Ford Trasn

FORD TRAINING
Technical Service Training
Sensors and Actuators
Module Networking System
E163450
TC4012085H
CG 8437/S en 01/2013
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Copyright ©2013
Ford-Werke GmbH
Service training programs D-F/GT1 (GB)
Preface
The reason for the introduction of communications networks was initially to achieve savings
with regard to superfluous wiring requirements. If the sensors were individually wired to
each module using conventional wiring, the wiring requirements would take on incalculable
dimensions. The risk of possible faults also drastically increases thereby.
Therefore, in a communications network, also called a data bus system, several control
modules are connected to one another (networked). These control modules communicate
with each other and exchange information in digital format.
Thus, via the communications network, the signal from a sensor which is hard-wired signal
to control module A, for example, can also be used by control module B.
The communications network can also be used to transmit commands from one control
module to another.
The demands made of the communications network are also increasing because of the
continuing integration of more electronic systems. In the process, the data volume and data
speed requirements constantly increase.
As a rule it is included in the self-test of the control modules and supports the system
diagnosis with IDS (Integrated Diagnostic System).
Completion of the eLearning program Sensors and Actuators (TC401 2 071C) is a
prerequisite for the study of this Student Information.
The training course on sensors and actuators includes the following information for
technicians:
– Sensors, TC401 2 083H
– Actuators, TC401 2 084H
– Communications network, TC401 2 085H
This Student Information document serves as basis for the training and can be used as a
reference.
Service Training (G1600749) 1

Table of Contents
PAGE
Preface................................................................................................. 1
Lesson 1 – General Information

General...................................................................................................................................... 4
The principles of digital transmission technology.................................................................... 4
Test questions............................................................................................................ 7
Lesson 2 – Control Modules and Networks

Networking the control modules............................................................................................... 8
Data transmission...................................................................................................................... 8
Protocol (messages).................................................................................................................. 10
Test questions............................................................................................................ 12
Lesson 3 – Data Bus

Types of bus............................................................................................................................... 13
Features of the CAN data bus system....................................................................................... 14
CAN protocols (messages)........................................................................................................ 15
Priority determination............................................................................................................... 17
Transmission reliability............................................................................................................. 18
Features of the LIN data bus system......................................................................................... 19
LIN signals................................................................................................................................ 21
LIN protocols (messages)......................................................................................................... 23
Test questions............................................................................................................ 26
Lesson 4 – Gateway
General...................................................................................................................................... 27
Network with GWM.................................................................................................................. 28
Networks with gateway............................................................................................................. 29
Test questions............................................................................................................ 31
Lesson 5 – Data Link Connector (DLC)

General...................................................................................................................................... 32
2 Service Training
Table of Contents
Test questions............................................................................................................ 34
Lesson 6 – Diagnostics
General...................................................................................................................................... 35
Communications network with gateway................................................................ 36

2009 Ka..................................................................................................................................... 36
2007.5 Mondeo (10/2010-)....................................................................................................... 37
2011.25 Focus (07/2010-)......................................................................................................... 40
2012.75 B-MAX (01/2012-)..................................................................................................... 42
2012.75 B-MAX (01/2013-)/Fiesta 2013 (01/2013-)................................................................ 44
2012.75 Transit Custom (04/2012-).......................................................................................... 46
Focus Electric............................................................................................................................ 48
CAN........................................................................................................................... 51
Testing options.......................................................................................................................... 51
Testing the terminating resistors............................................................................................... 51
Measuring voltage..................................................................................................................... 51
Testing using the oscilloscope................................................................................................... 53
CAN bus measurement.............................................................................................................. 55
16 pin breakout box................................................................................................................... 56
Procedure in the event of a module communication error........................................................ 57
CMP........................................................................................................................... 58
LIN Data Bus System................................................................................................................ 58
Test questions............................................................................................................ 60
Answers to the test questions............................................................. 62
List of Abbreviations.......................................................................... 63
Service Training 3
General In order to significantly reduce the wiring

