Introduction

n AG. Volkswagen AG do
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The requirements trelating
hor to driving safety, The CAN
tee data bus by Bosch is such a solution.
or
au
driving comfort,ssexhaust emissions and fuel ac
It was developed specially for automobiles and

ce
le

economy are are becoming ever more is used by both Volkswagen and Audi.
un

pt
an
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itte

stringent. CAN stands for Controller Area Network and

y li
rm

ab
This entails more intensive information means that control units are networked and
pe

ility
ot

wit
exchange between control units. interchange data.
, is n

h re
A well-engineered solution is necessary to
hole

spec
ensure that the electrics/electronics in the
es, in part or in w

t to the co
vehicle still remain manageable and do not
take up too much space.

rrectness of i
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com

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te o

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J

SSP 186/01

A CAN data bus can be compared to an

omnibus.
Whilst the omnibus transports a large
number of persons, the CAN data bus
transports a large volume of
information.

In this Self-study Programme we will explain

to you the design and function of the CAN data
bus.

2
 The contents at a glance

Page

Introduction ______________________________________________ 2
olkswagen AG
CAN data bus en AG. V
wag____________________________________________
does 4
olks no t gu
yV
db ara
rise nte
tho eo
Data sstransfer _____________________________________________
au ra
c 10

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pt
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itte

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Function _________________________________________________ 12
erm

ab
ility
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wit
is n

h re
CAN data bus in the convenience system __________________ 17
ole,

spec
urposes, in part or in wh

CAN data bus in the drive train_____________________________ t to the co 24

rrectne

Test your knowledge ______________________________________ 30

ss o
cial p

f inform
mer

atio
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c

i
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Important/Note New
en
ng

i t.
py Co
t. Co py
rig
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rig by
copy Vo
by lksw
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Prote AG.

The Self-study Programme is not a Workshop Manual!

Precise instructions for testing, adjustment and repair can be found in the appropriate Workshop
Manual.

3
 ! !
CAN data bus

Data transfer
What are the possible options for data trans-
fer in vehicles at present?

" Option No. 1: " Option No. 2:

Each item of information is exchanged over All information is exchanged between
a separate wire. control units along a maximum of two
wires: the CAN data bus.

The figure below shows you option No. 1,

where each item of information is transferred
along a separate wire.
A total of five wires are required for data
transfer in this case.

Motronic control unit Engine speed Automatic gearbox control unit

J220 J217

Fuel consumption
n AG. Volkswagen AG do
lkswage es n
o ot g
byV ua
d Throttle valve position ran
ir se tee
tho
u or
a ac
ss
ce
e
nl

pt
du

an

Engine intervention
itte

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erm

ab
ility
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wit

Upshift/downshift
, is n

h re
hole

spec

SSP 186/04
es, in part or in w

t to the co
rrectness of i
l purpos

Conclusion:
nform
ercia

A separate wire is required for each item of Therefore, this data transfer mode is only
m

at

information. suitable for exchanging a limited volume of

om

ion
c

As the volume of additional information information.

in t
or

his
e

increases, so does the number of wires and

at

do
priv

the number of pins on the control units.

um
for

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4
In contrast to option No. 1, all information is
transferred along two wires in the CAN data
bus.

The same data is transferred along the two

bidirectional wires of the CAN data bus.

You will find further information in this Self-

study Programme.

Motronic control unit Automatic gearbox control unit

J220 J217
Engine speed

Fuel consumption

Throttle valve position AG. Volkswagen AG d

agen o es n
ksw
Vol ot g
d by ua
ran
e
Engine intervention
ris tee
utho or
a ac
ss
Upshift/downshift
ce
e
nl

pt
du

an
itte

y li
erm

ab
ility
ot p

wit
, is n

h re

SSP 186/05
hole

spec
es, in part or in w

t to the co
rrectness of i

Conclusion:
l purpos

With this data transfer mode, all information is Data transfer with the CAN data bus would
nf
ercia

transferred along two wires regardless of the therefore make sense if a large volume of
orm
m

number of participating control units and the information is exchanged between control
atio
om

n in

volume of information involved. units.

or c

thi
te

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5
 !! ! ! ! ! ! !! !!
CAN data bus

The CAN data bus

is a type of data transfer between control The following components in the drive train
units. It links the individual control units to form an integrated system:
form an integrated system. " the engine control unit,

The more information a control unit has " the automatic gearbox control unit and
regarding the state of the overall system, the " the ABS control unit
better it can co-ordinate the individual
functions. The following components in the convenience
system form an integrated system:
olksw
n AG. V agen AG
wage does
Volks " the centralnot control unit
gu and
by ara
ed nte
ris
tho " the door control e o units
au ra
c
ss

ce
e
nl

pt
du

an
itte

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erm

ab
Door control unit

ility
ot p

wit
, is n

h re
ABS control unit
hole

spec
es, in part or in w

t to the co
rrectness of i
l purpos

nf
ercia

orm
m

atio
om

n in
or c

thi
te

sd
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rp

cu

Central control unit

o

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f

en
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t.
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Cop py
t. rig
gh ht
SSP 186/02 opyri by
Vo
c by lksw
cted agen
Engine control unit Prote Automatic gearbox control unit
AG.

