Operation

OPERATION

The Controller Area Network (CAN) data bus allows all electronic modules or nodes connected to the bus to share information with each other. Regardless of whether a message originates from a module on the low speed CAN-B bus or on the high speed CAN-C or CAN-D bus, the message structure and layout is similar, which allows the Totally Integrated Power Module/Central Gateway (TIPM or TIPMCGW) to process and transfer messages between the buses. The TIPM also stores a Diagnostic Trouble Code (DTC) for certain bus network faults.

All modules (also referred to as nodes) transmit and receive messages over one of these buses Data exchange between nodes is achieved by serial transmission of encoded data messages. Each node can both send and receive serial data simultaneously. Bus messages are carried over the data bus in the form of Variable Pulse Width Modulated (VPWM) signals which, when the high and low voltage pulses are strung together, form a message. Each node uses arbitration to sort the message priority if two competing messages are attempting to be broadcast at the same time.

The voltage network used to transmit messages requires biasing and termination. Each module on the bus network provides its own biasing and termination. Each node terminates the bus through a terminating resistor and a terminating capacitor. There are two types of nodes on the bus. The dominant node terminates the bus through a 1 KW resistor and a 3300 pF capacitor, typically resulting in about a 3300 ohm termination resistance. However, this resistance value may vary somewhat by application. The TIPM (or TIPMCGW) is the only dominant node in this network. A non-dominant (or recessive) node terminates the bus through an 11 KW resistor and a 330 pF capacitor, typically resulting in about a 10800 ohm termination resistance.

The communication protocol being used for the CAN data bus is a non-proprietary, open standard adopted from the Bosch CAN Specification 2.0b. The CAN-C is the faster of the two primary buses in the CAN bus system, providing near real-time communication (500 Kbps).

The CAN bus nodes are connected in parallel to the two-wire bus using a twisted pair, where the wires are wrapped around each other to provide shielding from unwanted electromagnetic induction, thus preventing interference with the relatively low voltage signals being carried through them. The twisted pairs have between 33 and 50 twists per meter (yard). While the CAN bus is operating (active), one of the bus wires will carry a higher voltage and is referred to as the CAN High or CAN bus (+) wire, while the other bus wire will carry a lower voltage and is referred to as the CAN Low or CAN bus (-) wire. Refer to the CAN Bus Voltages table.

All measurements taken between node ground and CAN terminal with a standard DVOM.

DVOM will display average network voltage.

Total resistance of CAN-C network can also be measured (60 ohms). Cannot measure total resistance of CAN-B network.





In order to minimize the potential effects of Ignition-OFF Draw (IOD), the CAN-B network employs a sleep strategy. However, a network sleep strategy should not be confused with the sleep strategy of the individual nodes on that network, as they may differ. For example: The CAN-C bus network is awake only when the ignition switch is in the ON or START positions; however, the TIPM, which is on the CAN-C bus, may still be awake with the ignition switch in the ACCESSORY or UNLOCK positions. The integrated circuitry of an individual node may be capable of processing certain sensor inputs and outputs without the need to utilize network resources.

The CAN-B bus network remains active until all nodes on that network are ready for sleep. This is determined by the network using tokens in a manner similar to polling. When the last node that is active on the network is ready for sleep, and it has already received a token indicating that all other nodes on the bus are ready for sleep, it broadcasts a bus sleep acknowledgment message that causes the network to sleep. Once the CAN-B bus network is asleep, any node on the bus can awaken it by transmitting a message on the network. The TIPM will keep either the CAN-B or the CAN-C bus awake for a timed interval after it receives a diagnostic message for that bus over the Diagnostic CAN-C bus.

In the CAN system, available options are configured into the TIPM at the assembly plant, but additional options can be added in the field using the diagnostic scan tool. The configuration settings are stored in non-volatile memory. The TIPM also has two 64-bit registers, which track each of the as-built and currently responding nodes on the CAN-B and CAN-C buses. The TIPM stores a Diagnostic Trouble Code (DTC) in one of two caches for any detected active or stored faults in the order in which they occur. One cache stores powertrain (P-Code), chassis (C-Code) and body (B-Code) DTCs, while the second cache is dedicated to storing network (U-Code) DTCs.

If there are intermittent or active faults in the CAN network, a diagnostic scan tool connected to the Diagnostic CAN-C bus through the 16-way Data Link Connector (DLC) may only be able to communicate with the TIPM. To aid in CAN network diagnosis, the TIPM will provide CAN-B and CAN-C network status information to the scan tool using certain diagnostic signals. In addition, the transceiver in each node on the CAN-C bus will identify a bus off hardware failure, while the transceiver in each node on the CAN-B bus will identify a general bus hardware failure. The transceivers for some CAN-B nodes will also identify certain failures for both CAN-B bus signal wires.