requirement, serial data transmission has
Many vehicles are already equipped with a been selected for motor vehicles.
large number of electronic control and
regulation systems. The complexity of these Another advantage is that fewer sensors
systems means that there is an increasing have to be installed, as their analogue
requirement for them to exchange data. signals are digitized in the dedicated control
module and made available to other control
However, the increase in data means that it modules via the data bus system.
is no longer convenient for the control
modules to exchange data in the The data bus system can also be used to
conventional way. This means that if data transmit commands from one control
were exchanged via individual lines, the module to another.
complexity of the additional sensors, wiring The DLC (data link connector) is also
and connections would render this system connected to the data bus system, whereby
hardly manageable. the vehicle on-board electronics can be
For example, in a traction control system tested with the aid of IDS.
intervention, the ABS (anti-lock brake For sub-systems, a self-test must to some
system) needs to interact with the PCM extent be performed, for instance to perform
(powertrain control module), in case engine a test of the LIN (local interconnect
torque has to be reduced. network), the information must be placed
Another example of a system-wide function over the gateway onto the CAN (controller
is the electronic control of an automatic area network) bus, so that this information
transmission. Here, data is also exchanged can be retrieved via the DLC.
between the PCM and the TCM
(transmission control module) to ensure The principles of digital
optimum operation and comfortable driving. transmission technology
In a communications network, several Modern digital technology is based on the
control modules are connected together and fact that two switching states are possible
are referred to as a data bus system. within a certain time window:
The modules communicate with one other • 1 (set) or
via the communications network and • 0 (not set)
exchange data in digital form. The
If we consider a specific time period and
prerequisite for this is that all the modules
divide it into small time windows, it is
work in the same language. The language
possible to switch a defined voltage (e.g.
is called a protocol and is available in the
3.5 volts) on an electric line for the duration
software of the individual data bus nodes.
of such a time window. For example, 3.5 V
means "set" and 0 V means "not set", i.e.
there are two switching states.
4 (G1600750) Service Training

The previously mentioned time window is bits are been combined in a block and are
referred to as a bit (Binary Digit). As there referred to as a byte.
are only two possible states for a bit, eight
Bit and byte
1
2
6 7
5 4
E46756
1 Signal voltage 5 1st byte

2 Bits 6 Bit not set (logic "0")
3 Time axis 7 Bit set (logic "1")
4 2nd byte
Which information a bit combination carries

in the dataframe is specified in a protocol
at the software development stage.
Recessive and dominant

If a bit is not set (logical '0'), then this is
known as the dominant state.
If a bit is set (logical '1'), then this is known
as the recessive state.
The state of a bit influences the priority
determination (see CAN data bus system in
this lesson).

Conversion table for binary counting

system using one byte (= eight bits) as
example
E87571
A Possible combinations
B Possible combinations
C Bit set / bit not set
With eight bits (one byte), there are a total
of 256 possible combinations (0 to 255).
The illustration shows the conversion table.
This table illustrates how the number 89,
for example, can be transmitted using eight
bits.
Function:
• Each bit has two possible combinations:
0 or 1.
• With eight bits, there are a total of 256
possible combinations. Which bits are set
and which are not, is decisive.
• The number 89 results from the sum of
the set bits.

Lesson 1 – General Information Test questions
Tick the correct answer or fill in the gaps.
1. Which type of data transmission is chosen in motor vehicles in order to have

substantially reduced wiring complexity?
........................................................................................................................................
2. In a communications network, several control units (modules) are connected

together and are also referred to as a data bus system.
a. False
b. True
3. If a bit is not set (logical '0'), is this known as the dominant state?
a. True
b. False
4. 1 byte is:
a. 100 kbits
b. 8 bits
c. 64 bits
d. 256 bits
5. How many combinations are possible in total with eight bits.