Benefits of the data bus:

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

6
 n AG. Volkswagen AG do
The principle of data transfer lkswage es n
o ot g
byV ua
d ran
ir se tee
tho
or
Data transfer with the CAN data bus functions s au ac
s

ce
in much the same way as a telephone

e
nl

pt
du

an
conference.

itte

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erm

ab
ility
ot p
Some subscribers will be interested in this

wit
, is n

h re
A subscriber (control unit) ”speaks“ data into data and will utilise it.

hole

spec
the line network while the other subscribers The other subscribers will choose to ignore

es, in part or in w

t to the co
”listen in“ to this data. this data.

rrectness of i
l purpos

nform
mercia

at
om

ion
c

in t
or

his
ate

do
priv

cum
or

Control unit 1 Control unit 2

f

en
ng

t.
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Cop py
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pyri by
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Prote AG.

SSP 186/06

Control unit 4 Control unit 3

Data bus line

7
CAN data bus
AG. Volkswagen AG d
agen oes
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What components make up a orised ara
nte
th eo
CAN data bus? ss au ra
c

ce
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un

pt
an
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itte

The CAN data bus comprises a controller, a The CAN transceiver

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erm

ab
transceiver, two data bus terminals and two is a transmitter and receiver in one. It converts

ility
ot p

the data which the CAN controller supplies

wit
data bus lines.
is n

h re
into electrical signals and sends this data over
ole,

spec
urposes, in part or in wh

Apart from the data bus lines, the components the data bus lines.

t to the co
are located in the control units. The functions Likewise, it receives data and converts this
of the control units are the same as before. data for the CAN controller.

rrectne
They have the following tasks:

s
The data bus terminal

s o
cial p

f
is a resistor. It prevents data sent from being

in
The CAN controller

form
mer

receives the transfer data from the reflected at the ends and returning as an echo.

atio
m

microcomputer integrated in the control unit. This would corrupt the data.
o

n
c

i
or

n
The CAN controller processes this data and

thi
te

sd
va

relays it to the CAN transceiver.

i

o
pr

cum
r
fo

Likewise, the CAN controller receives data The data bus lines
en
ng

t.
yi
from the CAN transceiver, processes it and Cop are bidirectional and transfer the data.
Co
py
ht. rig
relays it to the microcomputer integrated in py
rig by They are referred to as CAN High and CAN
ht
o Vo
Low.
by c lksw
the control unit. Prote
cted AG.
agen

Motronic control unit J220 with Automatic gearbox control unit J217 with
CAN controller and CAN tran- CAN controller and CAN transceiver
sceiver

Data bus terminal

SSP 186/03
Data bus line Data bus terminal

8
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.

Data transfer process:

Supplying the data Checking AG. Volkswagen AG d
gendata
swa
olk
oes
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The control unit provides data to the CAN ris The control units check whetheranthey
e
tee require
tho
u or
controller for transfer. a ac
ss the data they have received for their functions

ce
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or not.

pt
du

an
itte

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ab
Sending data

ility
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wit
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Accepting data

h re
The CAN transceiver receives data from the
hole

spec
CAN controller, converts it into electrical If the received data is important, it is accepted
es, in part or in w

t to the co
signals and sends them. and processed. If not, it is ignored.

rrectness of i
l purpos

Receiving data

nf
ercia

All other control units networked with the CAN

orm
data bus become receivers.
m

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om

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Control unit 1 Control unit 2 Control unit 3
py
rig by Control unit 4
Vo
ht
co lksw
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cted agen
Accept Provide Prote AG. Accept
data data data

Check Check Check

data data data

Receive Send Receive Receive

data data data data

SSP 186/07 Data bus line

9
Data transfer

What does the CAN data bus

transfer?
It transfers a data protocol between the control
units at short intervals.
It is subdivided into seven areas.

