
low a pressure will cause the clutches to overheat) and shift speed.

4 Torque Converter Clutch Solenoids : Most electronic automatic transmissions

utilize a TCC solenoid to regulate the torque converter electronically. Once fully locked,
the torque converter no longer applies torque multiplication and will spin at the same
speed as the engine. This provides a major increase in fuel economy. Modern designs
provide partial lockup in lower gears to improve fuel economy further, but this can
increase wear on the clutch components.

Chapter 2 Page 3
5 Output to Electronic Control Unit (ECU) : Many TCUs provide an output to
the ECU to retard the ignition timing, or reduce the fuel quantity, for a few milliseconds to
reduce load on the transmission during heavy throttle. This allows automatic transmissions
to shift smoothly even on engines with large amounts of torque which would otherwise
result in a harder shift and possible damage to the gearbox.
6 Output to Other Controllers: The TCU provides information about the health of
the transmission, such as clutch wear indicators and shift pressures, and can raise trouble
codes and set the malfunction indicator lamp on the instrument cluster if a serious problem
is found. An output to the cruise control module is also often present to deactivate the
cruise control if a neutral gear is selected, just like on a manual transmission.

7 Clutch Wear Indicators and shift pressures: With passage of time the clutch
starts to wear out , but with this proposed design , the extend of wear can be early formed
out.To make the readings available in the instrument panel the proximity sensor is
attached to the booster in line with the push rod at a distance where the safe position of
push rod makes the sensor of and any value more than is a warning light up to a limit off
1mm and more than 1mm should give an output of danger.

8 Malfunction Indicator Lamp (MIL): The Malfunction Indicator Light (MIL) is

also known as the Check Engine Light. The purpose of this warning light is to indicate a
detected problem with the car and alert the driver about the issue.
The Malfunction Indicator Light can signal three different types of problems.

 Occasional flashes indicate temporary engine malfunctions. In this case, it is good

to be aware of the possible forthcoming issues which can later on turn to more
serious ones.
 The most common case is when the indicator light stays on constantly. It indicates
more serious problem that requires action to be taken; the sooner the better. Yet,
sometimes the issues aren’t that serious but can affect the emissions of the vehicle,
for example.
 The most serious type of signaling is when the MIL flashes all the time. It is a sign
that your vehicle’s engine is misfiring. The issue is a major one and you should
stop the engine immediately to prevent serious damage. For instance, it might
cause the catalytic converter to overheat and even cause a fire.

Chapter 2 Page 4
 Unit 4
CONTROLLER AREA NETWORK

 The relationship between data transfer and bus length in a computer system is
somewhat indirect but interconnected.

In computer architecture, a bus refers to a communication system that transfers data

between components inside a computer or between different computers.

Bus length refers to the physical length or the number of wires or lines used in the bus to
transmit data.

The width of the bus (number of lines) determines how much data can be transferred at a
time, often measured in bits.

Bus

Bus length

Width of bus (no of lines)

 The bus length can affect data transfer in the following ways:

1. Data Transfer Rate: Generally, a longer bus length can increase the data transfer rate
because it allows for more parallel data transfer lines. For instance, a wider bus (more lines)
can transfer more data simultaneously, which can result in faster data transfer rates.

Signal Integrity: However, as the bus length increases, it can lead to issues related to signal
integrity. Longer buses are susceptible to signal degradation due to factors like interference,
capacitance, and noise. This can result in slower data transfer rates or even data errors.

Latency: Longer bus lengths can also introduce latency or delays in data transfer. Signals take
more time to propagate through longer buses, which can impact the overall speed of data
 transmission

Cost and Complexity: Longer bus lengths may require additional components for signal
boosting, error correction, or noise reduction, leading to increased complexity and cost in
designing and implementing the system.

1. Carrier Sense (CS): Before transmitting data, a device using CSMA/CD listens to the
network to check if the carrier (the medium used for transmission) is idle. If the carrier is
busy, the device waits for it to become idle before attempting to transmit.
2. Multiple Access (MA): Multiple devices share the same transmission medium. CSMA/CD
allows multiple devices to access the medium fairly by sensing its availability before
attempting to transmit.
3. Collision Detection (CD): In case two devices attempt to transmit data simultaneously
(collision), they detect the collision by listening to the signals they're sending. Once a
collision is detected, both devices stop transmitting, wait for a random amount of time,
and then reattempt transmission. The random wait period helps prevent collisions from
happening again immediately.

CSMA/CD was prevalent in traditional Ethernet networks, where multiple devices were
connected through a shared physical network segment. However, with the advent of
modern switched Ethernet networks (where each device has its own dedicated connection
to the switch), CSMA/CD has become less relevant. Most modern Ethernet networks use
full-duplex communication, which doesn't require collision detection because each device
has its own dedicated transmission path.

Due to the advancements in technology and the shift to full-duplex communication in

Ethernet, CSMA/CD is no longer widely used in current networks and has been mostly
replaced by CSMA/CA (Carrier Sense Multiple Access/Collision Avoidance) in wireless
networks like Wi-Fi, which uses a different approach to manage contention and avoid
collisions.
 A CAN message frame consists of several components:

1. Start of Frame (SOF): This bit (dominant) indicates the start of a CAN frame. It helps in
synchronization between different nodes on the network.

