Communication bus systems

Communication bus systems

Course code: CS03

Student training manual

Suzuki Online Training
 Foreword Suzuki Technician curriculum

Networks for data communication, also known as bus systems
or protocols, are widely used in today’s motor vehicles.
Various components such as sensors, actuators or computers –
“nodes” – are connected to each other via a single channel
which can consists of one or several wires. A wealth of data is
exchanged via this channel. In this training manual, we will
study fundamentals of networking systems used in Suzuki
vehicles.
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This training manual is part of the Non Suzuki Technician to
Suzuki Technician curriculum. The curriculum consists of the
following modules:
1. GE01 Suzuki Introduction
2. GE02 Electrical / Electronics
3. GE03 Diagnostics
4. EN02 Engine Mechanical part I
5. EN03 Engine Mechanical part II
6. EN04 Engine Mechanical part III
7. EN05 Engine Auxiliary systems
8. DS01 Driveshaft/Axle
9. DS02 Driveshaft/Axle transfer case
10. BR02 Brake control systems
11. Manual transmission / transaxle
12. CS02 Control system / body electrical
13. CS03 Communication / bus systems
You are currently studying CS03 Control systems/Body
electrical. This module consists of the following courses:

• Communication bus systems

This document is intended solely for training purposes only.
• Communication bus systems practical act ivies
All vehicle repairs and adjustments must be carried out
according to the procedures stipulated in current service
manuals and technical bulletins.

CS02 Control Systems I Body Electrical 2

 Table of contents
Topic Page
Topic Page
Diagnosis 27
Bus systems 4 DLC 27
Types of serial communication 4 Measurement options 27
Classification of bus systems 5 List of abbreviations 30
Communication network topology 5
CAN 7
Data transmission 7
Voltage levels 8
CAN message format 8
Controlling bus access 9
Filtering of incoming data messages 10
CAN network hardware 11
Data transmission system 11
Reflection free termination 11
Network nodes 12
Suzuki CAN communication topology 13
LIN 21
Data transmission in the LIN bus 22
LIN protocol 22
Application of LIN bus in Suzuki vehicles 23
UART communication bus 24
Application of UART in Suzuki vehicles 24
Serial Communication 25
Application of serial communication Suzuki vehicles 26

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 1. Bus systems
Communication for each control module and device is
established through continuous input/output of ON/OFF digital
signals with various data items being managed in parallel.
Transmitting/receiving this data is called serial communication
interface. The following protocols have been adopted for in-
car communication systems on Suzuki vehicles.
1.1 Types of serial communication
CAN
The CAN system is a twisted pair of two communication lines
(CAN High and CAN Low) connected between electronic
control modules. Data obtained by a specific control module
can be shared with other control modules connected to the
CAN network. In some Suzuki models for example, the
keyless start control module, BCM, ECM, TCM (CVT model),
combination meter, P/S control module, HVAC control module,
ESP® control module, 4WD control module (4WD model), SDM,
steering angle sensor, and rain / light sensor are
transmitted/received through CAN.

Types of serial communication interface such as UART, CAN and K-line

LIN protocols (communication standards) have been adopted
for in-car communication system in Suzuki vehicles.
The K-line bus system consists of a single wire. It is not used
for communication between control modules by exclusively
UART for diagnosing an individual control module. In modern
UART is a type of "asynchronous receiver/transmitter", a piece vehicles, the K-line bus system is increasingly being replaced
of computer hardware that translates data between parallel and by the CAN bus system.
serial forms. UART is used for example in the communication
from keyless start control module to steering lock unit.

LIN
LIN is a single wire communication system used for
communication between sensors and actuators in the body
electronics area. LIN is used for example in the
communication from keyless start control module to each front
power window motor and power window master switch, for
communication from combination meter to parking sensor
system control module, and for communication from HVAC
control module to auto A/C panel.

