CAN F137-M139 UK Version 2

FERRARI 612 SCAGLIETTI FERRARI 612 SCAGLIETTI MASERATI MASERATI

QUATTROPORTEQUATTROPORTE

MULTIPLEXED CAN LINEMULTIPLEXED CAN LINE

WHY MULTIPLEX?WHY MULTIPLEX?

INCREASING

NUMBER OF

FUNCTIONS

INCREASING

NUMBER OF

ELETTRONIC

APPLIANCES

NECESSITY OF A NEW CAN ARCHITECTURE

COST

RETAIN

MEN

T QUALITY

RELIABILITY

WHY MULTIPLEX?WHY MULTIPLEX?

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?WHAT IS 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

ADVANTAGES OF MULTIPLEXADVANTAGES OF MULTIPLEX

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

Necessity of connections between the various Necessity of connections between the various electronic systems (sharing of information, electronic systems (sharing of information,

synchronisation, etc.)synchronisation, etc.)

MULTIPLEXING: A NECESSITY!MULTIPLEXING: A NECESSITY!

Increasing number of electronic appliancesIncreasing number of electronic appliances

Necessity of simplifying the wiring harnessesNecessity of simplifying the wiring harnesses

Improvement of the quality, comfort, safety and Improvement of the quality, comfort, safety and the the possibility for diagnosticspossibility for diagnostics New legislation (pollution, braking systems, etc.) New legislation (pollution, braking systems, etc.)

Management of different suppliersManagement of different suppliers Evolution of the vehicle during its lifespanEvolution of the vehicle during its lifespan Managing the different versions of the vehicle Managing the different versions of the vehicle

(choice of optionals)(choice of optionals)

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)

COMMUNICATION NETWORKSCOMMUNICATION NETWORKS

DIFFERENT LEVELSDIFFERENT LEVELS DIFFERENT NETWORKS 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

Intersystem multiplexing (classes B/C)• medium baud rate (from 125 to 500 kb/s), low information flow, synchronisation, normal time to reply: 10 ms

Fast Multiplexing (class D)• medium/high baud rate ( 125 kb/s to 1 Mb/s), high information flow, normal time to reply: 5 ms

Diagnostics and configuration (serial K-line)• low baud rate ( 10 Kb/s), high information flow, normal time to reply: various seconds

COMMUNICATION CLASSIFICATIONCOMMUNICATION 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 IMPLEMENTATION OF THE CAN BUS INSIDE THE ECUBUS INSIDE THE ECU

Electronic equippment

OUTPUTOUTPUTCAN_L

INPUTINPUT

Controllerof

Protocol

Controllerof

Protocol

Inter-face

Inter-face

MultiplexUnit

CAN_H

CAN: THE HISTORY SO FAR...CAN: THE HISTORY SO FAR...1983 Start of the development of the CAN system in Robert Bosch GmbH1985 Emission of the specification "V1.0 CAN". First contacts between Bosch and the manufacturers of silicone chips1986 Start of the normalisation process with ISO1987 Production of the first prototypes of integrated CAN circuits1989 First appliances in the industrial sector1991 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/s1992 Birth of the association "CiA - CAN in Automation"1993 Birth of the association "OSEK". Publication of the first application level (CIA) by the CiA1994 End of the standardisation work for the BUS CAN Low Speed and CAN HighSpeed by ISO.

PSA (Peugeot e Citroen) and Renault joins the OSEK1995 Task force USA with SAE: Society of Automotive Engineers1996 The BUS CAN is applied on the major part of the engine management systems for the high-end vehicles of the European market1997 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 3001998 New ISO norm for the CAN-line: diagnostic, conformity, …2000 Increasing number of “low-cost” applications are manufactured with CAN interface2003 Almost all new vehicles have one or more CAN-lines, regardless of segment and cost