2. Arbitration Field: This part includes the Identifier (ID) and the Remote Transmission
Request (RTR) bits.
 Identifier (ID): It contains information about the message priority and the
message content. Standard CAN uses 11-bit identifiers (CAN 2.0A), while extended
CAN uses 29-bit identifiers (CAN 2.0B).
 Remote Transmission Request (RTR): This bit specifies whether the message is a
data frame (0) or a request frame for remote transmission (1).
3. Control Field: The Control field consists of the Data Length Code (DLC) in CAN frames.
 Data Length Code (DLC): This field indicates the number of bytes in the Data
Field.
4. Data Field: This section contains the actual payload of the message. The size of the Data
Field can vary based on the DLC and can hold up to 8 bytes in a standard CAN frame and
up to 64 bytes in an extended CAN frame.
5. CRC (Cyclic Redundancy Check): This field contains a 15-bit CRC sequence for error
checking and ensuring data integrity.
6. ACK Slot and ACK Field: After transmitting a message, the transmitter waits for an
acknowledgment (ACK) from other nodes. The ACK Slot is a recessive bit, and the ACK
Field is where the acknowledging nodes send a dominant bit to acknowledge receipt of
the message.
7. End of Frame (EOF): This marks the end of a CAN frame and comprises seven recessive
bits.
8. Interframe Space (IFS): This space separates consecutive CAN frames.
 CAN messages can be either Standard (CAN 2.0A) or Extended (CAN 2.0B). The frame
format for both types includes these components, but the length of the identifier and the
size of the data field differ between them. The use of standard or extended frames
depends on the specific requirements of the application.

Overall, the CAN message frame format ensures robustness, reliability, and real-time
capabilities in transmitting data across nodes in a network.

ISO 11898 defines the Controller Area Network (CAN) protocol, specifying two
main types of CAN networks: CAN High-Speed and CAN Low-Speed. These
specifications are standardized to ensure reliable and efficient communication in
various applications within the automotive and industrial sectors.

1. CAN High-Speed (ISO 11898-2):

 Speed: CAN High-Speed operates at speeds up to 1 Mbps (megabits per
second).
 Applications: It is commonly used in high-speed communication
networks found in automotive applications, industrial automation, and
other systems where high-speed data transmission is required.
 Physical Layer: CAN High-Speed typically employs a two-wire differential
network using twisted pair cables with a characteristic impedance of 120
ohms.
2. CAN Low-Speed (ISO 11898-3):
 Speed: CAN Low-Speed operates at speeds up to 125 kbps (kilobits per
second).
 Applications: It is used in applications that don't require high-speed
transmission but prioritize reliability and cost-effectiveness. It's suitable for
various automotive and industrial applications where lower data rates are
acceptable.
 Physical Layer: CAN Low-Speed uses a single-wire network with a
characteristic impedance of 1 kohm.
 Both CAN High-Speed and Low-Speed networks adhere to the same basic
protocol rules and message frame format, enabling devices designed for one
speed to communicate with devices designed for the other speed, albeit with
limitations based on the speed differences.

These different speed variants accommodate various application requirements,

providing flexibility for engineers and developers to choose the appropriate CAN
specification based on the specific needs of their systems, balancing factors like
speed, reliability, and cost.
In a Controller Area Network (CAN) system, nodes are devices or components
connected to the CAN bus, communicating with each other using the CAN
protocol. Each node on the network has a unique identifier that determines its
priority and role in the communication.

Node allocation in a CAN network involves assigning unique identifiers (IDs) to

each node, which helps in distinguishing between messages and determining
their priority when transmitted on the bus. There are two main types of
identifiers used in CAN:

1. Standard Identifiers (11-bit): These identifiers are 11 bits long and allow for up
to 2^11 (or 2048) possible unique addresses. Standard CAN frames use these
identifiers, offering a lower priority resolution compared to extended identifiers.
2. Extended Identifiers (29-bit): These identifiers are longer, consisting of 29
bits, and allow for a much larger number of unique addresses, up to 2^29 (or
over 500 million) possible unique addresses. Extended CAN frames use these
identifiers and offer a higher resolution for priority and message identification.

When allocating nodes in a CAN network, it's essential to manage the IDs
efficiently to avoid conflicts and ensure proper communication. Here are some
considerations for node allocation:

1. Unique IDs: Each node must have a unique identifier to prevent clashes and
confusion on the network. Duplication of IDs can lead to communication issues
and data corruption.
2. Priority: Assign IDs based on the node's priority in the system. Lower ID values
generally indicate higher priority. Critical nodes or messages may have lower IDs
 to ensure they take precedence over less critical ones.
3. Reserved IDs: Some IDs might be reserved for specific functions or broadcast
messages. These IDs should be defined and allocated carefully to avoid misuse
or conflicts.
4. Message Filtering: Nodes can be programmed to filter messages based on
their IDs. This filtering helps nodes only process relevant messages, reducing the
computational load and improving system efficiency.
5. Dynamic Address Assignment: In certain cases, systems may utilize dynamic
addressing methods where nodes are assigned IDs dynamically or through a
centralized controller. This method can simplify the initial setup but requires
proper management to avoid collisions.

Careful planning and management of node IDs in a CAN network are crucial to
ensure smooth and efficient communication among devices while avoiding
conflicts and ensuring the prioritization of critical messages.
Top of Form
Relation between data transfer rate and bus length
The faster the bus, the more data it can move within a given amount of time.

The motherboard's bus transfers data between parts. The term "bus speed" refers to how
quickly the system bus can move data from one computer component to the other. The faster
the bus, the more data it can move within a given amount of time.

The system's "Front Side Bus" connects the CPU to the computer's "Northbridge," which
handles communication between the computer's RAM and the processor. This is the fastest part
of the bus and handles the automobile system

The Controller Area Network (CAN)

The Controller Area Network (CAN) is another type of serial communications protocol that was
developed within the automotive industry to allow a number of electronic units on a single
vehicle to share essential control data. A vehicle nowadays uses many microcontrollers for
autonomous control systems. Each microcontroller system is referred to as an electronic control
unit (ECU) and these include the engine management ECU, an anti-braking system (ABS) ECU,
a dashboard ECU, active suspension and the radio/CD player, for example. Each of these ECUs
manages its own control strategies, but they all need to access information relevant to their own
operation, for example drawn from engine speed, throttle position, brake pedal position and
engine temperature. However, an automotive vehicle generates a high level of electromagnetic
interference and a wide temperature and humidity range; this is a hostile environment for any
signal and indeed for any electronic device. Moreover, very high reliability is essential as
vehicles are safety-critical systems.

