MULTIPLEXED CAN LINE

FERRARI 612 SCAGLIETTI MASERATI QUATTROPORTE

WHY MULTIPLEX?

WHY MULTIPLEX?

NECESSITY OF A NEW CAN ARCHITECTURE

A MULTIPLEXED network, compared to a traditional electrical system, permits an elimination of redundant sensors, to reduce the number of electrical wires and is also to be considered more efficient for the communication between the various electronic systems inside the vehicle.

WHAT IS MULTIPLEX?

ADVANTAGES OF MULTIPLEX
Multiplex simplifies the wiring harness
Reduction of the dimensions of the harness Simplifies the installation of the harness Simplifies the testing of the harness Reduces the number of connectors Cost and weight reduction

Availability of information / sharing of sensors

Reduction of the number of redundant sensors

Increasing flexibility
Upgrading of functions through SW modifications
Improvement of the logical functions

Integrated vehicle diagnostics

All the diagnostics are done with the SD3 tester via CAN-line

MULTIPLEXING: A NECESSITY!
Necessity of connections between the various electronic systems (sharing of information, synchronisation, etc.) Increasing number of electronic appliances Necessity of simplifying the wiring harnesses Improvement of the quality, comfort, safety and the possibility for diagnostics New legislation (pollution, braking systems, etc.) Management of different suppliers Evolution of the vehicle during its lifespan Managing the different versions of the vehicle (choice of optionals)

COMMUNICATION NETWORKS
Classification:

A-BUS (BODY MULTIPLEXING) B-CAN (CAR BODY NETWORK) C-CAN (CHASSIS AND POWERTRAIN NETWORK) D-CAN (GUIDANCE AND ENTERTAINEMENT NETWORK)

Transmission by:

single cable (A_BUS; B_CAN in recovery) pair of twisted cables (B_CAN; C_CAN) optical cable (D2B; MOST)

DIFFERENT LEVELS DIFFERENT NETWORKS

Bodywork net (class A)
low baud rate (from 32,5 to 62,5 kb/s), low information flow, low cost components, time to reply: 100 ms medium baud rate (from 125 to 500 kb/s), low information flow, synchronisation, normal time to reply: 10 ms medium/high baud rate ( 125 kb/s to 1 Mb/s), high information flow, normal time to reply: 5 ms low baud rate ( 10 Kb/s), high information flow, normal time to reply: various seconds

Intersystem multiplexing (classes B/C)

Fast Multiplexing (class D)

Diagnostics and configuration (serial K-line)

COMMUNICATION CLASSIFICATION
Master/Slave The network controller is in the MASTER unit, and it permits the various users an access to the BUS-line for the transmission of their signals. This access is regulated by the priority and timing defined in the protocol. Client/Server The exchange of data takes place between two units. The CLIENT request an information from a specific supplier that emits this signal on the net with the SERVER identification. Producer/Consumer The PRODUCER distributes periodically data on the net, and this information is at the disposal of all the CONSUMERS connected.

IMPLEMENTATION OF THE CAN BUS INSIDE THE ECU

Multiplex Unit
INPUT Electronic equippment OUTPUT Controller of Protocol Interface
CAN_H CAN_L

CAN: THE HISTORY SO FAR...

1983 1985 1986 1987 1989 1991 1992 1993 1994 1995 1996 Start of the development of the CAN system in Robert Bosch GmbH Emission of the specification "V1.0 CAN". First contacts between Bosch and the manufacturers of silicone chips Start of the normalisation process with ISO Production of the first prototypes of integrated CAN circuits First appliances in the industrial sector Emission of the extended protocol specification "CAN 2.0": part "2.0A" (11 bit identifier) and part "2.0B" (29 bit identifier ). First vehicle, Mercedes series "S", equipped with 5 units connected through a BUS CAN at 500 kbit/s Birth of the association "CiA - CAN in Automation" Birth of the association "OSEK". Publication of the first application level (CIA) by the CiA End of the standardisation work for the BUS CAN Low Speed and CAN HighSpeed by ISO. PSA (Peugeot e Citroen) and Renault joins the OSEK Task force USA with SAE: Society of Automotive Engineers The BUS CAN is applied on the major part of the engine management systems for the high-end vehicles of the European market All the major manufacturers of integrated circuits offers their line of components ready for the CAN-system. The number of members of the CiA has grown to 300 New ISO norm for the CAN-line: diagnostic, conformity, Increasing number of low-cost applications are manufactured with CAN interface Almost all new vehicles have one or more CAN-lines, regardless of segment and cost