MULTIPLEX - THE THEORYMULTIPLEX - THE THEORY

MULTIPLEXING IN AUTOMOTIVEMULTIPLEXING IN AUTOMOTIVE

ECU A

Engine RPM

Classical solution

ECU B Robotized gearbox

ECU C Dashboard

ECU D Suspension

control

ECU E ABS/ASR

Multiplexed solution

Multiplexed BUS

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

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

system

Information to be transmitted

Information to be received

A2

B3B2

B1C2



B2

B1

FUNCTIONS OF MULTIPLEXFUNCTIONS OF MULTIPLEX



A1

A2 A3

A4

B2

B1

C1

C2

C1 A2A1

NODE A NODE B

NODE C

NODE A NODE B NODE C

A2

A1

A2

B1

B2C1

B2

B1 C2

COMMUNICATION BUS

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


Classical solutionn wires for the information

Multiplexed solution1 BUS (2 wires) for ALL the

information

THE EXCHANGE OF INFORMATIONTHE EXCHANGE OF INFORMATION

• 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

ACCEPT

SELECT

RECEIVE

PREPARE

SEND RECEIVE RECEIVE

SELECT SELECT

ACCEPT

NODE 1 NODE 2 NODE 3 NODE

CAN FRAME

CAN BUS

• 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

• 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.

ACCEPT

SELECT

RECEIVE

PREPARE

SEND RECEIVE RECEIVE

SELECT SELECT

ACCEPT

NODE 1 NODE 2 NODE 3 NODE

CAN FRAME

CAN 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 ignoredADVANTAGES:

• 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 aren’t 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 EXCHANGE OF INFORMATIONTHE EXCHANGE OF INFORMATION

THE BUS-LINETHE 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 CAN FRAMETHE 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 FLORENCE net

THE INFORMATION CONTAINED THE INFORMATION CONTAINED INSIDE THE CAN FRAMEINSIDE 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 FRAMETHE CAN FRAME

Start

Start : Start of a frame

Identifier

Identifier : the identification field of a frame

Com

Com. : the command field of a frame

Information

Information : the field of the data transmitted and received by a node

Control

Control : the field where the validity of the frame is verified

Ack

Ack : field for the acknowledgement of a reception

End

End : End of the frame

How a CAN FRAME is structured:

PRIORITY IN THE TRANSMISSIONPRIORITY 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 DOMINANCE AND RECESSION

CAN_H LINE

CAN_L LINE

CAN_H LINE

CAN_L LINE

Tension

Time

On the bus

A Start

Loss of priority

Start C

Loss of priority

B Start 0001 0000 0000 Com. Information of B Control EndAck.

Start Com. Information of B Control

0001 0000 1111

0001 0000 0101

0001 0000 0000 Information of B Control

PRIORITY CONTROLPRIORITY CONTROL

EndAck.

NODE A Start

StartNODE C

NODE B Start

0001 0001 1111 Com. Information of A Control EndAck..

Com. Information of C

0001 0000 0000 Com. Information of B Control EndAck..

Control EndAck..0001 0000 0101



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

A collision is NOT destructive


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

NODE A Start

StartNODE C

NODE B Start

Start

0001 0001 1111 Com. Information of A Control EndAck..


0001 0000 0000 Com. Information of B Control EndAck..

Control EndAck..0001 0000 0101

On the bus


The priority is decided bit for bit (Recessive/ Dominant)

0 = Dominant

1 = Recessive


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

NODE A Start

Start NODE C

NODE B Start

Start

Com. Information of A Control EndAck..


0001 0001 1111

Com. Information of B Control EndAck..

Control EndAck..

0001 0000

0001 0000 0000

0001 0000 0101

On the bus



0 = Dominant

1 = Recessive


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

NODE A Start

Start NODE C

NODE B Start

Start



0001 0001 1111


Control EndAck..

0001 0000

0001 0000 0000

0001 0000 0101

Loss of priority

On the bus



0 = Dominant

1 = Recessive


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

NODE A Start

Start NODE C

NODE B Start

Start



0001 0001 1111

Com. Information of B Control Contrôle EndAck..

Control EndAck..

0001 0000 0

0001 0000 0000

0001 0000 0101

Loss of priority

On the bus



0 = Dominant

1 = Recessive


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

NODE A Start

Start NODE C

NODE B Start

Start



0001 0001 1111


Control EndAck..