The types of control data that need sharing along the bus can vary. For example, the dashboard
ECU will need to access data including engine speed, engine temperature, vehicle speed
and diagnostic information, which will be predominantly provided by sensors attached to the
engine management and gearbox ECUs, as well as door open/closed data from the door ECUs.
Furthermore, if this vehicle is to implement an automatic door lock strategy once a threshold
vehicle speed has been achieved, then the door lock ECUs will need to access vehicle speed data
from the CAN bus.
The need for CAN

A vehicle contains a network of electronic devices that share data and information with one
another.

A spark-ignition engine, for instance, requires a spark to initiate the combustion chamber.
Timing is important here. To ensure this occurs accurately, it “communicates” with the vehicle’s
engine control unit, which chooses the ideal time for the ignition to provide the power and fuel
efficiency.

Another example of communication between devices includes that of an automobile’s

transmission-control unit. It automatically changes a vehicle’s gear in relation to its speed by
using data from the engine control unit and various sensors in the system. Every electronic
device has an ECU/MCU (electronic/microcontroller control unit) with its own set of rules to
share and transfer information.

However, for two or more devices to interact, they must be equipped with hardware and software
to properly communicate. Before CAN was used in vehicles, each electronic device was
connected to another via wires (or, more specifically, point-to-point wiring). This worked
effectively enough when the functions were basic. But one of the major problems for automotive
engineers as electronics advanced was linking the ECUs of different devices so that real-time
information could be exchanged. The CAN protocol was designed to address this problem.

The protocol set rules by which electronic devices can exchange information with one another
over a common serial bus. It reduced the wiring connections and the overall complexity of the
system.
The standard technology of the time — asynchronous transmitter/receiver — was unable to
support multi-domain communication. A domain is a group of electronic devices that have
similar requirements to work properly in the system. For example, a CD/DVD player, GPS, and
monitors and displays form a single domain. Similarly, the dashboard, air-conditioning system

(or climate control), wipers, lights, and door locks form another domain.
The electronic devices in a vehicle can be classified under different domains and CAN facilitates
multi-domain communication, which is a great help to auto engineers.

A vehicle’s multi-domain communication, supported by the CAN protocol.

How is the CAN protocol implemented?

The CAN protocol is a set of rules for transmitting and receiving messages in a network of
electronic devices. It defines how data is transferred from one device to another in a network.
Interestingly, CAN was developed with a specific focus on the auto industry but its architecture
and advantages have led several other industries (such as the railway, aircraft, and medical
sectors) to adopt the protocol as well.

Benefits

 Low cost: Since a CAN serial bus uses two wires (with high-volume and low-cost
production), it offers a good price-to-performance ratio.

 Reliable: CAN offers excellent error-detection and error-handling mechanisms,

which provides highly reliable transmission. It’s also largely immune to
electromagnetic interference.

 Flexible: CAN nodes are not limited by the protocol and can be easily connected or
disconnected.

 Fast: CAN supports a data rate of 1 MBit/s @ 40m bus length.

 Multi-master communication: Any node can access the bus

 Fault confinement: Faulty nodes do not disturb the communication.

 Broadcast capabilities: Messages can be sent to one /many/all nodes.

 Standardized: ISO has standardized the CAN protocol via ISO-DIS 11898 (for
high-speed applications) and ISO-DIS 11519-2 (for low-speed applications). The
CAN protocol is also standardized by industry organizations, such as the SAE-
Society of Automotive Engineers.

CAN as a CSMA protocol

CSMA is a carrier sense, multiple-access protocol in which node verifies the absence of traffic
before transmitting on a shared medium such as electrical bus. In CSMA each node on a bus
wait for a specific time before sending the message. Once this wait period is over every node has
equal opportunity to send the message. Based on pre-programmed priority of each message in
identifier field i.e. highest priority identifier wins the bus access. It is implemented on the
physical layer of OSI model. Let us understand CSMA with an example. In a discussion every
person gets an equal opportunity to voice their thoughts however when a person is talking others
keep quiet and listens and waits for their chance to speak (carrier sense). But if two or more

people start speaking at the same time then they detect the fact and quit speaking (collision
detection).

Carrier Sense Multiple Access/ Collision Detection (CSMA/CD)

Carrier sense multiple access with collision detection (CSMA/CD), is a network multiple access
method in which carrier sensing is used, but nodes attempt to avoid collisions by transmitting
only when the channel is sensed to be `idle`. When they do transmit, nodes transmit their packet
data in its entirety.

collision detection in which a transmitting station detects collisions by sensing transmissions

from other stations while it is transmitting a frame. When this collision condition is detected, the
station stops transmitting that frame, transmits a jam signal, and then waits for a random time
interval before trying to resend the frame

The following procedure is used to initiate a transmission. The procedure is complete when the
frame is transmitted successfully or a collision is detected during transmission.

1. Is a frame ready for transmission? If not, wait for a frame.

2. Is medium idle? If not, wait until it becomes ready
3. Start transmitting and monitor for collision during transmission.
4. Did a collision occur? If so, go to collision detected procedure.
5. Reset retransmission counters and complete frame transmission
Standard frame

Standard CAN Frame Format fields

depicts standard CAN frame structure. Following table-1 describes fields used in standard CAN
frame format. It uses 11 bit identifier.

Fields Description

Start of Frame bit. It marks start of message. It is used to synchronize nodes on the CAN
SOF bus.

It is 11 bit (binary) in size. It establishes priority of message. Lower the value, higher is
Identifier the priority.

