KOLEJ VOKASIONAL MIRI

LORONG 10, JALAN JEE FOH, KROKOP

98000 MIRI, SARAWAK.

KERTAS PENERANGAN

PROGRAM TEKNOLOGI AUTOMOTIF

KOD MODUL MAT 502

TAJUK MODUL ENGINE MANAGEMENT SYSTEM

TAHUN / SEMESTER TAHUN 1 SEMESTER 5 DIPLOMA VOKASIONAL MALAYSIA

JAM KREDIT 2.0

JUMLAH JAM 3.0 JAM / SEMINGGU

KELAS/KULIAH
KOMPETENSI 1. CARRY OUT ELECTRONIC CONTROL UNIT (ECU)
REPLACEMENT
2. CARRY OUT SUPPLEMENTARY INFLATABLE RESTRAINTS
(SIR) SYSTEM CHECK
3. CARRY OUT CAN (CONTROL AREA NETWORK) BUS
SYSTEM CHECK
1.1 IDENTIFY ELECTRONIC CONTROL UNIT LOCATION
STANDARD
1.2 IDENTIFY SUPPLEMENTARY INFLATABLE RESTRAINTS
PEMBELAJARAN
SYSTEM AND IT’S COMPONENTS LOCATION
1.3 IDENTIFY ELECTRONIC CONTROL UNIT LOCATION

NAMA PELAJAR: TARIKH:

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TAJUK: ENGINE MANAGEMENT SYSTEM

OBJEKTIF:

Selepas aktiviti ini pelajar-pelajar mesti boleh :

1. Identify electronic control unit’ location

2. Connect diagnostic scan tools / computer to electronic control unit
3. Conduct engine diagnostic check
4. Identify supplementary inflatable restraints system and it’s components location

1.0 ELECTRONIC CONTROL UNIT (ECU)

1.1 INTRODUCTION

Engine Control Units provide real-time regulation of both fuel injection and ignition
timing thus simultaneously guaranteeing maximum engine performance and minimum fuel
consumption. (Sources: ETAS Gmbh, 2014)

Picture 1

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 Electronic Control Unit (ECU) is a microprocessor which controls all functions of TCCS. ECU
receives signals from sensors, switches, and ignition and starting systems. ECU has constant source of
battery power at BATT terminal. EFI main relay provides battery voltage to terminals +B and +B[I1] of
ECU. EFI main relay is activated by turning on ignition switch.
(Sources: Mitchell International, 1998)

The ECU is an extremely reliable piece of hardware which has the capability to receive
and process information hundreds of times per second. At the heart of the ECU is the
microprocessor. It is the processing center of the ECU where input information is interpreted and
output commands are issued. The process and output functions of the ECU can be divided into
the following six areas:

1.1.1 Fuel Injection Control

1.1.2 ESA / VAST Spark Advance Control
1.1.3 Idle Speed Control
1.1.4 Self Diagnosis
1.1.5 Related Engine and Emissions Control
1.1.6 Failure Management (fail-safe and back-up)

(Sources: Toyota Motor Sales USA Inc.)

The main function of ECU or Engine Control Unit is the controlling of series of function
of actuators on an internal combustion engine and ensuring the excellent engine performance.
The Engine Control Unit is also called Power train control unit. Within the Engine Bay ECU
takes the values from a multitude of sensors and then interpret that data by using
multidimensional Performance maps and in this way adjust the engine actuators accordingly.

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1.2 ENGINE CONTROL UNIT

The Engine Control Unit is a central part of the Engine Management System. This is
virtually the ‘Brain’ of an engine and plays an important role of collecting, processing, analyzing
and executing the data it receives from various sub-systems. An ECU comprises of a computer
that uses a microchip which can process the inputs from various engine sensors in real-time.This
is also responsible for the best Engine performance. Engine Control Module or ECM is the same
as Engine Control unit the difference is that if we named overall combined section of control
unit in engine then we called it as Engine Control Module or ECM.

Picture 2
The Electronic Control Unit contains hardware and software. The printed circuit board
(PCB) of the ECU consists of a micro-controller chip or the CPU (Central Processing Unit). The
software is stored in this micro-controller or other chips on the PCB. An ECU can be re-
programmed by updating the software or by replacing chips. All the engine sensors send data
inputs by the way of electrical signals to the ECU, which in-turn controls various actuators,
ignition timing, variable valve timing etc. The ECU, based on this data input, precisely calculates
and delivers the air-fuel mixture.