The data protocol:

comprises a long string of bits. The number of A bit is the smallest unit of
bits in a data protocol depends on the size of information (one circuit state per unit
the data field. of time). In electronics, this
information can only have the value
The diagram below shows the format of a data ”0“ or ”1“, i.e. ”yes“ or ”no“ .
protocol. This format is identical on both data n AG. Volkswagen AG do
lkswage es n
bus lines. o ot g
byV ua
ised ran
For simplicity’s sake, only one data bus linethor tee
or
au ac
will be shown in this Self-study Programme.
ss

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rrectness of i
Start field (1 bit)
l purpos

Status field (11 bits)

nform
ercia

1 bit = unused
m

a
com

tion in

Data field (max. 64 bits)

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te o

thi
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Confirmation field (2 bits)

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SSP 186/08

Check field (6 bits)

Safety field (16 bits)

End field (7 bits)

10
The seven areas:
The start field
marks the start of the data protocol. A bit with
approx. 5 Volts (depending on system) is sent
over the CAN High Line and a bit with approx.
0 Volts is sent over the CAN Low Line.
SSP 186/09

The status field

defines the level of priority of the data
protocol. If, for instance, two control units
want to send their data protocol
simultaneously, the control unit
gen AG
. Vowith
lkswagthe
en AG
does
lkswa not SSP 186/10
higher priority takesby
precedence.
Vo gu
ara
ed nte
ris
tho e or
au ac
ss
ce
e

The check field

nl

pt
du

displays the number of items of information an

itte

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erm

ab
contained in the data field. This field allows ility
ot p

any receiver to check whether it has received

wit
, is n

h re

all the information transferred to it.

hole

SSP 186/11
spec
es, in part or in w

t to the co
rrectness of i

In the data field,

information is transferred to the other control
l purpos

units.
SSP 186/12
nform
mercia

at
om

ion
c

in t
or

The safety field

his
ate

do
riv

detects transfer faults.

p

cum
for

en
ng

t.
yi Co
. Cop py SSP 186/13
ht rig
rig ht
py by
co Vo
by lksw
In the confirmation field, Prote
cted AG.
agen

the receivers signal to the transmitter that they

have correctly received the data protocol. If an
error is detected, the receivers notify the
transmitter of this immediately. The
transmitter then sends the data protocol again. SSP 186/14

The end field

marks the end of the data protocol. This is the
last possibility to indicate errors which lead to
a repeat transfer.
SSP 186/15

11
 ! ! !! !! !!
Function

How is a data protocol produced?

The data protocol comprises a string of several bits.
Each bit can only have status or value “0“ or “1“.

Here is a simple example to explain how a status with the value ”0“ or ”1“ is generated:

The light switch

switches a light on or off. This means that the light switch can have two different states.

Status of the light switch with the value ”1“ Status of the light switch with the value ”0“
" Switch closed " Switch opened
" Lamp on " Lamp is not on

SSP 186/17 SSP 186/16

CAN trans- CAN trans-

In principle, the CAN data bus functions
. Volkswagein ceiver ceiver
gen AG n AG d
exactly the same way. Volkswa oes
not
by gu
ara
ed nte
oris eo
The transceiverauth ra
c
ss
can also generate two different bit states.
ce
le
un

pt
an
d
itte

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erm

ab
ility
ot p

SSP 186/18
wit
is n

h re
ole,

spec

Status of bit with the value ”1“ Status of the bit with the value ”0“
urposes, in part or in wh

t to the co

" Transceiver open, switches to 5 Volts in the " Transceiver closed, switches to earth
convenience system (drive train: approx.
" Voltage applied to data bus line: approx. 0
rrectne

2.5 Volts)
Volts
" Voltage applied to data bus line: approx. 5
ss o

Volts in the convenience system (drive

cial p

f inform

train: approx. 2.5 Volts)

mer

atio
om

n
c

i
or

n thi
te

sd
va

5 Volts
i

o
r

5 Volts
p

cum
r
fo

en
ng

t.
yi Co
Cop py
t. rig
0 Volts
pyri
gh by
ht
0 Volts
co Vo
by lksw
cted agen
Prote AG.
12
 AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
o e o consecutive
The table below shows you how aut information can be transferred with two
h
ra bits.
ss c

ce
e
nl

pt
du
With two bits, there are four possible variations.

an
itte

y li
One item of information can be assigned to each variation and is binding for all control units.

erm

ab
ility
ot p

wit
, is n
Explanatory notes:

h re
hole

spec
If bits 1 and 2 are transmitted with 0 Volts, the information in the table ”Electric windows now in
es, in part or in w

motion“ or “Coolant temperature is 10°C“.

t to the co
rrectness of i
l purpos

nf
ercia

orm
Possible 2nd bit 1st bit Graphic Electric window status Information on
m

atio
om

variation information coolant temperature

n in
or c

thi
te

sd
iva

o
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rp

cu
One 0 Volts 0 Volts in motion 10°C
o

m
f

en
ng

i t.
py Co
t. Co py
rig
h ht
rig by
opy Vo
Two 0 Volts 5 Volts cted
by c
not moving lksw
agen 20°C
Prote AG.