It stands for Remote Transmission Request bit. This field is dominant when node requires
information from another remote node. All the nodes receive request and all the nodes
receive reply. Specific node processes the request based on identifier and transmits the
RTR reply.

Stands for Identifier Extension bit. It indicates standard CAN frame is being transmitted
IDE with no extension.

r0 It is reserved for future use.

Stands for Data length code. It is 4 bits in size. It indicates number of bytes to be
DLC transmitted over the CAN bus.
Data It contains upto 64 bits of application data.

It is used for error detection. It is 16 bits in size. It holds checksum for application data
CRC preceding to it.

It is 2 bits in size. It contains first bit as ack bit and second bit as delimiter. Each node
uses this to show integrity of its data. Node receiving correct message overwrites this bit
in original received message with dominate bit as mentioned above to indicate error free
message has been transmitted. The node receiving erroneous message leaves this bit as
recessive. Moreover it discards the message and hence prompts the sending node to re-
ACK transmit the message after re-arbitration process.

EOF Stands for End of Frame. It is 7 bits in size. It marks end of CAN frame or message.

stands for Interframe space. It is 7 bits in size. It contains time required by controller to
IFS move correctly received frame to its proper position in message buffer area.

Extended CAN Frame format fields

Figure-2 depicts extended CAN frame structure. Following table-2 describes fields used in
extended CAN frame format. It uses 29 bit identifier.

Fields Description

It stands for Substitute Remote Request. This bit replaces RTR bit of standard CAN message
SRR location as placeholder in this extended CAN format.
 It functions as recessive bit in identifier extension. It indicates that more identifier bits are
IDE followed. 18 bit extension follows IDE.

r1 It is additional reserved bit for future use

Arbitration
It is a mechanism which resolves the conflict when two or more nodes try to send the message at

the same time. In this technique whenever the bus is free any unit can transmit a message. If two
or more units starts transmitting at the same time access to the bus is conflicted, but this problem
can be solved by arbitration using identifier. During arbitration every transmitter compares the
value of transmitted bit with bit value on the bus. If the bit value is same, the node continues to
send the bits. But at any time if transmitted bit value is different from bus value the dominant bit
overwrites the recessive bits.

 High Speed CAN offers baud rates from 40 Kbit/s to 1 Mbit/sec, depending on cable
length. This is the most popular standard for the physical layer, since it allows for simple
cable connection between devices. This is the physical standard used in the DeviceNet
and CANopen specifications. High speed CAN networks are terminated with
120 ohm resistors on each end of the network.

 Low Speed/Fault Tolerant CAN offers baud rates from 40 Kbit/s to 125 Kbits/sec. This
standard allows CAN bus communication to continue in case of a wiring failure on the
CAN bus lines. In low speed/fault tolerant CAN networks, each device has its own
termination.

CAN Nodes Allocation

Nd1 – Controls all rear lighting loads
Nd2 – Controls electric windows
Nd3 – Controls the windscreen wipers.
Nd4 – Controls all front lighting loads
 UNIT 5. AUTOMOTIVE DIAGNOSIS SYSTEM
Introduction
Automotive Diagnosis system is the procedure in which the mechanics are involved in
identifying and assessing problems that may negatively affect the normal operation of a vehicle.
Mechanics may employ a wide range of techniques and tools in conducting vehicle diagnostics,
ranging from cursory physical checks to more involved, computer-based analysis. Given the
sometimes occult nature of mechanical problems, effective diagnostics are critical to successful
repairs and the smooth running of any vehicle.

Chapter 5 Page 1
5.1 Automobile On-board diagnostics (OBD) Systems.

OBD stands for On-Board Diagnostics and is a computer system inside of a vehicle that tracks
and regulates a car’s performance. This on-board computer system collects information from the
network of sensors inside the vehicle, which the system can then use to regulate car systems or
alert the user to problems. A technician can then simply plug into the OBD system to collect
vehicle data and diagnose the problem. OBD systems have been a great help in helping users
better understand vehicle diagnostics.
The history of OBD begins in the 1980s. During this time, vehicle monitoring systems were
developed in response to several factors.
On-board diagnostics (OBD) is an automotive term referring to a vehicle's self-diagnostic and
reporting capability. OBD systems give the vehicle owner or repair technician access to the
status of the various vehicle sub-systems. Modern OBD implementations use a standardized
digital communications port to provide real-time data in addition to a standardized series
of diagnostic trouble codes, or DTCs, which allow a person to rapidly identify and remedy
malfunctions within the vehicle.

5.2 Different Scanner Devices used in Automobiles

An automotive scan tool (scanner) is an electronic tool used to interface with, diagnose and,
sometimes, reprogram vehicle control modules.[1] Scanners are designed to interface with a car's
onboard diagnostic system to facilitate the diagnostic process. In that way, they are similar to
car code readers. They can be plugged into an OBD-I or OBD-II socket, read and clear codes,
and view data readouts from various sensors.

In addition to reading and clearing codes, a scan tool may be able to:

 Store and play back live data

 Graph data
Chapter 5 Page 2
  Read generic and manufacturer-specific trouble codes
 Display pending codes
 Provide trouble code definitions
 Provide troubleshooting procedures

Some of the professional scanner used in automobile are described below:

#1 – Autel Scanner MaxiCOM MK808 OBD2 Scanner

If looking for a scan tool that can do it all, then the Autel MK808 is the perfect scan tool for
you. It works with 85 different car makes and models. Not only will it read all engine, PCM,
TCM, ABS codes, and more, but it has multiple other functions that display live data as you
troubleshoot. Furthermore, this Autel scanner provides detailed reports that let you know the
most likely cause of a problem. Even better, it has over 25 maintenance buttons that make it
easier than ever to repair vehicles.
These features include ABS bleeding, battery registration, oil resets, injector coding, and so
much more.