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 The ECU also regulates the idle speed of the engine and limits the top speed of a vehicle.
This system is also widely referred to as an ‘Electronic Engine Management System’ or the
EMS. The modern day ECUs are customized to suit different vehicular applications and varying
customer demands.

Some cars have an individual ‘Control Module’ for every major system. A modern car
system may contain the following individual Control Modules.

Table 1

All the individual Electronic Control Modules (ECMs) are connected to the Engine
Control Unit. A modern day car consists of more than one Control Modules, each exclusive for
every major system to achieve improved performance. These systems are seldom referred to as
the car’s computers, since these are multiple computers as opposed to single one.

1.3 WORKING OF ECU

ECU is the integral part of EFI or Electronic Fuel Injection(a type of fuel injection
system commonly used among cars).Electronic Fuel Injection can be divided into sub-systems
namely Air induction system , fuel delivery System and the electronic control system. And from
here the function of the ECU starts.

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 Picture 3

1.4 FUNCTIONING OF ECU

14.1 CONTROLLING THE AIR-FUEL MIXTURE

This is the one of the most important function of ECU as it controls the fuel mixture used
by the engine. It determines the amount of air-fuel mixture injecting into the engine. The
program received the necessary data and computes it and gives the appropriate amount of
mixture. It also decides whether it is the right time to deliver the air-fuel mixture in a proper
ration or not. This process is also called injection duration.

1. Ignition Switch
2. Battery
3. Ignition Coil
4. Plug
5. Engine ECU
6. Camshaft Position
Sensor
7. Crankshaft Position

Picture 4

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1.4.2 CONTROLLING THE IGNITION TIMING

ECU adjusts the exact timing of the spark or the ignition timing to provide the better
power and economy. ECU detects itself whether there is the problem in the compression stroke
or not and works according and set the timing of ignition. This is mainly happened in the
condition whenever there is unburned air-fuel mixture left and it is subjected to combination of
heat and pressure .This results in detonation also known as knocking or pinking . ECU detects
the knocking and delayed the time of spark to prevent it.

Picture 5

1.4.3 CONTROLLING ON IDLE SPEED AND VARIABLE VALVE TIMING

Most cars have also built in control system in their ECU for controlling idle speed. Idle
speed is controlled through the programmable throttle stop. Apart from the controlling on idle
speed ECU also controls the timing at which the valve open or close in the engine cycle. The best
suitable and appropriate timing of opening and closing of valve helps in increasing the power

and economy of the engine.

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1.4.4 CONTROLLING ANTI-LOCK BRAKE SYSTEM (ABS)

The purpose of Anti-lock Braking system (ABS) is to control the rate at which individual
wheels accelerate and de-accelerate through the regulation of the line pressure applied to each
foundation brake. The control signals, generated by the controller and applied to the brake
pressure modulating unit, are derived from the analysis of the outputs taken from wheel speed
sensors. Thus, when active, the Anti-lock Braking System (ABS) makes optimum use of the
available friction between the tires and the road surface. The controller of the Anti-Lock Braking
System (ABS) consists of Electronic Control Unit (ECU) which processes all the ABS
information and signal functions. The ECU gets the information from all the wheels and then
control or limit the brake force to the each wheel.

Picture 6

1.4.5 CONTROLLING CHASIS SYSTEM

The active chassis control helps drivers maintain control over a wide range of challenging
situations. It is blend of broad range of braking, steering and suspension technologies to enhance
vehicle control and help make drive experience safer. Modern automobiles are unthinkable
vehicle control and help make the drive experience safer. Modern automobiles are unthinkable
without systems like ABS.

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 Picture 7

1.4.6 CONTROLLING BODY CONTROL SYSTEM

The BCM handles various switch inputs, LAN data, and authentication for keyless entry
devices in a concentrated manner such as Power Seat Electronic Control Unit, Anti-Pinch Power
Window ECU and many more.

Picture 8

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1.5 ECU SYSTEM BLOCK

1.5.1 MICROPROCESSOR/MICROCONTROLLER

Executes the instructions as coded and generates output signals by processing the
information using specified control algorithms.