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 1.2 Classification of bus systems 1.3 Communication network topology

Class Transfer rates Applications Representative Control modules, some intelligent sensors and actuators are
connected to each other using communication networks.
Low data rates, Actuator & sensor Figure 1 shows a typical network topology. The control
A LIN
up to 10 kBit/s networking modules connected to the communication network vary
according to vehicle’s equipment level. In most Suzuki
Average data Complex mechanisms for vehicles, the network topology consists of mainly the Class C
B rates, up to 125 error handling, control unit Low speed CAN (High Speed CAN) and the Class A (LIN) bus systems. The
kBit/s networking UART serial communication and K-line can also be found in
some models.
Real time requirements,
High data rates,
C control unit networking in High speed CAN
up to 1 Mbit/s
the powertrain functions
Real time requirements,
Extremely high,
C+ control unit networking in FlexRay
up to 10 Mbit/s
the powertrain functions

Control unit networking in

Extremely high,
D the telematics and MOST
>10 Mbit/s
multimedia functions

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 Communication network topology

DLC

Power Steering ECM CVT

Parking sensor Combination

control module meter BCM ABS/ESP Junction Connector

Junction Connector

Steering lock Keyless start Steering angle Rain/Light

SDM HVAC
control sensor sensor

Keyless entry
receiver
CAN

UART
Front Power window Front Power window master A/C control
motors switch panel LIN

Figure 1: Network topology (Suzuki Kizashi A6B424 2WD CVT model)

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 2. CAN communication
CAN communication system is a serial communication system
for transmitting a multiple data items (values from sensors,
control data and control signals) as ON-OFF digital signals
through communication lines. This system uses two lines (CAN
High and CAN Low) for the communication circuit so as to
maintain high reliability even when used for high-speed serial
communication.
CAN has the following advantages:
a) Less wiring is used for communication between electronic
control modules which results in reduced production
costs.
b) Sensor signals can be used by multiple electronic control
modules without the need for additional wiring or sensors.
c) Improved reliability and functional reliability due to fewer
connectors.
d) Simple connection of system components to a bus.
CAN protocols
The CAN bus system has four different protocol formats, each
suitable for a specific application.
a) Data transmission protocol
b) Data request protocol
c) Fault message protocol
d) Overload message protocol
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2.1 CAN overview
2.1.1 Data transmission
To communicate, the CAN bus uses two states “dominant”
and “recessive”, with which the information bits are
transmitted. The dominant state represents “0” and the
recessive state represents “1”.
1
0
Figure 2: CAN data signal “0” Dominant “1” Recessive
Data is transmitted in the CAN bus system using two-wire
harness. The first wire is called CAN_H and the other wire is
called CAN_L. The two wire system facilitates a symmetrical
data transfer in which the bits are transferred via both bus
lines using different voltages. This reduces sensitivity to
common-node interference, since interference affects both
lines and can be filtered out. The wires are twisted together
so that any interference affects both CAN_H and CAN_L
equally.
7
 When CAN High signal is 3.5 V and CAN Low signal is 1.5 V
(that is, when the difference between High voltage and Low
voltage is about 2 V), signal is judged as ON.

For this reason, the signal waveform between CAN High and
CAN Low signals is symmetrical with respect to 2.5 V level.
CAN communication fails when the symmetrical signal form
collapses.

2.1.3 CAN message format

A B C D E F G H

1
Idle 1* 12* 6* 0…….64* 16* 2* 7* 3* Idle
Figure 3: Data transmission in a CAN line 0
Data frame

2.1.2 Voltage levels Message frame

The CAN High (CAN_H) and CAN Low (CAN_L) use different Figure 4: CAN message format
voltage levels to transfer dominant and recessive states.
[A] Start of message
with 2.5 V as the reference level for both CAN High signal and [B] Arbitration field
[C] Control field
CAN Low signal. The range of CAN High signal is from 2.5 V to [D] Data field
about 3.5 V and that of CAN Low signal is from 2.5 V to about [E] CRC field
1.5 V. When both are at 2.5 V, signal is judged as OFF. [F] ACK field
[G] End of message
[H] Inter-message space