Three 5 Volts 0 Volts within range 30°C

Four 5 Volts 5 Volts upper stop recognition 40°C

The table below shows you how the number of items of information increases with each
additional bit.

Bit variants Possible Bit variants Possible Bit variants Possible

containing 1 information containing 2 information containing information
bit bits 3 bits
0 Volts 10°C 0 Volts, 0 Volts 10°C 0 Volts, 0 Volts, 0 Volts 10°C
5 Volts 20°C 0 Volts, 5 Volts 20°C 0 Volts, 0 Volts, 5 Volts 20°C
5 Volts, 0 Volts 30°C 0 Volts, 5 Volts, 0 Volts 30°C
5 Volts, 5 Volts 40°C 0 Volts, 5 Volts, 5 Volts 40°C
5 Volts, 0 Volts, 0 Volts 50°C
5 Volts, 0 Volts, 5 Volts 60˚C
5 Volts, 5 Volts, 0 Volts 70°C
5 Volts, 5 Volts, 5 Volts 80°C
The higher the number of bits, the more items of information can be transferred.
The number of possible items of information doubles with each additional bit.

13
Function

CAN data bus allocation

If more than one control unit wants to send its How is the priority of a data protocol
data protocol simultaneously, the system must recognised?
decide which control unit comes first.
The data protocol with the highest priority is A code comprising eleven bits is assigned to
sent first. each data protocol depending on its priority in
For safety reasons, the data protocol supplied the status field.
by the ABS/EDL control unit for safety reasons
is more important than the data protocol The priorities of three different data protocols
supplied by the automatic gearbox control unit are shown in the table below.
(driving comfort).

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.

Priority Data protocol Status field

Bit with Value Weighting
1 Brake I 001 1010 0000
0 Volts 0 high
weighting 2 Engine I 010 1000 0000

5 Volts 1 low weighting 3 Gearbox I 100 0100 0000

AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
tho eo
au ra
ss c
ce
e
nl

pt
du

an
itte

y li
erm

ab
ility
ot p

wit
, is n

h re
hole

spec
es, in part or in w

t to the co
rrectness of i
l purpos

nform
mercia

at
om

ion
c

in t
or

his
ate

do
priv

cum
for

en
ng

t.
op
yi Data bus line Co
py
SSP 186/19 . C rig
ht ht
rig by
copy Vo
by lksw
cted agen
Prote AG.

14
All three control units start sending their data Bit 2:
protocol simultaneously. At the same time, - ABS/EDL control unit
they compare the data bit by bit on the data sends a high weighting bit.
bus line.
If a control unit sends a low weighting bit and - Motronic control unit
detects a high weighting bit, the control unit transmits a low order bit and detects a
stops sending and becomes a receiver. higher weighting bit on the data bus line.
Thus, it loses its priority status and
becomes a receiver.
Example:
Bit 3:
Bit 1:
- ABS/EDL control unit
- ABS/EDL control unit
has the highest priority and thus receives
transmits a high weighting bit.
the allocation. It continues to send its data
protocol until it ends.
- Motronic control unit
also transmits a high weighting bit.
After the ABS/EDL control unit has finished
n AG. Volkswagen AG do
wage es n
Volks ot g sending its data protocol, the other control
- Automatic gearbox d by control unit ua
ran
transmits a low
e
ris weighting bit and detects a
units
tee try again to transmit their data protocol.
tho
u or
high weighting
ss
a bit on the data bus line. ac
ce
e

Thus, it loses its priority status and

nl

pt
du

an

becomes a receiver.
itte

y li
erm

ab
ility
ot p

wit
, is n

h re
hole

spec
es, in part or in w

t to the co
rrectness of i

ABS/EDL control 1
l purpos

0 0 0 0
unit
nform
mercia

at
om

ion
c

in t
r

Motronic control
o

1
his
e

0 0
at

unit
do
priv

cum
for

en
ng

t.
yi Co
Cop py
t. rig
gh ht
yri by
Automatic gearbox cop
by 1
Vo
lksw
control unit Prote
cted 0 AG.
agen

1 low weighting

Data bus line 0 0 0 1 0

0 high weighting

SSP 186/20

Automatic gearbox control unit Motronic control unit loses

loses priority status priority status

15
Function

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, i.e. any
object which produces electromagnetic waves.
Electromagnetic waves can affect or corrupt
data transfer.
1 2 3
4 5 6
7 8 9
8 #
*
SSP 186/28