0001 0000 00

0001 0000 0000

0001 0000 0101

Loss of priority

Loss of priority

On the bus



0 = Dominant

1 = Recessive


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

NODE A Start

Start NODE C

NODE B Start

Start



0001 0001 1111


Control EndAck..

0001 0000 0000

0001 0000 0000

0001 0000 0101

Loss of priority

Loss of priority

On the bus



0 = Dominant

1 = Recessive


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

NODE A Start

Start NODE C

NODE B Start

Start



0001 0001 1111


Control EndAck..

0001 0000 0000

0001 0000 0000

0001 0000 0101

Loss of priority

Loss of priority

Com. Information of B Control EndAck..On the bus



0 = Dominant

1 = Recessive

ERROR MANAGEMENTERROR MANAGEMENT

1 - An error is detected during the transmission of a message

If there is detected an error inside a message:

. . . . . . .

REGISTER OF

ERRORS NODE B

+ 1

REGISTER OF

ERRORS NODE C

+ 1

REGISTER OF ERRORS NODE x

+ 1

NODE B NODE C NODE x

NODE A EMISSION EMISSION

OF A OF A MESSAGEMESSAGE

DETECTIONDETECTION

OF AN ERROROF AN ERROR

NODE A TRANSMISSION TRANSMISSION OF AN ERROR OF AN ERROR

FRAMEFRAME

REJECTED!REJECTED!REJECTED!REJECTED! REJECTED!REJECTED!

MULTIPLEXED BUS

REPETITION REPETITION OF THE OF THE

TRANSMISSIONTRANSMISSION

2 - An ERROR FRAME is transmitted by the node3 - 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

DETECTION AND INDICATION OF ERRORSDETECTION AND INDICATION OF ERRORSMECHANISMS AT MESSAGE LEVEL :

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 :

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

CRC ERRORCRC ERROR

FORM ERRORFORM ERROR

Ack. ERRORAck. ERROR

BIT ERRORBIT ERROR

STUFF ERRORSTUFF ERROR

ERROR FRAME (standard CAN)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:

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.

ACTIVE ACTIVE ERRORERROR

PASSIVE PASSIVE ERRORERROR

BUS BUS OFFOFF

SLEEP AND WAKE UP MODES SLEEP AND WAKE UP MODES

Use of the multiplexed BUS to “wake up” the nodes

E

E

E

E

EE

M

Wake-up sensor

Wake-up sensor

Wake-up sensor

Vbat

Multiplexed BUS

Power supply for the nodes

NETWORK MANAGEMENTNETWORK MANAGEMENTIs 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 CAN HIGH SPEED - ELECTRICAL CHARACTERISTICSCHARACTERISTICS

• 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 • Nominal resistance of the termination: 124 , 1%, 200m• Every node is able to generate a differential voltage comprising 1,5V and 3,0V, measured with a resistive load of 60 • 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

NODE 1

NODE 2

NODE n

HIGH SPEED CAN BUS

CAN_H

CAN_L Termination 120 Ohm

Termination 120 Ohm

CAN-B AND CAN-C; THE RESISTANCE CAN-B AND CAN-C; THE RESISTANCE

BETWEEN THE TWO CAN-LINESBETWEEN THE TWO CAN-LINES

R

RR

R

C C

CAN_H

CAN_L

60 ohm

60 ohm60 ohm

60 ohm

60

Multimeter

CAN-B: BUS FAULT MANAGEMENTCAN-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 DETECTIONTHE CAN-LINE; FAULT DETECTION

The Failure Detection BlockAlways 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.