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 For data transfer on the CAN bus, a message frame is created.
The message frame contains the information to be transmitted
arranged in a specific sequence.
The message transmission sequence is as illustrated in figure 4
and described as follows:
A) Start frame
The bus state is recessive (1) in the idle state. The start of the
frame is represented by a dominant bit and indicates the start
of data transmission.
B) Arbitration field
The arbitration field is made up of 12 bits (11 bit identifier
followed by SRR 1 (substitute remote request ) bit). Since only
one message can be transmitted using the bus at a time, the
arbitration field is used to determine the priority of data to be
transmitted.
C) Control field
The control field contains the code indicating the number of
data bytes in the “data field”
D) Data field
The data field contains the actual message being sent e.g.
engine coolant temperature. This message consists of
between 0 and 8 Bytes.
E) CRC field
The CRC (Cyclic Redundancy Check) contains a checksum for
detecting possible transmission interference.
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F) ACK field
The ACK (acknowledgement) field contains the
acknowledgement signals with which the receivers indicate
the error-free receipt of a message. Only correct receipt is
confirmed and this signals to the sender that no malfunction
occurred during data transfer.
G) End of message
The end of message contains 7 recessive bits and marks the
end of the data transmission.
H) Inter-message space
This frame consists of 3 bits is used to separate messages
being sent in the bus system.
2.1.4 Controlling bus access
If the bus is in the recessive state (unoccupied), messages are
available for sending. Each of the control modules connected
to the bus can begin sending a message. A message begins
with a dominant bit (start of message bit), followed by the
identifier. When several control modules begin sending a
message simultaneously, the system resolves the conflict by
employing arbitration. The message with the highest priority
(lowest binary value of the identifier) is allowed first access to
the bus.
Each station outputs the identifier of its message onto the bus
bit by bit, with the most significant bit first.
9
 Figure 5 shows an example of messages being sent
simultaneously from the HVAC, CVT, ABS/ESP control modules.
The following start transmitting the following messages at the
same time. The HVAC and CVT data messages lose bus access
allowing only the data message from the ABS/ESP to use
access the bus first.
HVAC – Blower fan step signal
ABS/ESP – Torque up/down request signal
CVT – Fluid temperature signal
1
2.1.5 Filtering of incoming data messages
Each message sent by any of the control modules connected
to the CAN bus have a unique marker or identifier. The
identifier classifies the content of the message e.g. engine
temperature. Each control module is able to broadcast a
message to all other stations. These station s read only those
messages whose identifiers are stored in their acceptance list.
When a control module receives a broadcast message, it
whether or not it needs the message or not. If it the control
module receives messages that it does not need, it will ignore
the message. On the other hand, if a control module receives
a message that needs, it will accept the message.

Combination
HVAC Meter ECM BCM TCM
0

Data accept Data accept

1 Data
Provision
ABS/ Ignored
ESP
0 Reception Reception

1 Send
message Reception
CVT
Reception Reception
0

A B CAN_H
Figure 5: Bit arbitration
CAN_L

[A] HVAC signal loses the arbitration

Figure 6: Addressing and message filtering
[B] CVT signal loses the arbitration
Engine speed message sent by engine control module
to CAN bus network

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 2.2 CAN network hardware 2.2.2 Reflection free termination

2.2.1 Data transmission system
Electronic control modules are connected to the CAN network
in parallel as shown in figure 6. It is possible to connect at
least 30 electronic control modules to the bus without the
need for additional measures.
2 3
Reflections of the electrical signals at open ends of lines
would interfere with communication. To dampen these
reflections, the bus lines are terminated at each end with a
resistor of 120Ω (shown in item 1 and 4 of figure 6).
Alternately the control terminating resistors can be integrated
in the control modules themselves. For example, in the
Suzuki Kizashi, the terminating resistor are installed in the
ECM and the Combination Meter.