To prevent interference with the data transfer, As a result, the total voltage remains constant
the two data bus lines are twisted together. at all times and the electromagnetic field
This also prevents noise emission from the effects of the two data bus lines cancel each
data bus line. other out.

n AG. Volkswagen AG d
wage
The voltage on both lines is opposed. Theoes data bus line is protected against received
olks not
yV gu
db radiation araand is virtually neutral in sending
ir se nte
That means: ho radiation. e or a
aut
c
If a voltage of approx.ss 0 Volts is
applied to the
ce
e
nl

pt
du

one data bus line, then a voltage of approx. 5

an
itte

y li

Volts is applied to the other line and vice versa.

erm

ab
ility
ot p

wit
, is n

h re
hole

spec
es, in part or in w

t to the co
rrectness of i

approx. 0 Volts
l purpos

nf
ercia

orm
m

atio
om

n in
or c

thi
te

sd
iva

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r
rp

cu
o

m
f

en
ng

t.
yi Co
SSP 186/29
. Cop py
rig
t
gh ht
pyri by
co
by approx. 5 VoltsVo
lksw
cted agen
Prote AG.

16
 CAN data bus in convenience system

The CAN data bus in the

convenience system
AG. Volkswagen AG d
agen oes
olksw not
V gu
In the convenience system, the CAN dataed bus by The following functions ara of the convenience
ris nte
currently connects the control units of o
th the system transfer data: eo
au ra
s c
convenience system. s
" Central locking

ce
e
nl

pt
du
These are

an
itte
"

y li
- a central control unit and erm Electric windows

ab
ility
- two or four door control units.
ot p

" Switch illumination

wit
, is n

h re
" Electrically adjustable and heated door
hole

The structure of the CAN data bus in the

spec
mirrors
es, in part or in w

convenience system

t to the co
The lines of the control units converge at one " Self-diagnosis
point in a star pattern. The advantage: if one of

rrectness of i
the control units fails, the other control units
l purpos

are still able to send their data protocols.

nform
mercia

at
om

ion
c

in t
or

his
ate

do
priv

cum
for

en
ng

t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.

SSP 186/21

What are the advantages of the CAN data bus

in the convenience system?
" Fewer lines are routed via the door " Fewer diagnosis lines are required,
connections. because self-diagnosis is handled entirely
" In the event of a short circuit to earth, to by the central control unit.
positive or between lines, the CAN data bus
goes to emergency running mode and
changes over to single-wire mode.

17
CAN data bus in the convenience

The features of the CAN data bus n AG. Volkswagen AG do

lkswage es n
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in the convenience system d byV ua
ran
ir se tee
tho
u or
a ac
ss
" The data bus comprises two lines along

ce
e
nl

pt
du

an
which information is sent.

itte

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erm

ab
ility
ot p
SSP 186/22

wit
, is n

h re
hole

spec
"
es, in part or in w

To avoid electromagnetic interference and

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

rrectness of i
SSP 186/24
l purpos

nf
ercia

orm
m

"

atio
The data bus operates at a speed of 62.5
om

n in
c

kbit/s (62500 bits per second). This means

or

thi
e

that it lies in a speed range (low speed)

t

sd
iva

o
r
rp

cu
from 0 - 125 kbit/s. A data protocol transfer SSP 186/23
o

m
f

en
ng

takes approx. 1 millisecond. yi

t.
Co
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" Each control unit tries to send its data at

intervals of 20 milliseconds.

20 ms 20 ms 20 ms
SSP 186/25

" Order of priority:

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

SSP 186/26

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

18
Information in the convenience system
The information relates to states of the individual functions.
For example, information about which radio-wave remote control was operated, current status of
central locking, do errors exist, and so on.

The table shows you part of the data field of the driver’s door control unit by way of an example.

You can see how and what information regarding the status of the central locking and the electric
windows is transferred.

Function Information Bit order Value of

status Bit 5 Bit 4 Bit 3 Bit 2 Bit 1 bits
Central Basic status 0 Volts, 0 Volts, 0 Volts 000
locking Safe 0 Volts, 0 Volts, 5 Volts 001
Locked 0 Volts, 5 Volts, 0 Volts 010
Door unlocked 0 Volts, 5 Volts, 5 Volts 011
Door locked 5 Volts, 0 Volts, 0 Volts 100
Unlocked 5 Volts, 0 Volts, 5 Volts 101
Signal error, input sensors 5 Volts, 5 Volts, 0 Volts 110
. Volkswagen AG
Status error gen AG does 5 Volts, 5 Volts, 5 Volts 111
swa k not
Vol
Electric In motion db
y 0 Volts, 0 Volts guara 00
rise nte
windows Not movingautho 0 Volts, 5 Volts eo
ra 01
ss c
Within range 5 Volts, 0 Volts 10
ce
e
nl