1.5.2 INPUT OUTPUT INTERFACE

i. Sensors - register the operating conditions and desired values.

ii. Actuators – convert the electrical output from ECU to mechanical parameter. .

1.5.3 MEMORY UNIT

i. Boot Memory (ROM/Flash)

ii. Program Memory (Flash)
iii. Calibration Memory (Flash)
iv. Data Memory (Flash, EEPROM, SRAM)

1.6 ADVANTAGES OF ECU

i. Ease of Control
ii. Adaptable to multiple scenarios
iii. Very low cost compared to mechanical systems
iv. Occupy lesser space-compact engine bay
v. Less complicated design
vi. Zero wear

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2.0 SUPPLEMENTARY INFLATABLE RESTRAINTS (SIR) SYSTEM

2.1 INTRODUCTION

The SRS (Supplemental Restraint System), together with the seat belt, is designed to help
protect the driver. Frontal inspect, the airbag sensor detect the shock, and if the front-to-rear
shock is greater than a specified value, an airbag stored in the steering wheel pad is inflated
instantaneously to help reduce the shock to the driver. The SRS (Supplemental Restraint System)
airbag system has the following equipment:

Table 2

The SRS driver and front passenger airbags are used as supplements to the seat belts to help
reduce shocks applied to the head and chest of the driver or front passenger in the event of a frontal
impact collision.

The SRS side airbags are used to help reduce the shocks applied to the chest of the driver or
front passenger in the event of a side impact collision.

The SRS curtain shield airbags are used to help reduce the shocks applied to the head of the
driver, front passenger, or rear outer passenger in the event of side or rear side impact collision.
Refer Picture 1 for more details.

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Picture 9

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2.2 LAYOUT OF MAIN COMPONENTS

Picture 10

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2.3 FUNCTION OF COMPONENTS

2.2.1 STEERING WHEEL PAD

The inflator and bag of the supplemental restraint system are stored in the steering wheel
pad and cannot be disassembled. The inflater contains a squib, ignites charge, gas generate, etc.,
and inflates the bag in case of a frontal collision.

Picture 11

2.2.2 SPIRAL CABLE (IN COMBINATION WITH SWITCH)

A spiral cable is used as an electrical joint from the vehicle body side to the steering wheel.

Picture 12

2.2.3 SRS WARNING LIGHT

The SRS warning light is located on the combination meter. It goes on the alert the driver
of trouble in the system when a malfunction is detected in the center airbag sensor assembly self-
diagnosis. In normal operating condition when the ignition switch is turned to the ACC or ON
position, the light goes on for about 6 seconds and then goes off.

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 Picture 13

2.2.4 FRONT AIRBAG SENSOR

A front airbag sensor is mounted inside each of the front fenders. The sensor unit is a
mechanical type, when the sensor detects deceleration force above a predetermined limit in a
collision the contacts in the sensor make contact, sending a signal to the center airbag sensor
assembly. The sensor cannot be disassembled.

Picture 14

2.2.5 CENTER AIRBAG SENSOR ASSEMBLY

The center airbag sensor assembly is mounted on the floor inside the console box. The
center airbag sensor assembly consists of a center airbag sensor, safing sensors, ignition control
and drive circuit, diagnosis circuit, etc. It receives signals from the airbag sensors judges whether
the SRS must be activated or not and diagnosis system malfunctions.

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 Picture 15

2.2.6 SRS CONNECTOR

All connectors in the supplemental restraint system are colored yellow to distinguish them from
other connectors. Connectors having special function and specifically designed for SRS are used
in the locations shown below to ensure high reliability. These connectors use durable gold-plated
terminals.

Picture 16

2.2.6.1 TERMINAL TWIN-LOCK MECHANISM

Each connector has a two-piece construction consisting of housing and a spacer. This
design secures the locking of the terminal by two locking devices (the spacer and the lance) to
prevent terminals from coming out.

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 Picture 17

2.2.6.2AIRBAG ACTIVATION PREVENTION MECHANISM

Each connector contains a short spring plate. When the connector is disconnected. The
short spring plate automatically connects the power source and grounding terminals of the squib.