1 4

CAN_H

5 5
CAN_L

Figure 6: Structure of the CAN network

[1] Combination meter

[2] ABS control module
[3] TCM control module
[4] ECM
[5] Terminating resistor

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 2.2.3 Network nodes
The electronic control modules attached to the CAN system
have network nodes. The network nodes have the application
software, the CAN transceiver and the CAN controller . The CAN
controller generates the bit stream for data communication
from the binary data to be transmitted and forwards it to the
transceiver on the TxD line. The Transceiver amplifies the
signals, generates the voltage level required for differential
data transfer and transmits the processed bit stream serially on
the CAN bus lines.
Incoming messages are processed by the transceiver and sent
to the CAN controller on the RxD line. The microcontroller
which runs the application program (Engine Control or ABS/ESP
control etc.) controls the CAN controller, prepares the data to
be sent and evaluates the data received.
Actuators Microcontroller Sensors
CAN controller
CAN RxD CAN TxD
CAN transceiver
CAN_H
CAN_L
Figure 7: Network nodes
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• A data bit can either be ON (1) or OFF (0)
• There are 8 bits in 1 byte
• 256 different pieces of information can be
transmitted using 8 bits (1 byte)
• Data is transmitted serially in the CAN bus system
• The CAN, LIN, K-line & UART have been employed in
Suzuki vehicles.
• Two terminating resistors are installed in the CAN
bus system. Each resistor has a resistance value of
120Ω.
• The two CAN bus wires are twisted to improve
transmission reliability.
• The data message transmitted in the CAN_H wire is
symmetrically sent in the CAN_L wire as well.
12
 2.3 Suzuki CAN communication topology
In the following pages, we will look at how the CAN bus system
is used in some Suzuki models. What messages are
transmitted and received by what control modules in the
network. Please refer to the vehicle relevant service manuals
for details of models not mentioned in this training manual.

3.1 Suzuki Alto (AMF310) CAN bus system

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 3.1.2 Bus systems employed
• CAN (Class C (High speed))

3.1.3 Transmitting and Receiving data table

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 Transmitting and Receiving data table (Continued)

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 3.2 Suzuki Swift (AZH414) CAN bus system

3.2.1 CAN System diagram

CAN

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 3.2.2 Bus systems employed
• CAN (Class C (High speed)), UART, LIN.
3.2.3 Transmitting and Receiving data table

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 3.3 Suzuki Kizashi (A6B424) CAN bus system
3.3.1 CAN system diagram

[A] CAN communication line

[B] 4WD model
[C] 2WD model

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 3.3.2 Bus systems employed
• CAN (Class C (High speed)), LIN, UART

3.3.3 Transmitting and Receiving data table

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 • Transmit (T): When 2 controllers start
transmitting at the same time, the
controller that is transmitting the
information with the higher priority
obtains the transmission permission and
all other controllers enter the receiving
mode.
• Receive (R): All data that is transmitted
from the controllers is shared on the
CAN communication line. The
controllers receive only the information
that they require from this data, which
they can use in their control.

Note: The ECM calculates the vehicle speed

based on the wheel speed information that
is transmitted from the ABS control
module. The ECM then transmits the
vehicle speed information to other control
modules via the CAN bus.

CS02 Control Systems I Body Electrical 20

 [1] Keyless start control module
3. LIN [2] Driver side power window motor
[3] Passenger side power window motor
3.1 Overview [4] Power window master switch
The increasing use of mechatronic systems in the motor
vehicle gave rise to the idea of designing a cost-effective bus
system as an alternative to the low-speed CAN. The LIN bus is 3.1.1 LIN communication signal
suitable for low data rates of up to 10 kBit/s and is typically
limited to a maximum of 16 bus subscribers. These subscribers
can be intelligent sensors, actuators or switches with
additional hardware for the LIN bus interface.