a. 64
b. 128
c. 256
d. 512

Lesson 2 – Control Modules and
Networks
Networking the control modules

Networking control modules using the CAN data bus system as an example
1 1 1
2 2
E125253
1 Control module
2 Terminating resistors (120 ohms)
In order for data to be exchanged, the

control modules must be connected to one
Data transmission
another electrically. Depending on priority and data transmission
Each control module can send and receive rate requirement, data bus systems with one
data on a cable pair. This is a serial or two transmission lines are used.
exchange, i.e. the individual bits are For low transmission rates, data bus systems
transmitted one after the other, like a string with one communications line are used.
of pearls, on the data bus line and are also
For high transmission rates, data bus
read out in this way.
systems with two communications line are
used.
Data transmission is explained below, using
the CAN data bus system as an example.

Networks
Serial data transmission in motor vehicles using the CAN data bus system as an example
5
7
E87096
1 CAN high signal 5 Data bus voltage values

2 CAN low signal 6 Bits
3 Data bus signal 7 Byte
4 Time axis

Networks
To countercheck the information transmitted If two control modules transmit

by a control module and for the purposes of simultaneously, the data block value is
self-monitoring, a second line is required. determined by the bit combination. The
The data is transmitted simultaneously on more important information is processed
both lines. The data on the first line is with priority.
transmitted inversely with respect to the data
on the second line. Protocol (messages)
If the signal on one of the lines is missing, There are a total of four different protocol
this is detected by the self-diagnosis facility formats, each suitable for a specific
and stored in the fault memory of the control application:
module as a communications error.
• Data transmission protocol
• Data request protocol
• Fault message protocol
• Overload message protocol
Simple protocol using a data transmission protocol as example
E87566
A Data transmission protocol E End bits

D Data bit 1 ... 8 S Start bit

Networks
The data is transmitted serially, i.e.

consecutively, on the data line.
The data is structured according to a certain
pattern, so that the receiver can also
recognize the data.
The illustration shows a simple data
transmission protocol, as used between a
PC and a printer, for example.
This type of simple protocol consists of:
• a start bit
• several data bits (there are eight data bits
in the example)
• two end bits
256 different pieces of information can be
transmitted with eight data bits (one data
byte).
Of course, significantly more information
must be included in a CAN protocol as in
the example.

Test questions Networks
1. How is information sent and received over a line of a data bus?
........................................................................................................................................
2. When two control modules transmit at the same time, how is the significance of
the data block determined?
........................................................................................................................................
3. Out of what is simple protocol (messages) constructed:

a. two start bits, several data bits, two end bits
b. one start bit, three data bits, one end bit
c. one start bit, several data bits, two end bits
d. two start bits, several data bits, one end bit
4. List the four protocol formats which are grouped each according to the application
purpose.
........................................................................................................................................

Types of bus LIN data bus system

Various data bus systems are used in Ford • Is a standard that is used in motor
vehicles. vehicles specifically for cost-effective
communication between intelligent
• CAN (Controller Area Network)
sensors and actuators. It is used wherever
• LIN (Local Interconnect Network) the bandwidth and versatility of CAN are
• ISO (International Organization for not required.
Standardization) • The LIN data bus system is a single-wire
• SCP (Standard Corporate Protocol) data bus system.
• ACP (Audio Control Protocol) • The data transmission rate within the LIN
data bus system can be up to 20 kbps. The
Control modules that communicate via
data transmission rate may be slower,
CAN, SCP, and/or ISO data bus systems
depending on the application. On the
can be checked using DLC via the IDS.
2012.75 B-MAX and the 2013.25 Kuga
CAN data bus system for example, the data transmission speed
is about 9.6 kbit/s.
• The CAN data bus system (like the SCP
data bus system) also consists of two ISO data bus system
twisted wires. However, it has a different
• The ISO data bus system consists of a
protocol to the SCP data bus system and
single communication line (K-wire).
is faster.
• This K-wire is not used for
• CAN was originally developed by Robert
communication between control modules
Bosch AG as a cost-effective network
but exclusively for diagnosing an
solution for use in motor vehicles.
individual control module.
Due to the different requirements, the CAN • On new vehicles, the ISO data bus system
data bus system is divided into two classes. is being increasingly replaced by the
• Class B: CAN data bus system.
– With this data bus system, the • However, the K-wire is still present in
transmission rate ranges from 5 kbps most modern control modules and is used
to 125 kbps. It is used in the area of to read in and read out parameters during
comfort/generic electronics. production.
• Class C:
– With this data bus system, the
transmission rate ranges from 125 kbps
to 1 Mbps. It is used in the area of
drive and chassis technology.