Picture 18

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2.2.6.3 ELECTRICAL CONNECTION CHECK MECHANISM

This mechanism is designed to electrically check if connectors are connected correctly and
completely The electrical connection check mechanism is designed so that the connection
detection pin connect with the diagnosis terminals when the connector housing lock is in the
locked condition.

Picture 19

2.2.6.4 CONNECTOR TWIN-LOCK MECHANISM

With this mechanism connectors (male and female connectors) are locked by 2 locking
devices to increase connection reliability. If the primary lock is incomplete, ribs interfere and
prevent the secondary lock.

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 Picture 20

2.7 AIRBAG FOR FRONTAL COLLISION

There are two airbags for frontal collisions: driver and front passenger. These airbags deploy
simultaneously. The SRS driver and front passenger airbags use a dual-stage control. Airbag Sensor
Assembly detects the information indicated below from various sources in order to control the dual
stage activation.

Table 3

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 Picture 21

2.7.1 SRS DRIVER AND FRONT PASSENGER AIRBAGS

The SRS driver and front passenger airbags each contain a set of two initiators and
propellants. The Airbag Sensor Assembly helps optimize the airbag inflation output by controlling
the inflation timing of these initiators.

2.7.2 FRONT AIRBAG SENSOR

Front airbag sensor contains an electrical type deceleration sensor. Based on the deceleration
of the vehicle during a front collision, a distortion is created in the sensor and converted into
an electrical signal. Accordingly, the extent of the collision can be detected in detail.

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2.7.3 SEAT BELT BUCKLE SWITCH

The seat belt buckle switch detects if the seat belt is fastened. A contact type and non-
contact type switch is built in to the seat belt buckle on the driver side. The contact type switch is for
the seat belt reminder system and the non-contact type switch is for the SRS airbag system.

A non-contact type switch is built in to the seat belt buckle on the front passenger side.
The non-contact type switch contains a Hall IC and two magnets, installed into the front seat inner
belt assembly.

The ejector inside the front seat inner belt assembly and the plate installed to the ejector
move when the seat belt is removed or applied. The movement of the plate creates the magnetic flux
density of the magnet. The Hall IC detects the changes in the magnetic flux density as seat belt
removal or application, and outputs the signal to Airbag Sensor Assembly.

Picture 22

2.7 .4 SEAT POSITION SENSOR

The seat position sensor, which is attached to the seat rail of the driver seat, detects the
sliding position of the seat. In addition, the shielding plate to make the seat position sensor judge

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the seat position is installed on this seat rail. The seat position sensor uses a Hall IC for its sensor
and has magnet portion on its opposite side.

Picture 23

The seat position detection by the seat position sensor judges that the seat position is
rearward if the shielding plate is between the sensor and the seat position is forward if the shielding
plate is not between the sensors.

Picture 24

2.8 AIRBAG FOR SIDE/REAR SIDE COLLISION

When the side & curtain shield airbag sensor detects a side impact, the Airbag Sensor
Assembly causes the side curtain shield airbag and the side airbag to be deployed simultaneously.

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When the curtain shield airbag sensor detects a rear side impact, the Airbag Sensor Assembly
causes the curtain shield airbag to be deployed.

Picture 25

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2.8.1 SRS SIDE AIRBAG

SRS side airbags are installed in the seat backs of the driver seat and the front passenger seat.
Each SRS airbag is a one-piece design, consisting of an inflator, a bag, and a cover.

2.8.2 SRS CURTAIN SHIELD AIRBAG

SRS curtain shield airbags are installed in the area close to the sides of the headliner. Each
SRS airbag is a one-piece design, consisting of an inflator, a bag, and a cover.

2.8.3 SIDE & CURTAIN SHIELD AND CURTAIN SHIELD AIRBAG SENSORS

Deceleration sensors are enclosed in the side & curtain shield or curtain shield airbag
sensors. Based on the acceleration of the vehicle during a side or side rear collision, a distortion
is created in the sensor and converted into an electrical signal.