A LIN data bus system is made up of a LIN master and LIN

slaves and the data bus wire. Terminating resistors are not
used in the LIN data bus system.
1

Figure 9: LIN signal

4
LIN bus
Figure 8: LIN bus with master and slave nodes
(Suzuki Kizashi power window system shown)

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 3.1.2 LIN master 3.2 Data transmission in the LIN bus

The LIN master has information on the time sequence of all the The LIN bus system is a single-wire line that is unshielded.
data to be transmitted in the LIN bus. The LIN master carries The bus may adopt two logical states.
out the following tasks:
• The software of the LIN master features a cycle which • The dominant level corresponds to the electrical voltage of
determines when and how often what messages are approximately 0V and represents logical 0 state.
transmitted on the LIN data bus.
• The recessive level corresponds to battery voltage and
• It checks the speed at which data is transmitted in the LIN represents logical 1 state.
bus system.
• It performs conversion of the data transmitted.
• It performs diagnosis of the LIN slaves
3.2.1 LIN protocol

3.2.2 .1 Frame
3.1.3 LIN slaves
The information transferred on the LIN bus is embedded in a
LIN slaves include sensors that evaluate measured values and
defined frame. A message initiated by the master always
send information to the LIN master. Transmission takes place
begins with a header. The message field (response) contains
in the form of digital signals via the LIN data bus system.
different information depending on the type of message.

It also includes LIN actuators/modules. LIN actuators/modules

receive commands from the LIN master. In the LIN bus system
shown in figure 8, the power windows are controlled by ECUs
build-in the power window motors. Operations of the power
window ECU’s are monitored by the keyless start control
module.

Figure 10: LIN message

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 3.2.2.2 Header 3.3 Application of LIN bus in Suzuki vehicles
The header is composed of the following:
• Synchronization break (at least 13 dominant bits) 3.3.1 Suzuki Kizashi (A6B424)
• Synchronization field (consists of bit sequence 01010101).
This bit sequence causes all the connected LIN slaves to Passenger side
Keyless Start
synchronize to the internal clock of the LIN master. control Module
power window
motor
• Identifier field (8 bits)
Driver side
power window
3.2..2.3 Identifier motor
The third byte in the header is used as the identifier
Master window
switch (Driver’s
3.2.2.4 Data field door)
The actual data follows the protocol header. The data have
length of 1 to 8 data fields. A data field consists of 10 bits.
Each data field is composed of a dominant start bit, a data Parking sensor
Combination
byte (8 bits) and a recessive end bit. The start and end bits Meter
system control
serve for post-synchronization and consequently for module
preventing transmission errors.

HVAC control Auto A/C control

module panel

3.3.2 Suzuki Swift (AZH412/414)

HVAC control Auto A/C control

module panel

CS02 Control Systems I Body Electrical 23

 4. UART communication bus
4.1 Overview
The microcontrollers that are used in control units have a
simple interface called UART (Universal Asynchronous
Receiver/Transmitter) on the chip, via which they can
communicate with other devices. If no data is being
exchanged, the bus level is 5V. When the start bit is
transmitted (dominant level), the other station connected to
the bus (receiver) is notified that a data transfer is starting.
After the start bet has been received, the transmission of an 8
bit (1 byte) data word commences. The receiver that has
synchronized itself to the start bit scans the data bus between
each data bit and therefore assembles the transferred data
byte.
The eighth data bit is followed by the parity bit. This bit
indicates whether the number of transmitted ones is odd or
even. This allows the receiver to perform a simple check of
possible errors. The sequence is completed by the stop bit.

4.2 Application of UART in Suzuki vehicles

The UART communication bus is employed between the

1 keyless start control module and the steering lock in the
2 vehicles equipped with the keyless start system.
3
4
Keyless Start
Steering Lock
Control Module
Figure 11: UART interface transmission frame

[1] Start bit

[2] 8 data bits (1 byte)
[3] Parity
[4] Stop bit

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 5. Serial communication

5.1 Overview

The data contained in one serial communication is called a

frame. 1 frame is made up of multiple bytes. 1 byte is made up
of a start bit, a data section and a stop bit. The data section is
made up of 8 bits arranged in a series. Each bit is assigned to
an information item for communication.

By changing the bits that correspond to the information items

between HI and LO, multiple information communications can
be performed on a single communication line. When there are
multiple communication destinations, multiple frames are
generated in a single communication cycle. Note that the
frame length varies depending on the communication.

Figure 12: Serial communication message frame

CS02 Control Systems I Body Electrical 25

 5.2 Application of serial communication

The network topology below shows an example of application

of serial communication.