• The data transmission rate for serial • If there are several simultaneous
communication depends on the vehicle messages, these are processed in turn
model year. It lies between 4.8 and 10.4 according to their significance.
kbps • At least one valid response must be
• If there is a line fault due to open circuit, returned for each message sent. If this
short circuit or short circuit to ground, does not happen, an error is stored in the
communication between the module and fault memory.
the diagnostic tester is not possible. Note: This data bus system is only still used
SCP data bus system in older models.
• The SCP data bus system consists of a ACP data bus system
twisted wire pair and is no longer
• is similar to the SCP data bus system with
installed in current vehicles. a more simple protocol and is used
• If there is a fault on only one of the two exclusively for audio applications and
lines, communication between the module telephone systems.
and the diagnostic tester is no longer
• Ford diagnostic units cannot access this
possible. data bus system.
• All information and data is transmitted
This data bus system is also no longer
serially as a packet (data block).
installed in current vehicles.
• The data transfer rate is approximately
41.6 kpbs. Features of the CAN data bus
• All nodes, i.e. control module connecting system
points, have equal priority. Therefore,
The CAN is a so-called multi-master data
several control modules can participate
bus system. This means that all bus nodes
in performing a function.
(control and test equipment) can transmit
• Both functional and physical addressing and request data.
is possible.
In the CAN data bus system, there is no
– Functional addressing means that the addressing of the individual nodes. Instead,
information is intended for all control identifiers are assigned to the data packets
modules. to be transmitted.
– Physical addressing means that the
Each node can transmit its data via the data
information is intended for one specific
bus. On the basis of the identifiers, the other
control module only.
nodes decide whether they read out and
process this data further or not.

An excellent feature of the CAN data bus At present the following variants of class C
system is its high transmission reliability. are installed:
Each node's CAN controller records • HS-CAN data bus system – transmission
transmission errors. These are recorded and rate 500 kbit/s
evaluated statistically so that appropriate
• EV HS-CAN data bus system
action can be taken. This can even result in
(high-voltage components) – transmission
the data bus node which produced the error,
rate 500 kbit/s
being switched off by the data bus system.
• Private HS-CAN data bus system
A data packet may consist of up to eight bits
in its dataframe. More comprehensive • HS-CAN data bus system multimedia
transmission data are transmitted, distributed At present the following variants of class B
across several dataframes. are installed:
The maximum transmission rate is 1 mbps, • MS-CAN data bus system – transmission
i.e. up to 1 million pulses per second. Due rate 125 kbit/s.
to the line resistance, this speed applies to • B-CAN data bus system – transmission
networks with a data bus length of up to 40 rate 50 kbit/s.
meters.
• Private MS-CAN data bus system
For longer distances, the transmission rate
• MS-CAN data bus system multimedia
must be reduced:
• Distances of up to 500 meters, to 125 The data bus connections consist of twisted
kbps data bus wires.
– Ford: 125/250 kbit/s: max 50m, max CAN protocols (messages)