1997
1998 2000 2003

MULTIPLEX - THE THEORY

MULTIPLEXING IN AUTOMOTIVE
Classical solution
ECU A Engine RPM ECU B Robotized gearbox ECU C Dashboard

ECU D Suspension control

ECU E ABS/ASR

Multiplexed solution
ECU A Engine RPM ECU B Robotized gearbox ECU C Dashboard ECU D Suspension control ECU E ABS/ASR

The higher the number of the electronic systems in a vehicle that requests interconnections, the greater the need for a multiplexed system

Multiplexed BUS

FUNCTIONS OF MULTIPLEX
NODE A
Information to be transmitted A1 A2 A4 A3 B2 B1 A2 Information to be received B2 C1 B3 C2 B1

NODE B
Information to be transmitted Information to be received A1 C2

NODE C
Information to be transmitted C1 Information to be received A2 B2

B1

A2 A1

NODE A

B1 B2 B1

NODE B
B2 C2

NODE A

NODE B

NODE C

A2

C1

NODE C

COMMUNICATION BUS A1, A2, A3; B1, B2, B3; C1, C2

Classical solution n wires for the information

Multiplexed solution 1 BUS (2 wires) for ALL the information

THE EXCHANGE OF INFORMATION

NODE 1
ACCEPT

NODE 2
PREPARE

NODE 3

NODE
ACCEPT

SELECT

SELECT

SELECT

RECEIVE

SEND

RECEIVE

RECEIVE

CAN BUS
CAN FRAME

The CAN frame does NOT contain addresses of nodes or stations The CAN frame includes an IDENTIFIER, known by the whole network that identifies the data contained in the message The identifier also includes the information of the PRIORITY of the message

THE EXCHANGE OF INFORMATION

NODE 1
ACCEPT

NODE 2
PREPARE

NODE 3

NODE
ACCEPT

CPU NODE 2 wants to send a message to one ore more nodes First it passes the data to transmit and its identifier to the CAN CONTROLLER 2 that prepares the frame and emits it to the BUS though the CAN TRANSCEIVER 2
CAN BUS

SELECT

SELECT

SELECT

RECEIVE

SEND

RECEIVE

RECEIVE

CAN FRAME

All the other nodes receives the frame and checks it. If they have received correctly the message, they send out an ACKNOWLEDGE message on the BUS.

In addition, all the nodes performs a test to verify if the message interests them or not If the data contained in the frame is of interest it will be accepted and processed, otherwise it will be ignored ADVANTAGES:

High level of flexibility in the network configuration: it is possible to add new nodes without the need to modify the HW or SW of the existing nodes that arent interested in the new messages It is permitted to make a "broadcast transmission where the message is received by many nodes; with this it is possible to synchronise the distributed processes

THE BUS-LINE
For the realisation of the BUS-line it is normally applied a pair of twisted cables which gives an improved protection toward induced electromagnetic disturbances.