Figure 13: Network topology (Swift RS model)

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 6. Diagnosis
6.1 DLC
DLC is in compliance with SAE J1962 in its installation position,
the shape of connector and pin assignment. OBD CAN High
line and Low line (CAN line of ISO 15765-4) are used for SUZUKI
scan tool (SUZUKI-SDT) or CAN communication OBD generic
scan tool to communicate with ECM.
In vehicles equipped with the K-line communication system.
Pin number 7 or the DLC is used for communication with the
relevant control module e.g. the 4WD control module of the
Suzuki Grand Vitara uses the K-line system for diagnosis by
the SDT.
6.2 Measurement options
The following measurement options can be used for diagnosis
of the CAN bus system:
• CAN data transmission test using the oscilloscope.
• Voltage measurements using a voltmeter.
• Terminating resistance measurements using ohmmeter.

6.2.1 Terminating resistance measurements

The terminating resistor can be measured using a digital
multimeter. Two 120Ω resistors are installed on either ends
of the CAN bus. The total resistance of these terminating
resistors is 60Ω as they are connected in parallel. Any
resistance values other than 55Ω…..65Ω indicate a fault in the
CAN system.

[1] DLC location 6.2.2 Voltage measurements

[2] B+ power supply
[3] CAN_L line (Class
C CAN) The volt function of the digital multimeter can be used to
[4] ECM ground measure the voltage levels of the CAN_H and CAN_L wires.
(signal ground) Triggering of the digital multimeter takes place at the CAN
[5] Chassis ground
[6] CAN_H line (Class reference level. With the ignition ON, the following voltages
C CAN) are measured:
Figure 13: DTC (LHD model shown)
[7] SDT

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 CAN_H (DLC pin 6) = 2.5V 6.2.3 Measurement using the oscilloscope
CAN_L (DLC pin 14) = 2.5V
Reference voltage of both CAN High signal and CAN Low signal
If the voltages are as mentioned above, the data wires are in is 2.5 V. Waveform of CAN High signal is 2.5 –3.5 V and that of
good order and the recessive voltage is present. The CAN Low signal is 2.5 – 1.5 V.
measurements does not, however provide information on
whether data is being transmitted in the CAN bus system. In
order to determine whether dominant data signals are present
in the bus system, an oscilloscope must be used.

[A] Ground level of each channel

[B] Volt/div of each channel
[C] Time/div of each channel
[D] Waveform of channel 1 (CAN high signal)
Figure 14: Normal waveform of CAN bus system [E] Waveform of channel 2 (CAN low signal)

CS02 Control Systems I Body Electrical 28

 • The LIN bus system was developed for use where the
speeds of the CAN bus system are not necessary.
• The LIN bus system comprises of a LIN master and
LIN slaves.
• The LIN slaves can include sensors or actuators or
electronic control modules.
• A LIN message frame is made up of a message
header and a message response.
• The UART bus system is used for communication
between the keyless start system and the steering
lock in the Kizashi and the Swift (AZH models).
• Measurements of the CAN bus system can be
performed using an oscilloscope, voltmeter or
ohmmeter.

CS02 Control Systems I Body Electrical 29

 Reference
C
The following abbreviations can be used in this CAN Controller Area Network
training manual CKP Crankshaft Position
CMP Camshaft Position
A CO Carbon Monoxide
A/B Air Bag CO2 Carbon Dioxide
ABDC After Bottom Dead Center CPP Clutch Pedal Position
ABS Anti-lock Brake System CPU Central Processing Unit
AC Alternating Current CVT Continuously Variable Transmission,
A/C Air Conditioning Continuously Variable Transaxle
A-ELR Automatic-Emergency Locking Retractor
A/F Air Fuel Ratio
D
ALR Automatic Locking Retractor
DC Direct Current
API American Petroleum Institute
APP Accelerator Pedal Position D/C Driving Cycle
A/T Automatic Transmission, Automatic Transaxle DLC Data Link Connector
ATDC After Top Dead Center DOHC Double Over Head Camshaft
ATF Automatic Transmission Fluid, Automatic DOJ Double Offset Joint
Transaxle Fluid DOT Department of Transportation
AWD All Wheel Drive DPF® Diesel Particulate Filter
DRL Daytime Running Light
B
DTC Diagnostic Trouble Code (Diagnostic Code)
BARO Barometric Pressure
D/C Driving Cycle
BBDC Before Bottom Dead Center
BCM Body electrical Control Module
BTDC Before Top Dead Center
B+ Battery Positive Voltage
BB+ Battery Positive Voltage for Backup

