Ethan Poirier Networking Paper, Automotive

Once upon a time, cars were much simpler. This is not say they were better, merely simpler from a design standpoint. And yet, progress has marched on, and we as technicians are faced with fuel in ection, !P" navigation screens, variable valve timing, adaptive cruise control, and other such innovations. The problem is controlling all of these systems without building a wiring harness that cost more than the car. The solution is computer networking, serving to eliminate e#cess wiring and e#traneous sensors. Although there are many varied network speeds, protocols, and layouts of networks, both from car to car and manufacturer to manufacturer, one particular protocol has become the most commonplace. $n the %&'()s *obert +osch !mb, developed the -AN .-ontroller Area Network/ protocol for automotive applications, although it is now becoming prevalent in various other industries. +eginning in %&&0, the EPA .Environmental Protection Agency/ is re1uired in the O+23$$ systems of all cars sold in the 4nited "tates. $n 5((6, it started to appear on most passenger vehicles, becoming officially re1uired on all cars in the country in 5(('. -AN consists of a network of computers .called modules or nodes/ connected together into an information bus, typically by a dual3wire circuit, although one of the benefits of -AN is the fact that it is designed to be usable on a variety of physical network set3ups. This means that even with a short or open in the circuit, the nodes can still communicate through the second wire. There are three basic types of -AN bus, -AN A, -AN +, and -AN -, which communicate at various speeds, with -AN A the slowest and -AN - the fastest. These speeds vary greatly, with -AN A on the low end transmitting at a mere %( kilobits, while -AN communicates at up to %((( megabits. Although these three bus configurations cannot communicate with each other directly, a gateway module handles intercommunication between the different -AN buses. This protocol is a multimaster system, with no aptly called master node, each module can function independently. ,owever, this means that the messages communicated must be precise in their destination and information, and that the modules must not interfere with each other. This is done through a standard set of rules that govern the way modules form their messages, and a system of priority assigned to each message, called arbitration.

All messages sent on a network are at the base level composed of bits. One bit is an individual digit of binary code, either a 7ero or a one. 8essages, called data frames, begin with the "tart of 9rame ."O9/, which tells all nodes that a message is beginning. 9ollowing this arbitration occurs during the identifier portion of the message, with the control field stating the length of the message. The data field is the essence of the message. 4p ne#t in the frame is the -yclic *edunancy -heck .-*-/. $n the -*-, the node completes a checksum to check for errors in its message, by completing a short arbitrary calculation with a known result. Any other result than e#pected will cause the node to inform the rest of the bus to discard the message. 9ollowing this, in the Acknowledgment .A-:/, each node will individually determine whether to accept or re ect the message, and inform the originating node. 9inally, the message ends with the End Of 9rame .EO9/, which is a programmed bus downtime following each message. Each module, during the identifier, starts it)s message with a series of bits denoting priority of the message, to insure more urgent messages get through first. To e#plain this, consider two nodes starting to send a message at the same time. Node A and + both begin their individual messages with a (, meaning neither message has taken priority yet. This remains the case during the ne#t two digits, also both 7eros. On the fourth digit, Node A transmits a %, and Node + transmits a (. The 7ero takes precedence as a higher priority message, and Node A ceases to transmit, and waits for the ne#t time the bus is idle. ;hile it)s nice to have a basic understanding of how the nodes talk to each other and decide when to send specific data, it is far more important for a technician to understand how to diagnose and repair faults with the system. 4nderstanding the layout and operation of these networks, and what tools and approaches are available to aid in diagnostics, is key to defining and locating problems. At their core, -AN networks are still circuits, and this is often the most overlooked aspect of diagnosis of these systems. ;hen starting a diagnosis, it is important to consult the wiring diagram, due to this fact. 8odules, while most commonly blamed for electronic problems, are often not at fault. 8odules are the most common warrantied item to receive a --N< .customer complaint not verified/ from the manufacturer. ;hile it is true that these devices can short out or otherwise fail internally, compromising network communication, it)s important to remember that these devices can not function without a clean power and ground. $t also is important to make sure that the particular -AN bus being diagnosed has the proper operating resistance, to make sure

voltage signals are within the e#pected ranges. ;hen a module failure does occur, it can present itself with several symptoms. An internally shorted module can take down a network, or cause intermittent failures of certain functions or system. To diagnose a shorted module, systematically disconnect modules, leaving them disconnected when you move on. ;hen the short goes away, you)ve located at least one of the culprits. One of the most important diagnostic tools for approaching network problems is the scan tool. ;hen connecting a scan tool to the network, the scan tool becomes another node, ust like a module. $ts messages are assigned a lower priority than other nodes on the network. ,owever, if a scan tool is faulty, it can introduce or affect the 2T-s and errors present in the system. "can tools come in a variety of makes and modules, both from the original vehicle manufacturers and from the aftermarket. Not all scan tools are capable of reading the same information from a vehicle, or of performing the same functions. $t is important to not become too invested in getting one tool that can cover every possible vehicle. That being said, there are a variety of common scan tool functions that can be invaluable to diagnosis. ;hen connecting a scan tool and suspecting a network problem, the first step is to attempt to communicate with all modules on the vehicle, ideally through some kind of option to poll all modules and 2T-s present. This will let you know which modules are present and accounted for, and all codes present on the network. This can be used to significantly narrow your search for the fault. Additionally, actuating a device with the scan tool can condemn or eliminate specific components. 9or e#ample, assume a vehicle is in with a complaint of an inoperative horn. $f you command the horn to blow via the scan tool, and it works, you have eliminated a control or device error, and can look at the switch or clock spring. Networks have become an integral and unavoidable part of the profession of automotive service. 8anufacturers use them for the purpose of saving on production time and cost, and to allow more and more comple# electronic systems for comfort, safety, and performance to be included in vehicles. As such, it is vital to learn to understand and repair these systems to stay current in the field.