pt
du

Upper stop recognised 11

an

5 Volts, 5 Volts
itte

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wit
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hole

spec

Example showing a possible bit order

es, in part or in w

t to the co

1 = 5 Volts
rrectness of i
l purpos

Bit 5 Bit 4 Bit 3 Bit 2 Bit 1

0 = 0 Volts
nf
ercia

SSP 186/27
rm
m

atio
om

n in
or c

thi
te

Bit order Value Voltage applied to Meaning of information

sd
iva

o
r
rp

cu

data bus line

o

m
f

en
ng

i t.
3 to 1 101 5 Volts, 0 Volts, 5 Volts The central locking is unlocked
Co
py Co
py
t. rig
5 to 4 01 5 Volts, 0 Volts The window is located in the zone between the
h ht
rig by
copy Vo
upper stop (completely closed) and 4 mm below
by lksw
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Prote AG.
the window seal

19
CAN data bus of convenience system

Networking of control units in the

convenience system 30 30
15 15
X X
31 31
Control units:

J386 Door control unit, driver’s side M

S37 S38
es, in part or in w
l purpos hole J393 S6 S14
J 387 Door control unit, front passenger’s mercia , is n
com M ot p
side or erm
ate itte
priv
J388 Door control unit, rear
for left
du
nl
g e

i
n

ss

py
J389 Door control unit, rear right

aut

. Co
h

t
M

h
r
M M K

is
J393 Central control unit for convenience

rig
ed

py
system J387

co
J386

yV

by
ol
Fuses:
M M
M

ksw

cted
S6 Fuse, terminal 15 - central control unit
S14 Fuse, terminal 30 - central control unit

agen

Prote
S37 Fuse, terminal 30 - electric windows M
S238 Fuse, terminal 30 - central locking

AG.
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agen
oes

lksw
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ara

rig
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t.
Colour coding:
ce
en pt
um an
c
Input signal
y li
do
M
ab
his
M
ility
wit n in t
io
Output signal at
h re
spec
t to the co nform
rrectness of i
J389
Positive
J388
Earth

Data bus line High/Low

M
M

SSP 186/30 31 31

20 21
CAN data bus of convenience system
AG. Volkswagen AG d
agen oes
olksw not
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The self-diagnosis of the CAN

ce
e
nl

pt
du

an
data bus in the convenience

itte

y li
erm

ab
system

ility
ot p

wit
, is n

h re
hole

spec
Self-diagnosis can be performed with

es, in part or in w
V.A.G 1551/52 or with VAS 5051 under the

t to the co
following address word:

rrectness of i
46 ”Convenience system“
l purpos

During self-diagnosis and

nform
ercia

troubleshooting, all control units

m

which interchange information with

at
om

ion
c

the CAN data bus must be regarded

in t
or

his
e

as an integrated system.
at

do
priv

cum
for

en
ng

t.
VAS 5051 py
i Co
t. Co py
rig
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The following functions are relevant to the Prote
cted AG.
agen

CAN data bus: SSP 186/42

Function 02 - Interrogate fault memory

In the fault memory, two faults are indicated

specially for the CAN data bus.

Convenience data bus

This fault is set if data transfer between two or
more control units fails. Printout on
V.A.G 1551 printer
Possible fault causes are:
01328
- Defective control units
- Open circuit in both data bus lines or Convenience data bus
- in plug and socket connections

SSP 186/40
Convenience data bus in emergency running
mode
This fault is indicated if the CAN data bus has
entered emergency mode. Printout on
V.A.G 1551 printer
01329
Possible fault causes are: Convenience data bus in
- Open circuit in one data bus line or emergency running mode
- in a plug and socket connection
SSP 186/40

22
Function 08 - Read measured value block

Display group number 012 - Central control Direct CAN data transfer currently
unit - displays four display fields relevant to cannot be checked using the
the data bus. available workshop facilities.

Display field 1: Check bus

This field indicates whether the data bus is OK
or faulty (e.g. fault in single wire).

Display field 2: Equipment front

This field indicates which front control units
are fitted and participate in data transfer.