32 control modules
• Distances of up to 1000 meters, to 50 The structure of a CAN protocol can be
kbps illustrated using the data transmission
protocol as an example. The data
– Ford: 500 kbit/s: max 33.5m, max 16
transmission protocol is divided into seven
control modules
areas:
CAN data bus system versions • Start field (consists of one bit is always
dominant)
At present, two different CAN data bus
systems are installed in Ford vehicles: • Status field (11 bits)
• Class C: A high-speed CAN data bus • Control field (6 bits)
system (High-Speed = HS-CAN) • Data field, up to 64 bits (8 bytes)
• Class B: A mid-speed CAN data bus • Checksum field (15 bits)
system (Mid Speed = MS-CAN) and the
B-CAN data bus system

• Acknowledgement field (several Control field:

recessive bits and one limiting bit) • Next, the nodes must be informed of how
• End field (7 recessive bits) many temperature values will be received.
The number of temperature values to be
Start bit:
transmitted is written in the control field.
• The start bit signals to all CAN nodes that
a data transmission is starting. Data field:
• The start bit is always dominant and • The actual data is located in the data field
requests that all CAN nodes "listen". (the temperature data in the example).
Each node can access this data, if this is
Status field: required.
• The status field then follows the start bit. Checksum field:
• Information that is to be transmitted via • After each node has received the data, the
the CAN bus must first be designated. data is checked for completeness. The
• For example, if a temperature value is to check data are located in the checksum
be transmitted, then the value must be field.
provided with a certain identification.
Acknowledgement field:
• The identification for temperature is
• If all data has arrived correctly, the nodes
0815, for example. Therefore, each node
confirm this in the acknowledgement
knows that 0815 represents a temperature
field. The acknowledgement field is sent
value.
as recessive by the transmitter and
• An ID is allocated to a message. One overwritten as dominant by the receiver
message can contain up to 64 signals (8 if the message is received correctly. As
bytes data length). a result of this, the sender is only signaled
• Furthermore, the status field receives that no faults occurred during the data
information regarding the protocol transmission.
priority (see priority determination). End field:
• The end field signals the end of the
protocol to the nodes.

Priority determination
F
S P I E
1 1 0 0 1 1 0 1 0 0 0 0 1 0
2 1 0 1 0 1 0 0 0 0 0 0 1 0
3 1 1 0 0 0 1 0 0 0 0 0 1 0
2 X
3 X
E86294
1 Signal from the ABS module S Start bit – status field

2 Signal from the PCM E End bit – status field
3 Signal from the TCM F Status field
4 Resulting bus signal I Identifier
x Transmission termination P Priority detection

If all control modules attempted to transmit Advantage: In the case of a node

data on the data bus system simultaneously, malfunction (failure), the operational
a data collision would be unavoidable. In capability of the system is maintained.
order to prevent this, the following strategy If a transmitting module detects a
is employed: malfunction, it terminates the current
• Each active control module starts the transmission by transmitting an error
transmission procedure. message.
• The priority detection for each This consists of a sequence of six dominant
individual CAN protocol is defined in the bits in series and has priority over all other
status field. protocols. Subsequently, the protocol can
• The start bit precedes the status field. The be retransmitted.
status field is terminated with an end bit. An error counter is integrated into each
• The example in the illustration shows that CAN node. This ensures that the line is not
the first three status bits for the priority blocked by a malfunctioning data bus node.
determination are defined. If the permissible number of errors is
• A protocol with a higher priority exceeded, no further communication is
automatically take precedence over a permitted and a DTC (diagnostic trouble
protocol with a lower priority. code) is set. Faulty participants are not
permanently separated from the bus. A new
• When a control module starts to transmit,
transmit attempt is started cyclically.
it simultaneously monitors the current
activity on the data bus, bit for bit. Sources of interference
• If a recessive bit (logical "1") is sent in
the identification area of the control Twisted CAN data bus wires
module, but a dominant bit (logical "0")
is detected on the data bus, the control
module recognizes that its message has
been overwritten by a more important
one. The control module then terminates
the transmission.
Note: On the CAN data bus system a
dominant bit is also known as high-order. E87537
Consequently, a recessive bit is also called

a low-order bit. Sources of interference in vehicles are
components/systems in which sparks are
Transmission reliability generated during operation or circuits are
opened and closed.
In the CAN data bus system, all nodes are
connected in parallel.