#2 – LAUNCH CRP129E OBD2 Scan Tool

It’s a more affordable version of the Autel scanner and has many same features. It works with more
than 57 car brands and over 10,000 different vehicle types.

Chapter 5 Page 3
Furthermore, it comes with live data tracking for up to 10 different data streams simultaneously.
Moreover, it comes with multiple maintenance features from oil resets, TPMS resets, battery voltage
tests, steering angle calibration tools, and more.

#3 – Actron CP9690 Elite OBD2 AutoScanner

This scanner looks simple, it can display live data from over 300 different sensors and inputs
throughout your vehicle.
Furthermore, you can freeze frame data to take the extra time to pull all the information you need to
troubleshoot a vehicle properly. The Actron CP9690 easy to use, does everything you could ask for,
and is economical as well.

#4 – Autel ML629 OBD2 Scanner

This Autel scanner is a much more lower-end option than the first one that we reviewed. While it
comes with a much lower price tag, it also comes with far fewer features.

Chapter 5 Page 4
It works with any OBD2 vehicle, and it can pull codes and data in just a few seconds. Whether
you’re looking for your current emissions or you’re troubleshooting a pesky ABS or SRS light, this
scan tool can help you get the job done.
Despite its limited functionality beyond code reading, the Autel ML629 scanner does give you the
ability to live stream from select input options. The ML629 scanner comes with free updates for life!
Finally, this scan tool comes with a 1-year warranty giving you a little extra peace of mind that
you’re getting a quality product.

5 – BlueDriver Bluetooth OBDII Scan Tool

It works great with both Apple and Android smartphones and tablets, Not only does this
comprehensive scan tool give you your engine code, but it also connects you to an extensive database
that automatically generates repair reports to help you fix your vehicle.

With the BlueDriver, you get free app updates, the ability to screenshot and save data easily, and the
ability to interact with live data graphs to help break down the problem.

#6 – OBDeleven Pro Diagnostic Scan Tool

Chapter 5 Page 5
If you drive an Audi, VW, or other VAG (Volkswagen Auto Group) vehicle, the OBDeleven Pro
should be at the top of your list for a scan tool. This Bluetooth enabled scanner has many advanced
functions and is easy to use.
Technically adept users will find the OBDeleven Pro to be quite useful when attempting to validate
repairs and relearn certain automated vehicle functions. While it’s an excellent tool if you have an
Android powered device, those with iPhones or other Apple products are out of luck if they want to
be able to use all features. But as an alternative, purchasing a cheap Android tablet is a good
workaround.

5.2.1 X431 Launch Scanner

Launch x431 v is a professional diagnostic scan tool that can access all available vehicle
modules including PCM, ECM, EPS, PDM, TPM, BCM, ABS and SCCM and etc and perform
OE-Level wireless diagnosis on all car systems ABS, SRS, Engine, Transmission, Brake
Systems and etc with complete capabilities for codes, live data graphing and merging, active test,
ECU information, adaptation, matching, advanced ECU coding etc.

X431 Launch Scanner supports the following functions;

Oil Reset :allows you to perform reset for a new calculation of Engine Oil Life system once
changed the oil.

EPB Reset : is important in the maintenance of electronic braking system's safety and efficiency.

BMS Reset: allows the scan tool to evaluate the battery charge state, monitor the close-circuit
current, register the battery replacement, and activate the rest state of the vehicle.

DPF Reset: specially works for Diesel Particulate Filter system with DPF regeneration, DPF
component replacement teach-in and DPF teach-in after replacing the engine control unit.

SAS Reset: helps clear the fault steering angle sensor memories and plays an important role in
the steering angle sensor calibration.

Chapter 5 Page 6
TPMS Reset :makes sense in displaying sensor IDs from the vehicle's ECU, inputting TPMS
sensor replacement IDs and testing sensors.

IMMO reset: it is mainly used to disable the lost vehicle keys and program a new replacement
key fob.

ABS Bleeding: ABS brake bleeding to get a firm brake pad after air exhaustion.

Throttle reset: The throttle body is a tube containing a pivoting flat valve (butterfly) that is used
to control the amount ofair entering an engine. In an electronically fuel injected car, a throttle
position sensor and air flow sensorcommunicate with the computer, which supplies the
corresponding amount of fuel needed at the injectors. It must need re-learning throttle sensor
position after clearing or repair

Gear Learning : The scan tool monitors certain camshaft position sensors signals to determine if
all conditions are met to continue with the procedure for Engine running

Injector Coding: Leaking injectors and some dead injectors can be missed even when an injector
is disabled. Otherproblems with the ignition system and mechanical components also may not
show an rpm loss when aninjector is turned off.

RESET FUNCTION ADDED: Reset Fuel Alcohol Level & Reset Fuel Trim. AFS Reset ;EGR
Adaptation ;GEARBOX Reset ; SUNROOF, SUS Reset ect.

5.2.2 Worldwide Diagnosis System

The Worldwide Diagnosis System is also known as Global Diagnostic System or “GDS”, for
short, offers several new features. The tool, referred to as the “Information Terminal” is housed
in scanner and laptop and allows diagnosis via wireless communication. When configured
properly, the wireless function lets those in a wireless dealership environment to access updates
or review the parts dialogue without all the wired connections.
The GDS is equipped with touch screen technology that simplifies your communication with
the unit. The screen can be swiveled and locked into a flat exposed position so that the tool can
be handled in a simplified manner.