2.9 FRONT PASSENGER OCCUPANT CLASSIFICATION SYSTEM

The front passenger occupant classification system judges whether the front passenger seat is
occupied by an adult or child (with child seat) or is unoccupied, in accordance with the load that is
applied to the front passenger seat and whether the seat belt is buckled. Thus, it restricts the
deployment of the front passenger airbag, front passenger side airbag, and the front passenger seat
belt pretension. In addition, the system informs the driver of the result of the judgment through the
use of the AIRBAG ON/OFF indicator lights. This system consists of the Occupant Classification
ECU, four occupant classification sensors, “AIRBAG ON/OFF indicator lights”, seat belt buckle
switch, and Airbag Sensor Assembly.

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 Picture 26

2.10 OCCUPANT CLASSIFICATION SENSORS

The occupant classification sensors are installed on four brackets connecting the seat rail and
the seat frame. The resistance values of these sensors, which vary in accordance with the distortion
that acts on the brackets, are output to the Occupant Classification ECU.

Picture 27

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 This system makes the following judgments: unoccupied judgment, child seat judgment,
child judgment, and adult judgment. In addition, it performs an initial check to check the circuit of
the AIRBAG ON/OFF indicator lights when the ignition switch is ON. The Occupant Classification
ECU constantly monitors the weight on the front passenger seat, and makes
a judgment in accordance with the signals from the occupant classification sensor and the state of the
seat belt buckle switch, regardless of the position of the ignition switch.

The Occupant Classification ECU contains criteria value “A” to judge whether the seat is
being occupied by a child or a child seat in accordance with the signals from the four occupant
classification sensors and seat belt buckle switch, and criteria value “B” to judge whether the
occupant is an adult or child (with child seat). The Occupant Classification ECU makes an
occupied or unoccupied judgment in accordance with the signals from the seat belt buckle switch.

2.10.1 UNOCCUPIED JUDGMENT

The Occupant Classification ECU makes an unoccupied judgment when the judgment value is
lower than criteria value “A” and the seat belt buckle switch is OFF. If the ignition switch is turned
ON in this state, the system performs an initial check, and does not illuminate the AIRBAG
ON/OFF indicator lights. Then, the system prohibits the deployment of the front passenger airbag,
front passenger side airbag, and the front passenger seat belt pretension, and does not blink the seat
belt reminder light.

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 Picture 28

2.10.2 CHILD SEAT OR CHILD JUDGMENT

If the judgment value is lower than criteria value “B” and the seat belt buckle switch is ON,
the Occupant Classification ECU judges that a child seat is installed.. If the judgment value is higher
than criteria value “A”, but lowers than criteria value “B”, and the seat belt buckle switch is OFF, the
Occupant Classification ECU judges that the seat is being occupied by a child. When the ignition
switch is turned ON under these conditions, the system performs an initial check and
illuminates the AIRBAG OFF indicator light to indicate that the front passenger airbag and the
front passenger side airbag have been deactivated.

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 Picture 29

After the Occupant Classification ECU judges that a child seat is installed, the AIRBAG OFF
indicator light does not go off unless the seat belt buckle switch is turned OFF. After the Occupant
Classification ECU judges that the occupant is an adult, and if the judgment value is determined as
criteria value “B” or less according to occupant load movement, the ECU continues adult judgment
for approximately ten seconds before switching the child judgment.

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 Picture 30

2.10.3 INITIAL CHECK

After the ignition switch is tuned ON, the Occupant Classification ECU lights up the
AIRBAG ON/OFF indicator lights via Airbag Sensor Assembly based on the timing chart below in
order to check the indicator light circuits.

RUJUKAN:

Anshuman Panda (2010). Supercharger-Seminar Report. India: Visvesvaraya Technological

University, Belgaum.

Muhd. Amir Hakim (2011). Turbocharger and Supercharger. Kuala Lumpur: Universiti Kuala
Lumpur-Malaysian France Institute.

Picture 31
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2.11 IMPROPER CONNECTION PREVENTION LOCK MECHANISM

An improper connection prevention lock mechanism consists of Airbag Sensor Assembly

and the holder. Airbag Sensor Assembly has an axis. The holder has a lever. The holder and the
connectors are locked via a retainer and a lance.

Picture 32

When connecting the holder with connector, the lever is pushed into the locked position by rotating it
around the pin axis in order to lock the holder securely.