Other sources of interference are stations Features of the LIN data bus
which generate electromagnetic waves, such system
as mobile phones and transmitters, for
example. Example LIN data bus system with BCM
(body control module) as master on 2011.25
These sources of interference may influence Focus
or falsify data transmission on the CAN bus.
In order to prevent interference with the data
transmission, the two data bus wires are
twisted together.
At the same time, this also prevents
interference radiation from the data bus line
itself.
Depending on the transmission rate, the two E86258
open wire ends of the data bus wires are

connected to terminating resistors. This A BCM (master)
attenuates reflections that interfere with 1 Voltage stabilizer (slave)
communication. The terminating resistors 2 Battery monitoring sensor (slave)
can alternatively also be integrated in the
3 Wiper motor (front left) (slave)
control modules. No terminating resistors
are installed on a 2009 Ford Ka class B 4 Rain sensor (slave)
CAN.
Example LIN data bus system PCM
(master)/and generator (slave) on 2011.25
Focus
E86254
1 PCM (master)
2 Generator (slave)

A LIN data bus system comprises a LIN It also performs the following tasks:
master, one or more LIN slaves, and the • It checks the data transfer and the data
data bus wire. transmission speed.
It is used where the band width and • Suitable cycles are stored in the software
versatility of the CAN is not needed. The of the LIN master for different situations
LIN specification comprises the LIN / equipment variants. From them, the
protocol, a standard format for describing a software selects the one which is needed
complete LIN and the interface between a in each case and continues to run this
LIN and the application. cycle until another is selected.
No terminating resistors are used in the • It performs conversion of the data
LIN data bus system. transmitted between the LIN control
The wire cross-section is 0.35 mm². modules within the local LIN data bus
Screening against interference is not system and the CAN data bus system.
necessary. • It performs diagnosis of the connected
LIN slaves.
LIN master
LIN slaves
The LIN master acts as gateway (for
example to the PCM or the BCM) and has LIN slaves include:
information regarding the time sequence of • actuators/modules, as for example the
all the data to be transmitted. This data is electronic steering lock unit (2011.25
transmitted by the relevant LIN slaves (e.g. Focus),
ultrasonic sensors, light switch unit,
• sensors, as for example the light/rain
generator) when requested to do so by the
sensor (2011.25 Focus),
LIN master.
• generator (2011.25 Focus).
Electronics integrated in the LIN sensors
evaluate the measured values. Transmission
of the values then takes place in the form of
digital signals via the LIN data bus system.
The LIN actuators/modules are intelligent
electronic or electromagnetic assemblies
which receive commands from the LIN
master via LIN data signals.

LIN signals
E124743
1 Recessive signal
2 Dominant signal
Recessive signal: Dominant signal:

• Either no protocol (no message) or a • In order to transmit a dominant bit on the
recessive bit is transmitted on the LIN LIN data bus system, the data bus wire is
data bus, virtually battery voltage is switched to ground via a transceiver in
present on the data bus wire. the electronics of the transmitting
component.

Transmission reliability
E124744
A Voltage range – transmission

B Voltage range – reception
Stable data transmission is ensured through In order to receive valid signals despite
the specification of tolerances during interference, the permissible tolerances are
transmission and reception within the range greater on the reception side.
of the recessive and dominant signals.

LIN protocols (messages)
1 2
E124745
1 Protocol header (transmitter: LIN

master)
2 Protocol content (transmitter: LIN
master or LIN slave)
A LIN protocol comprises a protocol header Protocol with master command:

and the protocol content. • Via the identifier in the protocol header,
Protocol with slave response: the LIN master requests the relevant LIN
slaves to evaluate the data of the
• Via the identifier in the protocol header,
subsequent protocol content.
the LIN master requests a LIN slave to
transmit information, such as switching • The protocol is transmitted by the LIN
states or measured values. master.
• The protocol content is transmitted by the
LIN slave.