The FLORENCE net

THE CAN FRAME

STANDARD CAN: "CAN 2.0A: The CAN FRAME has an identifier which is 11 bit long EXTENDED CAN: "CAN 2.0B": The CAN FRAME has an identifier which is 29 bit long [11 bit (base ID) + 18 bit (ID extension]

DATA FRAME: transports the data from the transceiver to the receivers

REMOTE FRAME: is transmitted by a node to ask the transmission of a DATA FRAME with the same identifier ERROR FRAME: is transmitted by any node that receives a transmission error on the BUS OVERLOAD FRAME: is used by the slow nodes to gain an extra delay before the next emission of another DATA FRAME or REMOTE FRAME on the BUS by any other node INTERFRAME SPACE: is a non-message frame that separates the transmission of DATA FRAMES or REMOTE FRAMES

THE INFORMATION CONTAINED INSIDE THE CAN FRAME

The INFORMATION field in the message frame contains a maximum of 8 bytes, which represents the information exchanged on the CAN-line by the different nodes. These bytes contains various types of information related to the state of a specific ECU or the vehicle itself. These individual informations, contained inside each message, are called SIGNALS. From this follows that a message consists of many signals that contains various types of information. For instance, the message STATUS_C_NCM of the engine management system contains many different signals, such as: EngineSpeed FuelConsumption EngineWaterTemp and many others.

THE CAN FRAME

How a CAN FRAME is structured:

Start

Identifier

Com

Information

Control Ack

End

Start Identifier Com. Information Control Ack End

: Start of a frame : the identification field of a frame : the command field of a frame : the field of the data transmitted and received by a node : the field where the validity of the frame is verified : field for the acknowledgement of a reception : End of the frame

PRIORITY IN THE TRANSMISSION

DOMINANT BIT - RECESSIVE BIT The CAN protocol uses a control for the access of a message to the node through an application of a non destructive method. The judgement is made bit by bit, and the message with the highest priority wins the possibility to be transmitted. The priority is evaluated by the presence of DOMINANT BITS and RECESSIVE BITS in the message identifier.

0 is the dominant bit while 1 is the recessive bit

DOMINANT BIT

RECESSIVE BIT

DOMINANCE AND RECESSION

CAN_H LINE

CAN_L LINE
Tension

CAN_H LINE
CAN_L LINE

Time

PRIORITY CONTROL

Loss of priority

A B C

Start

0001 0000 1111 Com. Information of B End

Start

0001 0000 0000

Control

Ack.

Start

0001 0000 0101 Loss of priority

On the bus

Start

0001 0000 0000

Com.

Informationof ofB B Information

Control Control

Ack.

End

PRIORITY CONTROL

NODE A NODE B NODE C

A collision is NOT destructive

A1, A2,A3,A4;B1,B2,B3;C1,C2

NODE A NODE B NODE C

Start Start Start

0001 0001 1111 0001 0000 0000 0001 0000 0101

Com. Com. Com.

Information of A Information of B Information of C

Control Control

Ack.. Ack..

End End End

Control

Ack..

PRIORITY CONTROL

NODE A NODE B NODE C

A1, A2,A3,A4;B1,B2,B3;C1,C2

The priority is decided bit for bit (Recessive/ Dominant) 0 = Dominant 1 = Recessive

NODE A NODE B NODE C

Start Start Start

0001 0001 1111 0001 0000 0000 0001 0000 0101

Com. Com. Com.

Information of A Information of B Information of C

Control Control

Ack.. Ack..

End End End

Control

Ack..

On the bus

Start

PRIORITY CONTROL

NODE A NODE B NODE C

A1, A2,A3,A4;B1,B2,B3;C1,C2

The priority is decided bit for bit (Recessive/ Dominant) 0 = Dominant 1 = Recessive

NODE A NODE B NODE C

Start Start Start

0001 0001 1111 0001 0000 0000 0001 0000 0101

Com. Com. Com.

Information of A Information of B Information of C

Control

Ack..

End End End

Control Control

Ack.. Ack..

On the bus

Start

0001 0000

PRIORITY CONTROL

NODE A NODE B NODE C

A1, A2,A3,A4;B1,B2,B3;C1,C2

The priority is decided bit for bit (Recessive/ Dominant) 0 = Dominant 1 = Recessive

Loss of priority

NODE A NODE B NODE C

Start Start Start

0001 0001 1111 0001 0000 0000 0001 0000 0101

Com. Com. Com.