Picture 33

2.12 EDR (EVENT DATA RECORDER)

Airbag Sensor Assembly that monitor and control certain aspects of vehicle. These
computers assist in driving and maintaining optimal vehicle performance. This is called an Event
Data Recorder (EDR). The Airbag Sensor Assembly contains the EDR. In a crash or a near car
crash event, this device may record some or all of the following information:

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 2.12.1 Whether the driver and front passenger wore the seat belts or not
2.12.2 Driver’s seat position
2.12.3 SRS airbag deployment data
2.12.4 SRS airbag system diagnostic data

The information above is intended to be used for the purpose of improving vehicle safety
performance. Unlike general data recorders, the EDR does not record sound data such as
conversation between passengers.

3.0 CAN BUS SYSTEM

3.1 INTRODUCTION

The requirements relating to driving safety, driving comfort, exhaust emissions and
fuel economy are becoming ever more stringent. This entails more intensive information
exchange between control units. A well-engineered solution is necessary to ensure that the
electrics/electronics in the vehicle still remain manageable and do not take up too much
space. The CAN data bus by Bosch is such a solution. It was developed specially for
automobiles and is used by both Volkswagen and Audi.CAN stands for Controller Area
Network and means that control units are networked and interchange data.

Picture 34

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 A CAN data bus can be compared to an omnibus as Picture 1 above. Whilst the
omnibus transports a large number of persons, the CAN data bus transports a large volume of
information

The Controller Area Network (CAN) is a serial bus communications protocol. It defines a
standard for efficient and reliable communication between sensor, actuator, controller, and other
nodes in real-time applications. CAN is the de facto standard in a large variety of networked
embedded control systems. The early CAN development was mainly supported by the vehicle
industry CAN is found in a variety of passenger cars, trucks, boats, spacecraft, and other types of
vehicles. The protocol is also widely used today in industrial automation and other areas of
networked embedded control, with applications in diverse products such as production machinery,
medical equipment, building automation, weaving machines, and wheelchairs.

3.2 CAN DATA BUS

The CAN data bus is a type of data transfer between control units. It links the
individual control units to form an integrated system. The more information a control unit
has regarding the state of the overall system, the better it can coordinate the individual
functions.

The following components in the drive train form an integrated system:

3.2.1 The engine control unit

3.2.2 The automatic gearbox control unit and
3.3.3· The ABS control unit

The following components in the convenience system form an integrated system:

3.3.4 The central control unit and

3.3.5 The door control units

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 Picture 35

3.3 BENEFITS OF THE DATA BUS

i. If the data protocol is extended to include additional information, only

software modifications are necessary.
ii. Low error rate through continuous verification of the transmitted information
by the control units as well as additional safeguards in the data protocols.
iii. Fewer sensors and signal lines through the multiple use of a sensor siSgnal
iv. High-speed data transfer is possible between control units.
v. More space available through smaller control units and smaller control unit
plugs.
vi. The CAN data bus conforms to international standards and therefore facilitates
data interchange between different makes of control unit.

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3.4 THE PRINCIPLE OF DATA TRANSFER

Data transfer with the CAN data bus functions in much the same way as a telephone
conference. A subscriber (control unit) ”speaks“ data into line network while the other
subscribers ”listen in“ to this data. Some subscribers will be interested in this data and will
utilize IT. The other subscribers will choose to ignore this data

Picture 36

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3.5 WHAT COMPONENTS MAKE UP CAN DATA BUS

The CAN data bus comprises a controller, a transceiver, two data bus terminals and
two data bus lines. Apart from the data bus lines, the components are located in the control
units. The functions of the control units are the same as before.

3.5.1 THE CAN CONTROLLER

The CAN controller eceives the transfer data from the microcomputer integrated in
the control unit. The CAN controller processes this data and relays it to the CAN transceiver.
Likewise, the CAN controller receives data from the CAN transceiver, processes it and relays
it to the microcomputer integrated in the control unit.

3.5.2 THE CAN TRANSCEIVER

The CAN transceiver is a transmitter and receiver in one. It converts the data which
the CAN controller supplies into electrical signals and sends this data over the data bus lines.
Likewise, it receives data and converts this data for the CAN controller.

3.5.3 THE DATA BUS TERMINAL

The data bus terminal is a resistor. It prevents data sent from being reflected at the ends and
returning as an echo. This would corrupt the data.

3.5.4 THE DATA BUS LINES

The data bus lines are bidirectional and transfer the data. They are referred to as CAN High
and CAN Low.