Display field 3: Equipment rear

This field indicates which rear control units are
n AG. Volkswagen AG do
fitted and participate in data transfer. lkswage es n
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ir se nte
Display field 4: Accessories ho eo
aut ra
ss c
This field indicates whether the seat and

ce
e
nl

pt
du

mirror adjustment memory system is fitted.

an
itte

y li
Both systems (convenience system and
erm

ab
ility
ot p

memory system) interchange data.

wit
, is n

h re
hole

spec
es, in part or in w

t to the co
rrectness of i
l purpos

nform
ercia

Display group 012 - Central control unit

m

at
om

io

Read measured value block 12

n

Display on monitor
c

in t
or

his
e

xxx xxx xxx xxx

at

do
priv

cum
or

1 2 3 4 Display fields Setpoint

f

en
ng

t.
yi Co
op Memory / empty
t. C Accessories py
rig
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Equipment rear
Prote
cted AG.
agen RL
RL and RR
RR
empty1)
Equipment front Driver
Driver and FP
FP
empty1)
Check Bus Bus OK
Bus NOK

SSP 186/41

23
CAN data bus in drive train

The data bus in the drive train

The CAN data bus links the following:
" The Motronic control unit
" The ABS/EDL control unit
" The automatic gearbox control unit

At the moment 10 data protocols are transfer-

red.
Five from the Motronic control unit, sthree AG. Volkswagen AG d
agen from oes
olk w not
the ABS/EDL control unit and two by V from the gu
ara
ed
ris nte
automatic gearbox controluthunit.
o eo
a ra
ss c

ce
e
nl

pt
du

an
itte

y li
Motronic control unit
erm

ab
ility
ot p

wit
, is n

h re
hole

spec
Automatic gearbox control
es, in part or in w

ABS/EDL control unit

t to the co
unit

rrectness of i
l purpos

nform
mercia

at
om

ion
c

in t
or

his
ate

do
priv

cum
for

en
ng

i t.
py Co
t. Co py
rig
h ht
rig by
copy Vo
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Prote AG.

SSP 186/32
Data bus
(with external node)

What special advantage does the CAN data

bus have in the drive train?

" 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.

24
The features of the CAN data bus
in the drive train

" The data bus comprises two lines along

which information is transferred.
AG. Volkswagen AG d
agen oes
olksw not
byV SSP 186/22 gu
ara
ed
ris nte
ho eo
aut ra
ss c
"

ce
In order to avoid electromagnetic le
un

pt
an
d

interference and radiation emission, the

itte

y li
erm

ab
two data bus lines are twisted together.

ility
ot p

Note the twist length.

wit
is n

SSP 186/24

h re
ole,

spec
urposes, in part or in wh

t to the co
" The data bus operates at a speed of 500

rrectne
kbit/s (500,000 bits per second).
This means that it lies in a speed range

ss
(high speed) from 125 - 1000 kbit/s.

o
SSP 186/23
cial p

f i
A data protocol transfer takes approx. 0.25

nform
mer

milliseconds.

atio
om

n
c

i
or

n thi
te

sd
iva

o
pr

cum
r
fo

"
en
ng

Each control unit (depending on type) tries py

i t.
Co
to send its data at intervals of 7 - 20 ht. Co py
rig
ht
rig
milliseconds. copy by
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10 ms 10 ms 10 ms
SSP 186/25

" Order of priority:

1. ABS/EDL control unit ➜
2. Motronic control unit ➜ 1 2
3. Automatic gearbox control unit
3

SSP 186/38

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

25
CAN data bus in drive train

The information in the drive train

What information is transferred?

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.

. Volkswage AG
gen AG and thenindividual
The table shows you part of the data protocol does data fields by way of an example.
swa olk not
yV gu
edb ara
ris nte
tho e
Order of Data protocol aufrom Examples of informationor ac
ss
priority

ce
e
nl

pt
du

an
1 ABS/EDL control unit - Request for engine braking control (EBC)
itte

y li
erm

ab
- Request for Traction Control System (TCS)

ility
ot p

2 Engine control unit, data - Engine speed

wit
, is n

h re
protocol 1 - Throttle valve position
hole

spec
- Kickdown
es, in part or in w

t to the co
3 Engine control unit, data - Coolant temperature
protocol 2 - Road speed

rrectness of i
4 Automatic gearbox control - Gearshift
- Gearbox in emergency mode
l purpos

unit
- Selector lever position
nform
mercia

at
om

ion
c

in t
or

his
ate

do
priv

cum
for

en
g

In the table below you can find examples of the format of an individual item of information. On
n

i t.
py Co
Co py
account of the sheer number of items of information which have to be transferred, only one part rig
ht. rig
ht
py by
is displayed. by co Vo
lksw
cted agen
Prote AG.

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.

Bit order Throttle valve position

0000 0000 000.0° Throttle valve opening angle
0000 0001 000.4° Throttle valve opening angle
0000 0010 000.8° Throttle valve opening angle
... ...
0101 0100 033.6° Throttle valve opening angle
... ...
1111 1111 102.0° Throttle valve opening angle

26
Networking of the control units in
the drive train

J104 ABS/EDL control unit SSP 186/34 J220

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.

J217 J104

The node is usually located outside the control

unit (in the wiring harness).