Protocol header
1 2 3 4
E124746
1 Synchronization pause 3 Synchronization field

2 Synchronization limitation 4 Identifier field
The protocol header is transmitted cyclically Synchronization of all connected LIN nodes
by the LIN master. It comprises four parts: is indispensable for error-free data
• synchronization pause, exchange. If synchronization were lost, the
bit values would be in the incorrect position
• synchronization limitation, in the message at the receiving node. This
• synchronization field, would lead to errors in data transmission.
• identifier field. The identifier field consists of 8 bits. The
The synchronization pause is at least 13 protocol code (identification) and the
bits long. It is transmitted as dominant. number of data fields are contained in the
first 6 bits.
The length of 13 bits is necessary in order
to clearly signal the start of a protocol to all The last two bits contain the checksum for
the connected LIN slaves. the first 6 bits in order to detect transmission
errors. This is necessary to prevent the
The synchronization limitation is at least assignment of an incorrect protocol in the
1 bit long and is recessive. event of transmission errors with regard to
The synchronization field consists of the the identifier.
bit sequence 0101010101. This bit sequence
causes all the connected LIN slaves to
synchronize to the internal clock of the LIN
master.

Protocol content/data field

Data field
E124747
1 Protocol content (transmitter: LIN

master or LIN slave)
The actual protocol content follows the

protocol header.
The protocol content can have a length of 1
to 8 data fields. A data field consists of 10
bits.
Each data field is composed of a dominant
start bit, a data byte (8 bits) and a recessive
end bit.
The start and end bits serve for
post-synchronization and consequently for
preventing transmission errors.

Test questions Lesson 3 – Data Bus
1. Which statement about the LIN data bus system is incorrect?

a. The LIN master is part of the LIN data bus system.
b. Recessive signal = battery voltage.
c. The LIN is a single-wire data bus system.
d. The LIN is a two-wire data bus system.
2. Which statement regarding the CAN data bus system with high transmission
rates is correct?
a. No terminating resistors are used in the CAN data bus system.
b. All the control modules can transmit protocols simultaneously in the CAN data
bus system.
c. The data bus wires are twisted together.
d. In the HS-CAN data bus system, the maximum transmission rate is 125 kbps.
3. In which sequence is the structure region of the CAN protocol divided?

a. start field, acknowledgement field, status field, control field, checksum field, data
field, end field
b. end field, acknowledgement field, checksum field, data field, control field, status
field, start field
c. start field, status field, control field, data field, checksum field, acknowledgement
field, end field
d. start field, control field, checksum field, status field, acknowledgement field, data
field, end field
4. Why are the two data bus lines twisted together?
........................................................................................................................................

General In some vehicles, a separate GWM (gateway

module A) module is installed, in which
The gateway is an interface between the several gateways are integrated (see for
different data bus systems. instance the Focus Electric).
Depending on the vehicle, it may be Via the gateway, data that is transferred on
integrated in a module, as is the BCM, or in one network is made available to the other
the instrument panel cluster. network and thus communication between
the control modules in the various networks
is enabled.
GWM
E142274
The GWM and the OBD (on-board The GWM operates at temperatures between
diagnostic) II port are integrated into one -40°C and +75°C. It has a 256 kbit memory
housing. and a 10 bit analog/digital converter.
It ensures a better and faster data exchange
between the different data bus systems.