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2.2.2 SPIRAL CABLE (IN COMBINATION WITH SWITCH)

A spiral cable is used as an electrical joint from the vehicle body side to the steering wheel.

Picture 4

Picture 37

3.6 DATA TRANSFER PROCESS

The data bus does not have a designated receiver. Data is sent over the data bus and is
generally received and evaluated by all subscribers.

3.6.1 SUPPLYING THE DATA

The control unit provides data to the CAN whether they require controller for transfer
for their functions

3.6.2 SENDING DATA

The CAN transceiver receives data from the CAN controller, converts it into electrical
important, it is accepted signals and sends them ignored.

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3.6.3 RECEIVING DATA

All other control units networked with the CAN data bus become receivers.

3.6.4 CHECKING DATA

The control units check the data they have received or not.

3.6.5 ACCEPTING DATA

If the received data is and processed. If not, it is

Picture 38

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3.7 CAN DATA BUS ALLOCATION

If more than one control unit wants to send its data protocol simultaneously, the
system must decide which control unit comes first. The data protocol with the highest
priority is sent first. For safety reasons, the data protocol supplied by the ABS/EDL control
unit for safety reasons is more important than the data protocol supplied by the automatic
gearbox control unit (driving comfort).

3.7.1 HOW ARE ALLOCATIONS MADE

Each bit has a value, and this value is assigned a weighing. There are two
possibilities: high weighting or low weighting.

Table 4

3.7.2 HOW IS THE PRIORITY OF A DATA PROTOCOL RECOGNISED

A code comprising eleven bits is assigned to each data protocol depending on its
priority in the status field. The priorities of three different data protocols are shown in the
table below.

Table 5

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 Picture 39

All three control units start sending their data protocol simultaneously. At the
same time, they compare the data bit by bit on the data bus line. If a control unit sends a
low weighting bit and detects a high weighting bit, the control unit stops sending and
becomes a receiver.

Example:

Bit 1:
- ABS/EDL control unit transmits a high weighting bit.
- Motronic control unitalso transmits a high weighting bit.
- Automatic gearbox control unit transmits a low weighting bit and detects a
high weighting bit on the data bus line. Thus, it loses its priority status and
becomes a receiver.

Bit 2:
- ABS/EDL control unit sends a high weighting bit.

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 - Motronic control unit transmits a low order bit and detects a higher
weighting bit on the data bus line. Thus, it loses its priority status and
becomes a receiver.

Bit 3:
- ABS/EDL control unit has the highest priority and thus receives the allocation.
It continues to send its data protocol until it ends.

After the ABS/EDL control unit has finished sending its data protocol, the other control units
try again to transmit their data protocol.

Picture 40

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3.8 SOURCES OF INTERFERENCE

Sources of interference in the vehicle are components which produce sparks or in

which electric circuits are open or closed during operation. Other sources of interference
include mobile telephones and transmitter stations, and any object which produces
electromagnetic waves. Electromagnetic waves can affect or corrupt data transfer.

To prevent interference with the data transfer, the two data bus lines are twisted
together. This also prevents noise emission from the data bus line. The voltage on both
lines is opposed.

That means:

If a voltage of approx. 0 Volts is applied to the one data bus line, then a voltage of
approx. 5 Volts is applied to the other line and vice versa.

Picture 41

As a result, the total voltage remains constant at all times and the electromagnetic
field effects of the two data bus lines cancel each other out. The data bus line is protected
against received radiation and is virtually neutral in sending radiation.

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 Picture 42

3.9 THE CAN DATA BUS IN THE CONVENIENCE SYSTEM

In the convenience system, the CAN data bus currently connects the control units of
the convenience system. These are;

3.9.1 A central control unit and

3.9.2 Two or four door control units.

The structure of the CAN data bus in the convenience system. The lines of the control
units converge at one point in a star pattern. The advantage: if one of the control units fails,
the other control units are still able to send their data protocols. The following functions of
the convenience system transfer data:

i. Central locking
ii. Electric windows
iii. Switch illumination
iv. Electrically adjustable and heated door mirrors
v. Self-diagnosis

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 Picture 43

3.10 THE FEATURES OF THE CAN DATA BUS IN THE CONVENIENCE SYSTEM

The data bus comprises two lines along

which information is sent.