SSP 186/43
n AG. Volkswagen AG do
lkswage es n
o ot g
byV ua
d ran
ir se Node tee
tho
u or
s a ac
In exceptional cases, the node may be located
s
ce
e
nl

pt

in the engine control unit.

du

an
itte

y li

In the illustration below, you can see the node

erm

ab
ility

at which the wires in the engine control unit

ot p

wit
, is n

converge. Motronic control

h re

unit
hole

spec
es, in part or in w

t to the co
rrectness of i
l purpos

Automatic gearbox
nform
ercia

control unit
m

at
om

ion
c

in t
or

his
ate

ABS/EDL control
do
priv

unit
um
for

en
ng

t.
yi Co
Cop py
. rig
SSP 186/39
t
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
CAN data bus (with node in Motronic
control unit)

27
CAN data bus in drive train AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
tho eo
au ra
ss c
Self-diagnosis of the CAN data

ce
le
un

pt
an
d
itte
bus in the drive train

y li
erm

ab
ility
ot p

wit
is n

Self-diagnosis can be performed with the

h re
ole,

V.A.G 1551/52 or VAS 5051 under these

spec
urposes, in part or in wh

address words:

t to the co
01 for engine electronics

rrectne
02 for gearbox electronics
03 for ABS electronics

ss o
cial p

f inform
mer

atio
All control units which interchange
om

n
c

information must be regarded as an

i
or

n thi
e

integrated system during self-

t

sd
iva

o
pr

c
diagnosis and troubleshooting.

um
r
fo

en
ng

t.
yi
Cop VAS 5051 Co
py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.
SSP 186/42

The following function is relevant to the CAN

data bus:
Data bus terminal
Function 02 - Interrogate fault memory

A fault is stored in the control units if data

transfer between the control units is
disturbed:

" Open circuit in one or more data bus lines.

SSP 186/35

" Short circuit between data bus lines.

SSP 186/36

" Short circuit to earth or positive in a data

bus line.

SSP 186/37
" One or more control units are defective.

Data bus terminal

28
 29
Notes

rrectness of i
t to the co nform
spec
h re atio
wit n in t
ility his
ab do
y li cum
an
pt en
ce

t.
c
ra

Co
eo

py
nte

rig
ara

ht
by
gu

Vo
not

lksw
oes

agen
AG. Volkswagen AG d

Prote AG.
agen

cted
olksw

by
yV

co
b

py
ed

rig
ris

h
o

t
h

. Co
aut

py
ss
n

i
g e
for nl
priv du
at itte
e or erm
com ot p
mercia , is n
l purpos hole
es, in part or in w
Test your knowledge

1. In the CAN data bus,

A all items of information are sent over no more than two wires.

B a separate wire is required for each item of information.

2. The advantages of the CAN data bus are:

A Fewer sensors and signalling wires through multiple signal utilisation

AG. Volkswagen AG d
agen oe
B ksw
More space is available through smallerycontrol units and controls nunits plugs
Vol ot g
u b ara
ed nte
oris e
th or
C High-speed data transfer is au
possible ac
ss

ce
le
un

pt
an
d

D Low error rate through continuous verification of the data protocols

itte

y li
rm

ab
pe

ility
ot

wit
, is n

h re
hole

3. With the CAN data bus, the following maximum number of items of information can be

spec
es, in part or in w

transferred with three bits:

t to the co
A three items of information,

rrectness of i
l purpos

B six items of information or

nform
ercia

C eight items of information.

m

a
com

tion in
r
te o

thi
s
iva

do

4. The CAN data bus

r
rp

cum
fo

en
ng

t.
yi Co
op
A has self-diagnostic capability. gh
t. C py
rig
ht
pyri by
Vo
co lksw
by
B does not have self-diagnostic capability. Prote
cted AG.
agen

5. What points must be remembered for self-diagnosis and troubleshooting?

A None - since self-diagnosis and troubleshooting are not possible.

B All the control units which interchange data must be regarded as an integrated system.

C Each individual control unit must be regarded as being separate.

30
31
AG. Prote 1. A; 2. A, B, C, D; 3. C; 4. A; 5. B
agen cted
by
lksw co
Vo py
by rig
ht ht
rig . C
py op
Co yi
t.
ng

en
f

m
o

cu
rp
r

o
iva

sd
te

thi
or c

n in
om

atio
m

orm
ercia

nf
l purpos

rrectness of i
t to the co
es, in part or in w

spec
hole

h re
, is n

wit
ot p

ility
ab
erm

y li
itte

an
du

pt
nl
e

ce
ss c
au ra
tho eo
ris nte
ed b ara
yV
o gu
lksw not
agen oes
AG. Volkswagen AG d
Notes