Information of A Information of B Information of C

Control

Ack..

End End End

Control Control

Ack.. Ack..

On the bus

Start

0001 0000

PRIORITY CONTROL

NODE A NODE B NODE C

A1, A2,A3,A4;B1,B2,B3;C1,C2

The priority is decided bit for bit (Recessive/ Dominant) 0 = Dominant 1 = Recessive

Loss of priority

NODE A NODE B NODE C

Start Start Start

0001 0001 1111 0001 0000 0000 0001 0000 0101

Com. Com. Com.

Information of A Information of B Information of C

Control

Ack..

End End End

Control Contrle Ack.. Control Ack..

On the bus

Start

0001 0000 0

PRIORITY CONTROL

NODE A NODE B NODE C

A1, A2,A3,A4;B1,B2,B3;C1,C2

The priority is decided bit for bit (Recessive/ Dominant) 0 = Dominant 1 = Recessive

Loss of priority

NODE A NODE B NODE C

Start Start Start

0001 0001 1111 0001 0000 0000 0001 0000 0101

Com. Com. Com.

Information of A Information of B Information of C

Control Control

Ack.. Ack..

End End End

Control

Ack..

Loss of priority

On the bus

Start

0001 0000 00

PRIORITY CONTROL

NODE A NODE B NODE C

A1, A2,A3,A4;B1,B2,B3;C1,C2

The priority is decided bit for bit (Recessive/ Dominant) 0 = Dominant 1 = Recessive

Loss of priority

NODE A NODE B NODE C

Start Start Start

0001 0001 1111 0001 0000 0000 0001 0000 0101

Com. Com. Com.

Information of A Information of B Information of C

Control Control

Ack.. Ack..

End End End

Control

Ack..

Loss of priority

On the bus

Start

0001 0000 00

PRIORITY CONTROL

NODE A NODE B NODE C

A1, A2,A3,A4;B1,B2,B3;C1,C2

The priority is decided bit for bit (Recessive/ Dominant) 0 = Dominant 1 = Recessive

Loss of priority

NODE A NODE B NODE C

Start Start Start

0001 0001 1111 0001 0000 0000 0001 0000 0101

Com. Com. Com.

Information of A Information of B Information of C

Control Control

Ack.. Ack..

End End End

Control

Ack..

Loss of priority

On the bus

Start

0001 0000 0000

PRIORITY CONTROL

NODE A NODE B NODE C

A1, A2,A3,A4;B1,B2,B3;C1,C2

The priority is decided bit for bit (Recessive/ Dominant) 0 = Dominant 1 = Recessive

Loss of priority

NODE A NODE B NODE C

Start Start Start

0001 0001 1111 0001 0000 0000 0001 0000 0101

Com. Com. Com.

Information of A Information of B Information of C

Control Control

Ack.. Ack..

End End End

Control

Ack..

Loss of priority

On the bus

Start

0001 0000 0000

Com.

Information of B

Control

Ack..

End

ERROR MANAGEMENT
If there is detected an error inside a message:
1 - An error is detected during the transmission of a message 2 - An ERROR FRAME is transmitted by the node 3 - The message is rejected by every node 4 - The registers of error of every node are increased 5 - The node repeats the transmission of the message
REPETITION OF THE TRANSMISSION

NODE A
EMISSION OF A MESSAGE

DETECTION OF AN ERROR

NODE A
TRANSMISSION OF AN ERROR FRAME
MULTIPLEXED BUS

REJECTED!

REJECTED!

REJECTED!

NODE B

NODE C

.......