CS02 Control Systems I Body Electrical 30

 E I
EBD Electronic Brake Force Distribution IAC Idle Air Control
ECM Engine Control Module IAT Intake Air Temperature
ECT Engine Coolant Temperature IMT Intake Manifold Tuning
ISC Idle Speed Control
ECU Electronic Control Unit
ISO International Organization for Standardization
EEPROM Electrically Erasable Programmable Read Only
Memory
J
EFE Heater Early Fuel Evaporation Heater
JIS Japanese Industrial Standards
EGR Exhaust Gas Recirculation J/B Junction Block
EGT Exhaust Gas Temperature J/C Junction Connector
ELR Emergency Locking Retractor
ENG A-Stop Engine Auto Stop Start L
EPS Electronic Power Steering L Left
ESP® Electronic Stability Program LCD Liquid Crystal Display LED Light Emitting Diode
EVAP Evaporative Emission LHD Left Hand Drive vehicle
LIN Local Interconnect Network
G LO Low
LSPV Load Sensing Proportioning Valve
GND Ground
GPS Global Positioning System
M
MAF Mass Air Flow
H MAP Manifold Absolute Pressure
HVAC Heating, Ventilating and Air Conditioning Max Maximum
HC Hydrocarbons MFI Multiport Fuel Injection
HFC Hydro Fluorocarbon Min Minimum
HI High MIL Malfunction Indicator Lamp (“CHECK ENGINE”
HO2S Heated Oxygen Sensor Light or “SERVICE ENGINE SOON” Light)
M/T Manual Transmission, Manual Transaxle

CS02 Control Systems I Body Electrical 31

 N T
NOx Nitrogen Oxides TCC Torque Converter Clutch
TCM Transmission Control Module
O
OBD On-Board Diagnostic system TCSS Traction Control Support System
OCM Occupant Classification Module TDC Top Dead Center
OCV Oil Control Valve TP Throttle Position
O/D Overdrive TPMS Tire Pressure Monitoring System
OHC Over Head Camshaft
TWC Three-Way Catalytic converter
O2S Oxygen Sensor

P U
PCM Powertrain Control Module UART Universal Asynchronous Receiver / Transmitter
PCV Positive Crankcase Ventilation USB Universal Serial Bus
PM Particulate Mater
PNP Park / Neutral Position
P/S Power Steering V
PSP Power Steering Pressure VFD Vacuum Fluorescent Display
VIN Vehicle Identification Number
R VSS Vehicle Speed Sensor
R Right
VVT Variable Valve Timing
RAM Random Access Memory
RHD Right Hand Drive Vehicle
ROM Read Only Memory W
RPM Engine Speed WU-OC Warm Up Oxidation Catalytic converter
WU-TWC Warm Up Three-Way Catalytic converter
S
SAE Society of Automotive Engineers
SDM Sensing and Diagnostic Module (Air Bag Controller, Other
Air bag Control Module) 2WD 2-Wheel Drive
SDT Smart Diagnostic Tester 4WD 4-Wheel Drive
SFI Sequential Multiport Fuel Injection
SI System International
Note: ESP is a trademark of Daimler AG
SOHC Single Over Head Camshaft
DPF® is a trademark of HJS Fahrzeugtechnik GmbH & Co KG and Suzuki is
SRS Supplemental Restraint System the trade mark licensee.

CS02 Control Systems I Body Electrical 32

 Well done, you have now completed
the “CS03 Communication bus
systems” online training course!

Please take the online exam

CS02 Control Systems I Body Electrical 33