To avoid electromagnetic interference and

radiation emission, the two data bus lines are
twisted together. Note twist length.

The data bus operates at a speed of 62.5

kbit/s (62500 bits per second). This means
that it lies in a speed range (low speed)
from 0 - 125 kbit/s. A data protocol transfer
takes approx. 1 millisecond.

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Each control unit tries to send its data
at intervals of 20 milliseconds.

Order of priority:
1. Central control unit ➜
2. Control unit on driver’s side➜
3. Control unit on front passenger’s side➜
4. Control unit on rear left➜
5. Control unit on rear right

Table 6

Since the data in the comfort system can be transferred at a relatively low speed,
it is possible to use a transceiver with a lower power output. The advantage is that it is
possible to change over to single-wire mode if a data bus line fails. The data can still be
transferred.

3.11 THE DATA BUS IN THE DRIVE TRAIN

The CAN data bus links the following:

3.11.1 The Motronic control unit
3.11.2 The ABS/EDL control unit
·3.11.3 The automatic gearbox control unit

At the moment 10 data protocols are transfer-red. Five from the Motronic control unit,
three from the ABS/EDL control unit and two from the automatic gearbox control unit.

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 Picture 44

What special advantage does the CAN data bus have in the drive train is A high data
transfer rate, with the result that the control units are very well informed about the
momentary state of the overall system and can execute functions optimally.

3.12 THE FEATURES OF THE CAN DATA BUS IN THE DRIVE TRAIN

The data bus comprises two lines along

which information is transferred.

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In order to avoid electromagnetic
interference and radiation emission, the two
data bus lines are twisted together. Note the
twist length

The data bus operates at a speed of 500

kbit/s (500,000 bits per second). This
means that it lies in a speed range (high
speed) from 125 - 1000 kbit/s. A data
protocol transfer takes approx. 0.25
milliseconds.
Each control unit (depending on type)
tries to send its data at intervals of 7 -
20milliseconds.

Order of priority:
1. ABS/EDL control unit ➜
2. Motronic control unit ➜
3. Automatic gearbox control unit

Table 7

In the drive train, it must be possible to transfer the data very quickly so that it can be
fully utilized. For this purpose, a high-performance transceiver is required. This transceiver
facilitates data transfer between two ignition systems. This means that the received data can
be used for the next ignition impulse.

3.12 THE INFORMATION IN THE DRIVE TRAIN

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 The information in question is very important for the tasks of the individual control
units. For safety reasons in the case of the ABS/EDL control unit, for reasons of controlling
the ignition and quantity injected in the case of the engine control unit, and for reasons of
driving convenience in the case of the automatic gearbox control unit. The table shows you
part of the data protocol and the individual data fields by way of an example.

Table 8

In the table below you can find examples of the format of an individual item of
information. On account of the sheer number of items of information which have to be
transferred, only one part is displayed. The current position of the throttle valve is
transferred with 8 bits, giving a possible of 256 bit permutations. Thus, throttle valve
positions from 0° to 102° can be transferred at 0.4° intervals.

Table 9

3.13 NETWORKING OF THE CONTROL UNITS IN THE DRIVE TRAIN

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 J104 ABS/EDL control unit
J217 Automatic gearbox control unit
J220 Motronic control unit

In contrast to the convenience system,

only a part of the overall system is
displayed in the drive train.
In this case, only the networking of the
control units is shown.
The node is usually located outside the
control unit (in the wiring harness).

In exceptional cases, the node may be

located in the engine control unit.In the
illustration, you can see the node at which - Refer Picture 44
the wires in the engine control unit
converge.

Table 10

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 Picture 44

RUJUKAN

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Audi America Technical Team (1999). Training Manual: The Audi CAN Data Bus. USA: Audi of
America, Inc.

Chandrashekara N (2014). Basic of Automotive: Electronic Control Unit (ECU). Germany:

ETAS Gmbh.

Toyota Motor Sales (unknown date). Engine Control Part #2. ECU Process and Output
Function. USA: Toyota Motor Sales, Inc.

http://aermech.com/ecu-engine-control-unit-carsecmpartsfunctioning/

http://www.brockandbecca.com/files/fj/technical%20service%20bulletins/srs_airbags.pdf

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