With the assistance of GDS diagnostic tool, diagnosis and repair can be achieved much more
efficiently. Its wireless capability improves mobility and simplifies upgrades. This breakthrough
system can guide your diagnostic procedures and draws on vehicles full service library for
tackling the conditions discovered with the tool.
Figure

Chapter 5 Page 7
5.3 Techniques of reading and extracting current data
The techniques or methods of reading and extracting current data while performing diagnosis of
a vechile are described in given below steps;

Step 1: Plug the OBD scanner into the OBD port

Your OBD scanner has a 16-pin trapezoidal connector that fits into the vehicle’s OBD port. This is also known as
the diagnostic link connector (DLC). Each vehicle has a different location for the OBD port, but most of the time,
you’ll find it under the driver’s side dashboard near the pedals. In rare cases, it will be in the center dashboard or
below the glove compartment. Check your owner’s manual for the precise location of your DLC.

Step 2: Turn on the ignition

Turn on the ignition in the vehicle, but don’t start the engine. If the scanner doesn’t light up when you switch on the
ignition, check the connection between the scanner and the connector pins.

Step 3: Enter the Vehicle Identification Number

With some OBD scanners, you’ll have to enter the Vehicle Identification Number (VIN), make, model, and engine
type of the vehicle. This is because some OBD codes are manufacturer-specific, so the scanner will be able to give
you more

Step 4: Find OBD codes in the menu

Next, navigate to the Codes menu on your OBD scanner.

Step 5: Interpret the first character of the OBD code

Now you have the OBD code, you need to be able to interpret what it means. Each character of the code tells you
something about the error. for example. If the first character is a C, there’s a problem in the chassis, such as an issue
with the anti-lock brakes. If it’s a U, the network communication system has an issue

Step 6: Interpret the second character of the OBD code

The second character in the code defines whether the problem is a generic issue or a
manufacturer-specific issue. When creating the OBD code system, the Society of Automotive
Engineers chose standard codes for problems that can occur on most cars. These are known as
generic codes..Look at the first two characters of the OBD code. If they are P0, P2, P34-P39, B0,
B3, C0, C3, U0, or U3, the issue is generic. If they are P1, P30-P33, B1, B2, C1, C2, U1, or U2,
the problem is manufacturer specific.

Chapter 5 Page 9
Step 7: Interpret the third character of the OBD code
The third character gives us even more specific information on where the problem lies. Each type
of issue (powertrain, body, chassis, network communication system, etc.) has its own
interpretation for this number.

Step 8: Interpret the final characters of the OBD code

The final two characters of the OBD code specify the exact fault. With thousands of potential
faults, to get the exact details of the issue, you’ll need to go online and use one of the many OBD
Code interpretation websites, such as OBD-Codes.com. Enter the full OBD code, and the
website will return full details on the fault experienced and how to fix it.
5.5 Simulation in OBD

Automotive simulation enables engineers to deliver innovations faster, while maintaining safety
and reliability, by anticipating validation through digital prototyping and rapid virtual testing.
As the industry reinvents itself, simulation is more important than ever in vehicle engineering.
Smart electronics, infotainment, telecommunications, advanced software - vehicle manufacturers
and system integrators have brought innovative and transformative technologies to consumers.
This industry is also rapidly making self-driving vehicles a reality with the introduction of
advanced driver assistance systems - ADAS - and autonomous features. On the other hand, rising
fuel costs and environmental concerns are restructuring all aspects of vehicle engineering . It
develops autonomous vehicle systems, intelligent controls, infotainment devices and
connectivity, delivering better fuel efficiency and lower pollutant emissions.

It is often the case that the required ECU and/or its communication environment are not yet, or
no longer, available in the course of the ECU lifecycle. If not yet available, the creation of test
sequences is delayed due to a lack of suitable communication partner; if no longer available,
regression tests, e.g. on service testers, cannot be carried out at the required test depth. In both
cases, simulation is the proven means of increasing efficiency and minimizing risks.
Softing provides solutions for the diagnostic simulation of ECUs that enable process-secure
regression tests of diagnostic testers, while at the same time considerably alleviating the
operation of test sequences. This is made even simpler due to the integrated residual bus
simulation. We can customize this solution for the particular use case but we can also realize
special hardware and software solutions based on our long-term expertise.

Chapter 5 Page 10
5.6 Programming through OBD

Programming through OBD uses automotive diagnostic software for programming,

monitoring, adaptations and much more. Operating with smart Bluetooth device, it allows to
fully access all car systems via your smartphone or tablet. OBD programming software, paired
with diagnostic tools, communicate with your vehicle’s computer to identify existing and
potential issues. With the right software, you can learn important vehicle information like why
your ABS or check engine light is on, saving you hundreds of dollars at the mechanic. You can
also alter your vehicle’s electronic control unit (ECU) with certain software to give it better gas
mileage or more horsepower.

5.6.1 Automobile Ignition Key Programming

Automobile Ignition Key Programming is the reprogramming of a preset blank chip in a new car
key, so that it will suit the current settings of your vehicle. The programming usually involves a
series of simple steps that the user has to do that eventually puts the vehicle into "learn mode" or
"programming mode" .
There are several different types of keys that may need reprogramming and these include:
• Remote key fobs
• Integrated transponder chips
• Flip keys with key cards

Chapter 5 Page 11
Finally, we’re going to take a brief look at how car key programming actually works so you can
understand what the locksmith is up to while they're working away. Though some cars may
differ, for the most part, this process can be broken down into three steps:
• Step one: Assess the car to determine the make, model and year of the vehicle. This will
help them to identify the right blank key fob and tools they’ll need for the vehicle in question.
• Step two: Program the fob or transponder chip (or clone the key if this is possible) using
specialist equipment.
• Step three: Test the key to make sure everything works. In most cases, everything is fine
the first time around but if the key is still not working properly additional programming may
need to be carried out until it is.

5.6.2 Automotive Injector Replacement Programming

Coding an injector is a vital part of the testing and repairing of injectors, and provides an
essential connection between the physical injector firing events and the digital Electronic Control
Unit (ECU) of the vehicle's engine. Injector replacement programming identifies the numerous
operating tolerances of that injector and generates a string of digits containing this information
which can be understood by the vehicle’s ECU. The ECU will then deliver fuel to that injector
with better precision and timing to improve running and efficiency.