NODE x

REGISTER OF ERRORS NODE B

REGISTER OF ERRORS NODE C

REGISTER OF ERRORS NODE x

+ 1

+ 1

+ 1

DETECTION AND INDICATION OF ERRORS

MECHANISMS AT MESSAGE LEVEL :

CRC ERROR FORM ERROR Ack. ERROR

CYCLIC REDUNDANCY CHECK (CRC) - safeguards the information inside the frame

FRAME CHECK - verifies the structure of the frame and the connection to the fields defined in the specifications
ACKNOWLEDGE - every frame transmitted has to receive a sign of positive recognition from the potential receivers

MECHANISM AT BIT LEVEL :

BIT ERROR STUFF ERROR

MONITORING - every transmitter executes a verification of the real present level of each bit transmitted on the BUS CAN, to verify an eventual difference between the transmitted and the received bit BIT STUFFING - for every five consecutive bit of the same sign, the transmitter adds (and the receiver removes) a supplementary bit of a different sign

ERROR FRAME (standard CAN)

An ERROR FRAME is transmitted by every node that detects an error of: BIT ERROR: the condition inserted on the BUS CAN by a node is different from the one relieved during the following sampling BIT STUFFING ERROR CRC ERROR FORM ERROR: a determined field (Es. CRC DELIMITER, ACK DELIMITER, ) contains one or more illegal bits ACKNOWLEDGMENT ERROR: is relieved by a transmitting node when this doesn't receive an ACK from the BUS An ERROR FRAME always starts from the inside of a frame. ACTIVE ERROR

PASSIVE ERROR

BUS OFF

ACTIVE ERROR:
Is transmitted by the nodes in the case of an ACTIVE ERROR during normal functionality

PASSIVE ERROR:
Is transmitted by the nodes in the case of an "PASSIVE ERROR". Particular operating conditions, activated on the node in case of the presence of many errors. A node in the "PASSIVE ERROR" state may send DATA FRAME o REMOTE FRAME, but has to wait for a supplementary time-out before it can transmit.

SLEEP AND WAKE UP MODES

Use of the multiplexed BUS to wake up the nodes
Wake-up sensor

E
Wake-up sensor

E E

E E

Wake-up sensor

E
Multiplexed BUS

Power supply for the nodes Vbat

NETWORK MANAGEMENT
Is the part of the resident software of each node that takes care of the START UP of the network, the SHUT DOWN and the PERIODIC VERIFICATION of the FUNCTIONALITY of the nodes. It is structured with a MASTER/SLAVE configuration on the B-CAN and a MULTIMASTER configuration on the C-CAN. The relative information is contained inside the STATUS messages transmitted by the nodes on the C-CAN. The Network Management of the master node - the NBC - (Nodo Body Computer), transmits every second the message NWM_NBC. As a reply, the slave nodes transmits their message NWM_Nxx within 50 ms after the reception. The messages of NM have a lower priority that the normal CAN messages. There are three different types of nodes: MASTER NODE NODES +30: always supplied by the battery, in other words, their NM can generate a WAKE-UP of the network NODES +15: supplied only at key-on. In this way, their NM cannot wake up the network

CAN HIGH SPEED - ELECTRICAL CHARACTERISTICS

NODE 1 NODE 2 NODE n

CAN_H

HIGH SPEED CAN BUS

Termination 120 Ohm

CAN_L

Termination 120 Ohm

Signals in voltage, differential on two lines (with common return) BUS up to 30 nodes, transmission speed up to 1Mbit/s, length up to 40 metres Characteristic impedance of the line: 60 W Nominal resistance of the termination: 124 W, 1%, 200mW Every node is able to generate a differential voltage comprising 1,5V and 3,0V, measured with a resistive load of 60 W Recessive condition: the differential voltage on the bus is less than 0,5V Dominant condition on the bus: the differential voltage is more than 0,9V