VDIFF

0

5

12VCC

12

6

0-3,2-6

-12

+2,2

-4,6

VCAN_L

VCAN_H

SITUATION: ABSENCE OF FAULT

0

5

12VCC

12

6

0

-3,2

-6

-12-11,8

VCAN_L

VCAN_H

CAN_L: short circuited to Vbat

VDIFF

-8,4

0

5

12 12

6

0

-3,2

-6

-12

+ 7,2

VCAN_H

VCAN_L

VDIFF

+ 10,6

VDIFF is permanently below the threshold, and a fault is detected:

The system switches to "single-wire mode” on CAN_H

VDIFF exceeds the threshold, and a fault is detected:

The system switches to "single-wire mode” on CAN_L


CAN_H: short circuited to Vbat

VCC

0

5

12 12

6

0

-3,2

-6

-12

+ 0,2

VCAN_L

VCAN_H

CAN_L: short circuited to Ground

VDIFF

+ 3,6

0

5

12 12

6

0

-3,2

-6

-12

+ 0,2 VCAN_H

VCAN_L

CAN_H: short circuited to VCC

VDIFF

+ 3,6

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_L


VCC VCC

0

5

12 12

6

0

-3,2

-6

-12

0

VCAN_L

VCAN_H

CAN_H: short circuited to CAN_L

VDIFF

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


VCC


0

5

12 12

6

0

-3,2

-6

-12

- 4,8VCAN_H

CAN_L: Interrupted

VDIFF

- 1,4

0

5

12 12

6

0

-3,2

-6

-12

- 4,8 VCAN_L

CAN_H: Interrupted

VDIFF

- 1,4

The system switches to "single-wire mode” on CAN_LThe VDIFF threshold (–3,2 Volts) assures a correct reception of the signal

VCC VCC

The system switches to "single-wire mode” on CAN_HThe VDIFF threshold (–3,2 Volts) assures a correct reception of the signal


THE FLORENCE THE FLORENCE ARCHITECTUREARCHITECTURE

PRESENT SITUATION OF PRESENT SITUATION OF MULTIPLEXED ARCHITECTURES IN MULTIPLEXED ARCHITECTURES IN

THE GROUP THE GROUP VENICE Mod. 188 (Fiat Punto)

(VEhicle Network with Integrated Control Electronics)

VENICE PLUS Mod. 937 (Alfa 147)

or miniFLORENCE Mod. 192 (Fiat Stilo)

FLORENCE Mod. 841 (Lancia Thesis)

(Fiat Luxury car ORiented Network Control Electronics)

THE FLORENCE CAN ARCHITECTURETHE FLORENCE CAN ARCHITECTURE

Permits the exchange of information between the various ECU’s 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 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 ECU’s are always identified. Please note that even if the communication is terminal to terminal, the ECU’s connected to the line might be more than two. In the case of a conflict between two ECU’s 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 ARCHITECTURE THE FLORENCE ARCHITECTURE - THE A-BUS NETWORK- THE A-BUS NETWORK

THE FLORENCE ARCHITECTURE- THE FLORENCE ARCHITECTURE- THE THREE CAN NETWORKSTHE 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 vehicle’s powertrain (high speed network)

• The B-CAN Network for the comfort functions of the vehicle’s 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.

NODES OF THE FLORENCE NETWORKABBREV. MEANING

CAF Headlight Set-up ECUCAV Motion Alarms ECUCDG CD-ChangerCSA Alarm system siren ECUCSG Power steering ECUCSP Rain/twilight sensor ECUCTC Windscreen Wiper ECUDSP Hi-fi Sysem AmplifierNAC Adaptive Cruise Control NodeNAG Driver Position NodeNAP Passenger Position NodeNAS Steering Angle NodeNBC Body Computer NodeNBS Steering Lock NodeNCL Air conditioning/heating system nodeNCM Engine Check NodeNCR Robotized Gearbox NodeNCS Suspension Control NodeNFR Braking System NodeNIM Internal Roof NodeNIT IT NodeNPB Parking Brake NodeNPE Passive Entry NodeNPG Driver's Door NodeNPP Passenger's Door NodeNQS Instrument Panel NodeNSP Parking Sensors' NodeNTP Tyre Pressure NodeNTV TV Tuner NodeNVB Luggage Compartment NodeNVO Steering Wheel Node

THE FLORENCE ARCHITECTURE OF THE MASERATI QUATTROPORTETHE FLORENCE ARCHITECTURE OF THE MASERATI QUATTROPORTE

NABNAB

LEGENDA:

B-CAN

C-CAN

seriale

antenna

A-bus

THE FLORENCE ARCHITECTURE OF THE FERRARI 612 SCAGLIETTITHE FLORENCE ARCHITECTURE OF THE FERRARI 612 SCAGLIETTI

CAN NODES OF THE 612 SCAGLIETTICAN NODES OF THE 612 SCAGLIETTIB- CAN

NBC – Nodo Body Computer (gateway) – Body Computer Node NPG – Nodo Porta Guidatore – Driver’s Door Node NPP – Nodo Porta Passeggero – Passenger’s Door Node NVB – Nodo Vano Baule – Luggage Compartment Node NI M – Nodo I mperiale – I nternal Roof Node NAG – Nodo Assetto Guida – Driver Position Node NAP – Nodo Assetto Passeggero – Passenger Position Node NSP – Nodo Sensori Parcheggio – Parking Sensors’ Node NPE – Nodo Passive Entry – Passive Entry Node NQS – Nodo Quadro Strumenti – I nstrument Panel Node NVO – Nodo Volante – Steering Wheel Node NCL – Nodo Climatizzazione –Air Conditioning/ Heating system Node NBS – Nodo Blocco Sterzo – Steering Lock Node NTP – Nodo Tyre Pressure - Tyre Pressure Node NAB - Nodo Air Bag – Airbag Node

CAN NODES OF THE 612 SCAGLIETTICAN NODES OF THE 612 SCAGLIETTIC- 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 Antif urto – Alarm System Siren ECU CAV – Centralina Allarme Volume – Motion Alarm ECU

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.

NETWORK ARCHITECTURENETWORK ARCHITECTURE

Differences between the networks of the Maserati Quattroporte and the Ferrari Scaglietti

SCHEMATIC PRESENTATION OF THE FLORENCE SCHEMATIC PRESENTATION OF THE FLORENCE ARCHITECTURE OF THE MASERATI QUATTROPORTEARCHITECTURE OF THE MASERATI QUATTROPORTE

NIMNAB

NCM NCR

Parking sensors

B-CAN - 50 Kbit/secB-CAN - 50 Kbit/sec

C-CAN - 500 Kbit/secC-CAN - 500 Kbit/sec

NSPNVBNPP NAG

NQSNVONBS

NTP

NFR NCS NAS

CAV CSA CTC CSP

A-BUSA-BUSIMMO

Tyre pressure sensors

NBC

CSG

NPGNCL

K-Line EOBD connector

NIT NTVGSM

I-CAN - 50 Kbit/secI-CAN - 50 Kbit/sec

DSP

AERIALGPS, GSM

RADIO

AERIALTV

DIVERSITYAMPLIFIER

W-line for the IMMO

NIMNAB

NCMDX NCMSX NCR

Parking sensors

B-CAN - 50 Kbit/secB-CAN - 50 Kbit/sec

C-CAN - 500 Kbit/secC-CAN - 500 Kbit/sec

NSPNVBNPP NAG NAP NPE

NQSNVONBS

NTP

NFR NCS NAS

CAV CSA CTC CSP

A-BUSA-BUS

Remote control

IMMO

Tyre pressure sensors

NBC

CSG

NPG

NCL

K-Line EOBD connectorEOBD connector

private C-CAN

SCHEMATIC PRESENTATION OF THE FLORENCE SCHEMATIC PRESENTATION OF THE FLORENCE ARCHITECTURE OF THE FERRARI 612 SCAGLIETTIARCHITECTURE OF THE FERRARI 612 SCAGLIETTI

W-line for the IMMO

PRED

ISPO

SIT

ION

PRED

ISPO

SIT

ION

NPB

PRED

ISPO

SIT

ION

PRED

ISPO

SIT

ION

THE BODY COMPUTER THE BODY COMPUTER - THE HEART OF THE SYSTEM- THE HEART OF THE SYSTEM

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

General characteristics:

DIAGNOSTICS WITH THE FLORENCE DIAGNOSTICS WITH THE FLORENCE ARCHITECTUREARCHITECTURE

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 ConnectorEOBD Connector

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

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

CAN F137-M139 UK Version 2

Documents

Transcript of CAN F137-M139 UK Version 2