The programming for automotive injector replacement can be performed via following steps:

1. Select the function : "Injector programming 1, 2, 3 or 4"

2. A dialogue box will be displayed to confirm the code programmed for the injector.
3. Confirm with "OK" to reprogram the injector code.

 If the code is correct, choose "OK".

 To quit the program choose "Abort".

4. Enter the 30 characters of the code printed on the injector (see illustration) , then click "OK" to
validate.
5. A dialogue box will be displayed to confirm the code chosen ; click "Yes" if it is correct.

 Click "No" to stop the programming process.

6. If the programming process has been successful, the old and new codes will be displayed.
7. Confirm with "OK" to finish the process.
8. Check and delete any fault codes

Chapter 5 Page 12
 5.6.3 Automobile ECU Replacement programming
ECU programming is the process of taking a ROM file and placing it into permanent storage
inside a vehicle's engine management ECU. Programming on replacement of ECU involves
taking the following steps, but there may be car-model-related variations so only do the job for
real with the specific instruction manual alongside you.

1. Connect the vehicle interface cable to the OBD-II connector and turn the ignition switch to
ON
2. Open the ProECU software and choose Tools then Detect Vehicle
3. Select Program Engine ECU
4. Choose Query ECU to identify the ECU version fitted to the car
5. Select Choose ROM File and pick the relevant modified ROM file to program into the ECU
6. Enter the ROM filename or your unique name for the ROM file in the Comments box so that
in future you know exactly which ROM is in the ECU
7. Ensure that all electrical consumers about the car (such as interior lights, heater blower, stereo
etc.) are turned OFF and that mobile phones are kept away from the car
8. Choose Program ECU
9. After programming the ECU, follow the on-screen instruction to cycle the Ignition
10. Start the engine

5.6.4 Automobile Fuel System Air Bleeding Through OBD

It is important to bleed the air out of the fuel system because by bleeding trapped air from the
fuel system, you can restore the flow of fuel and get your marine diesel engine running again.
This skill is crucial for anyone who intends to be on the water for any considerable length of
time.
The ECM/PCM calculates fuel injector pulse-width based on engine speed and
load. Pulse-width is further modified to compensate for changes from multiple inputs, including
engine temperature, throttle angle, fuel trim, and battery voltage. The ECM/PCM relies on the
fuel delivery system to provide enough fuel for all possible engine operating conditions. Fuel
pressure and volume are considered “known good” values from the perspective of the
ECM/PCM and are not directly monitored. Low pressure or volume conditions can cause
changes in the operation and performance of the powertrain that may set codes as a symptom of
improper fuel delivery. Low fuel pump pressure or volume can cause a lean mixture and fuel
starvation at high speeds that may induce lean-related DTCs. Excessive pressure can result in
poor fuel economy, rich mixtures and can cause rich-related DTCs to be stored in memory.

Chapter 5 Page 13
4.7 CAN Nodes Allocation
ND1: Engine Control Unit (ECU) Unit 4 remaining
Manages engine-related functions such as fuel injection, ignition timing, and
emission control.
Interfaces with sensors and actuators within the engine system.
Communicates with other ECUs in the vehicle network, such as the
Transmission Control Unit (TCU) and Body Control Module (BCM), to
coordinate vehicle operation.

ND2: Body Control Module (BCM)

Controls various electrical systems and components within the vehicle's

body or interior.
Manages functions such as lighting, power windows, door locks, climate
control, and security features.
Interfaces with switches, sensors, and actuators distributed throughout the
vehicle.

ND3: Transmission Control Unit (TCU)

Manages transmission-related functions such as gear shifting, torque

converter lockup, and shift timing.
Interfaces with sensors and actuators within the transmission system.
Communicates with other ECUs in the vehicle network, such as the Engine
Control Unit (ECU) and BCM, to optimize drivability and fuel efficiency.

ND4: Airbag Control Unit (ACU)

Monitors and controls the deployment of airbags and other supplemental

restraint systems (SRS) in the event of a collision.
Interfaces with crash sensors, occupant detection sensors, and seatbelt
pretensioners to determine the severity of a crash and deploy airbags
accordingly.
Communicates with other safety-related systems in the vehicle, such as the
BCM and Engine Control Unit (ECU), to ensure coordinated response during a
crash event.

These four nodes represent a common allocation of functions within a vehicle's network
architecture, covering essential systems related to engine management, body control,
transmission control, and safety restraint systems. Depending on the vehicle's complexity and
features, additional nodes may be allocated for functions such as infotainment, driver assistance
systems, chassis control, and more.

4.8 CAN Implementation Method

Microcontroller
1.1 Applications:
Engine Control: The microcontroller can be used to implement engine control functions,
such as fuel injection timing, ignition timing, and idle speed control.
Body Control: It can manage various body control functions, including lighting control, power
window operation, door lock/unlock, and climate control.
Transmission Control: The microcontroller can control transmission functions like gear
shifting, torque converter lockup, and shift timing in automatic transmissions.

1.2 Higher Layer Protocol:

Controller Area Network (CAN): A higher layer protocol commonly used in automotive
systems for communication between ECUs. CAN provides a robust and efficient means of
transmitting data between microcontrollers within the vehicle network.
LIN (Local Interconnect Network): Another protocol used for communication between
ECUs, particularly for less critical and lower-speed applications within the vehicle.

1.3 Additional Message Filtering:

Filtering Engine Control Messages: The microcontroller can implement message filtering to
process only relevant messages related to engine control functions, reducing processing
overhead and improving efficiency.
Filtering Body Control Messages: Similarly, the microcontroller can filter messages related to
body control functions, ensuring that only relevant commands are processed for tasks like
lighting control or door lock/unlock operations.
Filtering Transmission Control Messages: For transmission control, message filtering can be
used to prioritize messages related to critical functions like gear shifting and torque
converter lockup, enhancing responsiveness and reliability.