CAN-B AND CAN-C; THE RESISTANCE BETWEEN THE TWO CAN-LINES

CAN_H

R 60 ohm

60 ohm

C R 60 ohm CAN_L 60 ohm R

60 W

Multimeter

CAN-B: BUS FAULT MANAGEMENT

CAN_L open CAN_H open CAN_L short circuited to battery tension CAN_L short circuited to V CC CAN_H short circuited a ground CAN_L short circuited to ground CAN_H short circuited a battery tension CAN_H short circuited to V CC CAN_H connected to the CAN_L line Loss of connection to the termination resistances

In all of these cases, the transmission is commuted to "single wire". The immunity to EMC disturbances is worse respected when the differential transmission is in use

THE CAN-LINE; FAULT DETECTION

VCC 12
+2,2 5 -4,6
VCAN_H VCAN_L

VDIFF 12 6 0 -3,2 -6 -12

0
SITUATION: ABSENCE OF FAULT

The Failure Detection Block

Always active; when it reveals a fault on the BUS CAN, it switches to the SINGLE-WIRE MODE. The threshold for the difference between the voltage levels of the two CAN-lines - VDIFF - is set to 3,2V.

THE CAN-LINE; FAULT DETECTION

VCC
12
VCAN_L

VDIFF
12
6 0

VCC
12
+ 7,2

VCAN_H

VDIFF
12
6 0

+ 10,6

VCAN_H

-3,2 -6

5
VCAN_L

-3,2 -6

-8,4

-11,8

-12

-12

CAN_L: short circuited to Vbat VDIFF is permanently below the threshold, and a fault is detected:

CAN_H: short circuited to Vbat VDIFF exceeds the threshold, and a fault is detected:

The system switches to "single-wire mode on CAN_H

The system switches to "single-wire mode on CAN_L

THE CAN-LINE; FAULT DETECTION

VCC
12
+ 3,6 + 0,2

VDIFF
12
6

VCC
12
+ 3,6 + 0,2
VCAN_H

VDIFF
12
6 0 -3,2
VCAN_L

0 5
VCAN_H

-3,2 -6

-6

0
VCAN_L

-12 CAN_L: short circuited to Ground

0 CAN_H: short circuited to VCC

-12

The voltage of CAN_L is permanently on the dominant level (0V), and after a time-out a fault is detected:

The voltage of CAN_H is permanently on the dominant level (0V), and after a time-out a fault is detected:

The system switches to "single-wire mode on CAN_H

The system switches to "single-wire mode on CAN_L

THE CAN-LINE; FAULT DETECTION

VCC
12

VDIFF
12
6
0

0 5
VCAN_H VCAN_L

-3,2 -6

0 CAN_H: short circuited to CAN_L

-12

VDIFF is permanently 0V, and after a time-out a fault is detected:

The system switches to "single-wire mode on CAN_H

THE CAN-LINE; FAULT DETECTION

VCC
12

VDIFF
12 6

VCC
12

VDIFF
12 6

5
- 4,8

- 1,4
VCAN_H

0 -3,2 -6 -12

5
- 4,8

- 1,4

VCAN_L

0 -3,2 -6 -12

0 CAN_L: Interrupted

0 CAN_H: Interrupted

The system switches to "single-wire mode on CAN_H

The VDIFF threshold (3,2 Volts) assures a correct reception of the signal

The system switches to "single-wire mode on CAN_L

The VDIFF threshold (3,2 Volts) assures a correct reception of the signal

THE FLORENCE ARCHITECTURE

PRESENT SITUATION OF MULTIPLEXED ARCHITECTURES IN THE GROUP

VENICE Mod. 188
(Fiat Punto)

(VEhicle Network with Integrated Control Electronics)

VENICE PLUS or miniFLORENCE FLORENCE

Mod. 937 Mod. 192 Mod. 841

(Alfa 147)
(Fiat Stilo)

(Lancia Thesis)

(Fiat Luxury car ORiented Network Control Electronics)

THE FLORENCE CAN ARCHITECTURE

Permits the exchange of information between the various ECUs through different levels of telecommunication networks. The networks are the following:

C-CAN Network I-CAN Network (M139 only, used for TV and data communication )

B-CAN Network
K Network (serial-line for diagnostics of the C-CAN nodes) A-BUS Network

W-BUS Network(serial-line connecting the Body Computer and the Bosch Motronic for recovery of the immobilizer)

THE FLORENCE ARCHITECTURE THE A-BUS NETWORK

The A-BUS is a serial line with a MULTIMASTER management system working with a velocity of 4800 baud. It is utilised to exchange information between the control units and to perform the diagnostics, and is a terminal to terminal communication. The transmitting and receiving ECUs are always identified. Please note that even if the communication is terminal to terminal, the ECUs connected to the line might be more than two. In the case of a conflict between two ECUs in simultaneous transmission, there is a well defined priority table which gives each control unit the permission to regain access to the bus. The control units connected through the A-BUS on the FLORENCE Network are: CSP (Centralina Sensor Parcheggio) CAV (Centralina Allarme Volumetrici) CTC (Centralina Tergi Cristallo) CSA (Centralina Sirena Antifurto)

THE FLORENCE ARCHITECTURETHE THREE CAN NETWORKS

The complete structure of the FLORENCE network is illustrated by the following figure that represent the Maserati Quattroporte, and it comprises three different levels of network for CAN communication: The C-CAN Network for the dynamical control of the vehicles powertrain (high speed network) The B-CAN Network for the comfort functions of the vehicles bodywork (low speed network) The I-CAN Network (Maserati Quattroporte only) for the data communication and the TV - the infotainment system - (low speed network) The C-CAN e B-CAN networks are interconnected through a gateway for the transfer of common information located inside the Body Computer

Node (NBC).

The abbreviations of the names of the nodes in the two vehicles are presented in the table.

THE FLORENCE ARCHITECTURE OF THE MASERATI QUATTROPORTE

NODES OF THE FLORENCE NETWORK
ABBREV.
CAF CAV CDG CSA CSG CSP CTC DSP NAC NAG NAP NAS NBC NBS NCL NCM NCR NCS NFR NIM NIT NPB NPE NPG NPP NQS NSP NTP NTV NVB NVO

MEANING
Headlight Set-up ECU Motion Alarms ECU CD-Changer Alarm system siren ECU Power steering ECU Rain/twilight sensor ECU Windscreen Wiper ECU Hi-fi Sysem Amplifier Adaptive Cruise Control Node Driver Position Node Passenger Position Node Steering Angle Node Body Computer Node Steering Lock Node Air conditioning/heating system node Engine Check Node Robotized Gearbox Node Suspension Control Node Braking System Node Internal Roof Node IT Node Parking Brake Node Passive Entry Node Driver's Door Node Passenger's Door Node Instrument Panel Node Parking Sensors' Node Tyre Pressure Node TV Tuner Node Luggage Compartment Node Steering Wheel Node

NAB

THE FLORENCE ARCHITECTURE OF THE FERRARI 612 SCAGLIETTI

LEGENDA:

B-CAN

C-CAN

seriale

antenna

A-bus

CAN NODES OF THE 612 SCAGLIETTI

B-CAN
NBC NPG NPP NVB NIM NAG NAP NSP NPE NQS NVO NCL NBS NTP NAB

Nodo Body Computer (gateway) Body Computer Node Nodo Porta Guidatore Drivers Door Node Nodo Porta Passeggero Passengers Door Node Nodo Vano Baule Luggage Compartment Node Nodo Imperiale Internal Roof Node Nodo Assetto Guida Driver Position Node Nodo Assetto Passeggero Passenger Position Node Nodo Sensori Parcheggio Parking Sensors Node Nodo Passive Entry Passive Entry Node Nodo Quadro Strumenti Instrument Panel Node Nodo Volante Steering Wheel Node Nodo Climatizzazione Air Conditioning/Heating system Node Nodo Blocco Sterzo Steering Lock Node Nodo Tyre Pressure - Tyre Pressure Node Nodo Air Bag Airbag Node

