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●How it works
●Case applications:
○ Nissan Leaf
○ Volvo S80
Group 4:
• Adam J
• Suranraj
• Samsudin
• Harvey N
2
CANbus Introduction
• A reliable bus network standard
specified in ISO-11898 for Control
Units (i.e. microcontrollers and
devices) to communicate with
each other in applications without
a host computer.
• Originally designed for
multiplexed electrical wiring within
automobiles to save on copper
• First introduced by Bosch in 1986,
CAN’s reliability derives from its 2-
wire bus signalling method, where
voltage swings on both buses are
compared, and common-mode
interference signals rejected by
line controllers (transceivers):
3
Highspeed
CAN
• For critical, fast signalling
systems like ABS, engine
systems and transmission Dominant line voltage is read as a logic 0, and
systems. recessive line voltage is read as a logic 1. This rule
• Clock speed goes up to 1Mbps applies for both high and low speed CAN systems.
• Approx. 40m cable length limit.
• Also known as CAN-C, and High-speed CAN has ungrounded termination resistors
CAN-D for diagnostic buses. connected across each end of the CAN-h (CAN+) and
• There is also a more recent CAN CAN-l (CAN-) line. This makes high-speed CAN non-
standard released by Bosch in fault tolerant, i.e. a short or open in one line makes the
2012 called CAN FD (Flexible signal unreadable by Control Unit transceivers.
Datarate), which is compatible
with highspeed CAN-C and goes
up to 15Mbps with even shorter
cabling constraints.
• Fault-tolerant due to
isolated termination resistors
for both buses. Even is one
bus is shorted to power to
ground, transceivers can still
make a voltage comparison
of dominant and recessive
voltages to read digital ones
and zeros.
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CANbus Control Unit
Each Control Unit (Control Node) plugged into a CAN-bus
has:
1) A microprocessor (microcontroller), which decides
what the received messages mean and what
messages it wants to transmit. Sensors, actuators
and control devices can be connected to the host
processor.
2) A CAN controller; often an integral part of the
microcontroller which:
• Stores received serial bits until an entire message is
available, which can then be fetched by the
microprocessor (usually by the CAN controller
triggering an interrupt); and
• Sends the transmit message(s) to a CAN transceiver
(line controller), which transmits the bits serially onto
the bus when the bus is free.
3) A transceiver (line controller), which converts the Note: the CAN controller is part of
data stream from CANbus levels to levels that the the datalink layer, i.e. is part of the
CAN controller uses. It usually has protective circuitry data filtering function, which is
to protect the CAN controller. During outgoing explained in the next section on
transmission, it converts the data stream from the multiplexing.
CAN controller to CANbus levels.
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Multiplexing
A multiplexer or mux is digital logic circuitry that transmits
a length of bits serially onto a bus. In CANbus, multiplexer
functions are executed at the transceiver and CAN
controller level.
8
Network topology
Network topology is the arrangement of
the various elements (links, nodes,
etc.) of a communication network.
A bit frame is a CU-readable block of bits in a CANbus system. A frame is divided into several bit fields.
The above base frame format applies to data and RTR frames. All bit frames begin with a start-of-frame (SOF) bit
that denotes the start of the frame transmission.
The control field informs how many data bytes to expect before the Cyclic Redundancy Check (CRC) field starts.
10
Communication Protocol
Bit Frames, Bit Fields and Arbitration
After the SOF bit, the Identifier field (Arbitration field) follows. Since any CU having dominant transmission voltages
affects the whole bus, transmitted frames having Arbitration fields with the earliest and longest continuous
lengths of logical 0s (dominant voltages) naturally dominate the bus and will have communication priority.
Thus, highest priority messages will be sent first until at least one receiving CU has confirmed receipt via a dominant
voltage (logical 0) placed on the bus in the Ack slot bit.
Logical 0
CAN h voltage
Logical 1
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Error and Overload Frames
Error frame format
The error frame consists of two fields:
• Error Flag: 6–12 dominant or recessive bits contributed from different stations.
• Error Delimiter: 8 recessive bits.
There are two types of error flags:
• Active Error Flag: six dominant bits – Transmitted by CU detecting an error while in error state "error active".
• Passive Error Flag: six recessive bits – Transmitted by CU detecting an error while in error state "error passive".
There are two kinds of overload conditions that trigger an overload flag:
1) A CU state of processing requires a delay of the next data frame or remote frame. In this case, an overload frame is only
allowed to be started at the first bit time of an expected intermission
2) Detection of a single dominant bit during Intermission (i.e. Interframe Spacing or IFS). In this case, an overload frame due to
Case 2 starts one bit after detecting the dominant bit. Exception: when the dominant bit is detected during the third bit of the
IFS. In this case, the receivers will interpret this as a SOF. This reaction from each CU is an analogous response to a “ping”
command sent to internet servers.