This implementation method using a microcontroller offers flexibility, scalability, and efficiency in
managing various automotive functions. By leveraging higher layer protocols like CAN or LIN and
implementing message filtering techniques, the microcontroller can effectively control and
coordinate different systems within the vehicle network while optimizing performance and
resource utilization.
4.9 CAN Controller
1. MCU Interface:
Description: This component serves as the interface between the Vehicle CAN controller
and the microcontroller unit (MCU) of the vehicle.
Functionality: It facilitates communication between the MCU and the CAN controller,
allowing the MCU to send commands, receive data, and configure the CAN controller's
operation.
Tasks: The MCU interface handles tasks such as initializing the CAN controller, setting up
message buffers, and transmitting/receiving data frames.

2. CAN Protocol Controller:

Description: The CAN protocol controller is responsible for implementing the CAN protocol
stack, including message framing, arbitration, error detection, and acknowledgement.
Functionality: It ensures adherence to the CAN protocol standards, manages message
transmission and reception, and handles error detection and recovery mechanisms.
Tasks: The CAN protocol controller interprets commands from the MCU, generates CAN data
frames according to the protocol, monitors the bus for incoming messages, and performs
error checking.

3. Message Acceptance Filter:

Description: This component filters incoming CAN messages based on predefined criteria to
determine whether they should be accepted or rejected.
Functionality: It evaluates the identifier (ID) of incoming messages and compares them
against a set of acceptance criteria configured by the MCU.
Tasks: The message acceptance filter selectively accepts messages that match the
configured criteria, allowing them to be processed further by the MCU or other ECUs.
Messages that do not meet the criteria are filtered out and discarded.

4. Message Memory:
Description: Message memory stores incoming and outgoing CAN messages temporarily,
allowing them to be buffered and processed by the MCU or CAN controller.
 Functionality: It provides storage space for message data, including identifiers, data
payloads, and control information.
Tasks: Message memory buffers incoming messages awaiting processing by the MCU, and
stores outgoing messages queued for transmission onto the CAN bus. It ensures efficient
handling of message traffic and prevents data loss or overflow.

The Vehicle CAN controller integrates these components to facilitate communication over the
CAN bus, enabling robust and reliable data exchange between different electronic control units
(ECUs) within the vehicle's network. It plays a crucial role in supporting various automotive
applications, including engine control, transmission control, body control, and more.

4.10 CAN Transceiver

CAN Transceiver

1. Bus Management Failure:

Bus Fault Detection: The CAN transceiver monitors the bus for faults such as short circuits,
open circuits, or bus-off conditions.
Fault Reporting: Upon detecting a bus fault, the transceiver signals the controller or MCU by
setting specific status flags or generating interrupt signals.
Bus Recovery: In case of a bus-off condition, where the controller is unable to communicate
on the bus, the transceiver may initiate automatic recovery procedures or enter a low-power
mode to minimize power consumption until the fault is resolved.
Fault Isolation: The transceiver may include features to isolate faulty segments of the bus,
such as disconnecting them from the rest of the network to prevent disruptions to other
nodes.

2. Signaling:
Signal Conditioning: The transceiver ensures proper signal conditioning to transmit and
receive CAN messages reliably over the bus.
Voltage Level Shifting: It may include voltage level shifting circuits to interface with the
controller or MCU and adapt to different voltage levels used in the CAN network.
Driver Strength Control: The transceiver controls the strength of the transmitted signals to
meet CAN specifications and minimize electromagnetic interference (EMI).
Fault Signaling: In case of signaling errors or violations, the transceiver may provide
diagnostic outputs or status flags to indicate the presence of signal integrity issues.

In summary, the CAN transceiver plays a crucial role in managing bus faults, ensuring reliable
communication, and providing signaling support within the CAN network. It detects and reports
bus faults, facilitates fault recovery procedures, and ensures proper signal conditioning and
transmission to maintain the integrity of CAN communication.

CAN Bus
1.Transmission between nodes
Message-Based Communication: Nodes exchange data in message format containing sender
info, message ID, data payload, and error-checking bits.

Distributed Network Architecture: Nodes communicate directly without a central controller,

enabling efficient communication.

Broadcast Communication: Messages are broadcast to all nodes, allowing multiple nodes to
receive the same message simultaneously.

Priority-Based Arbitration: Messages with lower IDs have higher priority, ensuring critical
messages are transmitted without delay.

Collision Detection and Resolution: Nodes automatically retry transmission in case of a collision,
minimizing data loss.

Error Detection and Handling: Built-in mechanisms detect errors and automatically retransmit
messages for data integrity.

Deterministic Communication: Messages are transmitted and received with predictable timing,
crucial for real-time applications.

2. CAN Main Controller Software:

The CAN main controller software manages the overall operation of the CAN bus within the
vehicle's network.
It handles tasks such as message transmission, reception, arbitration, error detection, and
fault recovery.
The software interfaces with other system components, including the microcontroller,
transceivers, and higher-level applications.
It implements the CAN protocol stack, including protocols for message framing, bit timing,
error detection, and fault confinement.
Additionally, the software may include features for message filtering, prioritization, and
routing to optimize communication efficiency.

3. CAN Main Controller Software Flowchart:

Start

Initialize CAN controller

Configure CAN bus parameters (bit rate, mode, etc.)

Loop:

- Check for pending messages to transmit

- If message to transmit:

- Perform arbitration to determine message priority

- Transmit message onto the CAN bus

- Check for incoming messages

- If message received:

- Process received message

- Handle message acknowledgment or retransmission if necessary

- Update system state based on received data

- Handle error detection and fault recovery

- Update internal timers and counters

End Loop

Stop