CAN NODES OF THE 612 SCAGLIETTI

C-CAN
NBC Nodo Body Computer Body Computer Node (gateway) NCM Nodo Controllo Motore Engine Control Node NFR Nodo impianto Frenante Braking System Node NCR Nodo Cambio Robotizzato Robotized Gearbox Node NPB Nodo Parking Brake Parking Brake Node NAS Nodo sensore Angolo Sterzata Steering Angle Sensor node NCS Nodo Controllo Sospensioni Suspension Control Node

A-BUS

NBC Nodo Body Computer Body Computer Node (gateway) CSP Centralina Sensore Pioggia e crepuscolo Rain and Twilight Sensor ECU CTC Centralina Tergi Cristallo Windscreen Wiper ECU CSA Centralina Sirena Antifurto Alarm System Siren ECU CAV Centralina Allarme Volume Motion Alarm ECU

NETWORK ARCHITECTURE
Differences between the networks of the Maserati Quattroporte and the Ferrari Scaglietti
The multiplex network of the Ferrari Scaglietti presents some differences to the one of the Maserati Quattroporte. Specifically they are : it does not include the NAC, NIT, NTV nodes and the CAF ECU it includes two engine management system interconnected through a

private C-CAN line for the control of the 12 cylinder engine

it does include the NAP node

Actually the NPB e NPE nodes are not present on the Scaglietti e Quattroporte, even if they are illustrated on the figure, but both vehicles are predisposed for the incorporation of these nodes.

AERIAL GPS, GSM RADIO

SCHEMATIC PRESENTATION OF THE FLORENCE ARCHITECTURE OF THE MASERATI QUATTROPORTE

AERIAL TV
DIVERSITY AMPLIFIER

NIT

GSM

NTV

DSP
Parking sensors

Tyre pressure sensors

I-CAN - 50 Kbit/sec

NAB

NCL

NPP

NVB

NIM

NAG

NPG

NSP

NTP

B-CAN - 50 Kbit/sec

NBS

NVO CSG

NQS
IMMO

NBC

CAV

CSA
A-BUS

CTC

CSP

W-line for the IMMO

K-Line

EOBD connector C-CAN - 500 Kbit/sec

NCM

NFR

NCR

NCS

NAS

SCHEMATIC PRESENTATION OF THE FLORENCE ARCHITECTURE OF THE FERRARI 612 SCAGLIETTI

Parking sensors

Tyre pressure sensors

Remote control

NAB

NCL

NPP

NVB

NIM

NAG

NAP

NSP

NTP

NPE

B-CAN - 50 Kbit/sec

NBS
W-line for the IMMO

NVO CSG

NPG

NQS
IMMO

NBC

CAV

CSA
A-BUS

CTC

CSP

K-Line

EOBD connector

C-CAN - 500 Kbit/sec

private C-CAN

NCMDX

NCMSX

NFR

NCR

NPB

NCS

NAS

THE BODY COMPUTER - THE HEART OF THE SYSTEM

General characteristics:
Interface function for all of the networks Gateway between the B-CAN and the C-CAN networks Master of the Network Management Master of the A-BUS Network Slave in the W-BUS Network Master of the K-line Diagnostic interface (EOBD connector) Interface towards the CPL (dashboard control unit for the piloting of functions) Diagnostics on the CAN-line for the B-CAN Network IMMOBILIZER unit incorporated

DIAGNOSTICS WITH THE FLORENCE ARCHITECTURE

The EOBD CONNECTOR (SCAN -TOOL INTERFACE)
Is located on the Body Computer Node (NBC), and it permits the connection to the B-CAN, W- BUS, A-BUS networks and the serial K-line.

EOBD Connector

ALL THE DIAGNOSTICS ON THE FLORENCE NETWORK ARE MADE WITH THE SD3 TESTER!