Bit patterns triggered by either a CRC or bit-stuffing error, followed by one or more overload frames to allow time for
resetting/resyncing of CUs are depicted below:
Superposition of error
flags
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Fields/protocols supporting data integrity
All frame formats also have the following field and bit pattern mechanisms to ensure data transmission integrity:
1) Cyclic Redundancy Check (CRC) field: where each sending and receiving CU will count the amount dominant (0) data
frame or remote frame bits preceding the CRC field and insert the count in the CRC field. Any CU that detects an incorrect
CRC field bitcount on the bus will hard-trigger an Error Frame transmission resulting in a message retransmit.
2) Acknowledge bit (ACK): When at least one CU reads the data frame or remote frame and CRCs the CRC field correctly,
the transmitting CU will not interrupt with an Error frame, and allows the receiving CU to place a dominant (0) bit in the Ack
slot to confirm accurate data receipt
3) Bit-stuffing: To ensure enough transitions to maintain synchronization, a bit of opposite polarity is inserted after five
consecutive bits of the same polarity. This practice is called bit stuffing, and is necessary due to the non-return to zero
(NRZ1) coding used with CAN. The stuffed data frames are destuffed by the receiver
All fields in the frame are bit-stuffed except for the CRC delimiter, ACK field and end of frame, error and overload frames
which are a fixed size and are not stuffed. In the fields where bit stuffing is used, six consecutive bits of the same type
(111111 or 000000) are considered an error. An active error flag can be transmitted by a node when an error has been
detected. The active error flag consists of six consecutive dominant bits and violates the rule of bit stuffing.
13
Fields/protocols supporting data integrity
4) Interframe spacing (IFS, or Intermission field): Data frames and remote frames are separated from preceding frames
by a bit field called interframe space. Interframe space consists of at least three consecutive recessive (1) bits. Following
that, if a dominant bit is detected, it will be regarded as the "Start of frame" bit of the next frame. Overload frames and
error frames are not preceded by an interframe space.
14
General
Design
Application
Typical CANbus applications involve
communication between the following
CUs:
1) Engine Control Module (ECM)
2) Transmission Control Module (TCM)
3) Throttle Control Unit (TCU)
4) ABS CU
5) Door CUs
6) Boot CUs
7) Gateway CUs connecting highspeed
(CAN-C, CAN-D) and lowspeed
(CAN-B) networks
15
Case Application: Nissan Leaf
The Nissan Leaf is an Electric Vehicle. The 2014 model’s workshop manual is readily available
on the internet for free. CAN system abbreviations used for Nissan Leaf CANbus system are
as follows:
16
Case Application: Nissan Leaf
Control Unit (CU) locations on the Nissan Leaf are as follows:
18
Typical Nissan Leaf CAN signals
19
Nissan CAN comm. control circuit
Nissan’s CAN communication control circuit is incorporated into the control unit and
transmits/receives CAN communication signals:
Nissan CAN diagnostic flowchart
In general, a CANbus related
diagnosis begins with an
interview of the customer who
noticed and fault patterns, and
verification of the fault.
Fault Verification
27
Case Application: Volvo S80
The Volvo S80 has 2 separate CAN buses: Hi-speed (connecting modules responsible for
engine, breaks, transmission etc) is on OBDII connector pins 6 & 14, and low-speed (climate
control, audio, window & sunroof control etc) on pins 3 & 11.
CANbus signals only connect to the above pins when 2 relays in the ECM switch on during
diagnostic requests via the “K Line”, i.e. pin 7 above.
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CAN diagnostic flowchart
Volvo CAN technicians would follow
a similar practice to other OEM
technicians such as Nissan, i.e.
customer interview, problem
verification, apply a diagnostic scan
tool to try capture the fault code as a
reference point where to start
troubleshooting. If the scan tool is
unable to return a DTC, the
technician may refer to cross-
referenced diagnostic tables in the
workshop CAN manual to isolate
which CAN type (subsystem) to test
and troubleshoot. The workshop
manual should also have sections on
testing each CU connected to each
CAN type (subsystem), which
includes steps to isolate fault codes
for device repair, and steps for
checking wire harnesses.
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Volvo S80 CANbus related EWDs
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Volvo S80 CANbus related EWDs
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Volvo S80 CANbus related EWDs
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