Network with GWM

Example Focus Electric
2
1 3
5 4
E163112
1 EV HS–CAN data bus system 3 HS-CAN data bus system

(high-voltage components) 4 MS-CAN data bus system
2 GWM 5 HS-CAN data bus system multimedia
Today's vehicles are mostly equipped with As each of the three data bus systems cannot
diverse data bus systems (see for instance be connected directly together, an interface
the Focus Electric). Furthermore, data bus is required through which two networks can
systems with different transmission speeds communicate with one another.
may be implemented, such as:
– HS-CAN and MS-CAN
– HS-CAN multimedia and MS-CAN

Networks with gateway
MS-CAN C
(H)
MS-CAN (H)
1 1
(L) MS-CAN (L)
A B
HS-CAN HS-CAN MS-CAN

2
(H)
HS-CAN (H)
1 1
(L) HS-CAN (L)
E163113
A PCM 1 Terminating resistors (120 ohms each)

B BCM (gateway) 2 Analog-to-digital converter
C Instrument panel cluster
The engine temperature display is faulty on The path of the signal through the
a 2011.25 Focus with a petrol engine. The communications network can then be traced
fault memory indicates a network via the block diagram:
communications fault. • The PCM is connected to the HS-CAN.
The engine temperature is calculated by the • However, the instrument cluster where
PCM from the input signal of the ECT the actual fault occurred is connected to
(engine coolant temperature) sensor. the MS-CAN.
• The HS-CAN protocol is first converted
by the GWM (on 2011.25 Focus the
BCM) into an MS-CAN protocol. Only
then can the instrument cluster receive

the information regarding the engine

temperature and process it for display on
the engine temperature gauge.

Lesson 4 – Gateway Test questions
1. What does 'gateway' mean?
........................................................................................................................................
2. What does gateway mean in relation to the CAN data bus system?
a. The gateway creates the connection between the different CAN data bus systems
and makes it possible to exchange information between the different CAN data
bus systems.
b. The gateway function is always integrated in the instrument cluster.
c. The gateway function is always integrated in the air conditioning module.
d. The gateway always operates with a transmission rate of 125 kbps.
3. How large is the memory of a GWM?

a. 128 kbits
b. 256 kbits
c. 512 kbits
d. 1024 kbits

General Note: The number of assigned pins on the

DLC varies depending on the equipment
and the diagnostic options available on the
1 2 3 4 5 6 7 8
relevant vehicle model.
9 10 11 12 13 14 15 16
The DLC is a standardized connection and
permits access to vehicle diagnosis.
E49792
Standard pin assignment of the fully-assigned 16-pin DLC:

Pin Definition Purpose
1 A. Ignition control A. Activation of the low-voltage switch (relay etc.) for
B. HS– or MS–CAN actuating the ignition circuit
multimedia system (+) B. HS– or MS–CAN communication for the multimedia
¹) system (high)
C. Class B link data bus* C. B–CAN (CAN-B)*
2 Bus (+) SCP (J1850) SCP (standard corporate protocol) communication
(high)
3 SCL (+)/STAR (out)/MS- SCL communication (self test output)/mid-speed CAN
CAN (+) data bus (high)
4 Chassis ground Ground for power supply to DLC
5 Signal ground Signal return for programming
6 Class C link bus (+) • High-speed CAN data bus (high)
• EV – high-speed CAN data bus (high) (high-voltage
components) ²)
7 K wire for ISO 9141 Communications wire for vehicles to ISO 9141
8 • Triggering signal • Multiple module output
• HS– or MS–CAN • HS– or MS–CAN communication for the multimedia
multimedia system (-) system (low)
¹)
9 • Battery power supply • Power supply via ignition switch
• Class B link data bus* • B–CAN (CAN-A)*
• High-speed CAN data bus (high) ²)

Pin Definition Purpose

10 Bus (-) SCP (J1850) SCP (Standard Corporate Protocol) communication
11 SCL (–)/STAR (in)/MS- SCL communication (self test output)/mid-speed CAN
CAN (–) data bus (low)
12 Module Programming • High-speed CAN data bus (low) ²)
• Programming of flash EEPROM
13 Module programming Programming of flash EEPROM
signal
14 Class C link bus (-) • High-speed CAN data bus (low)
• EV – high-speed CAN data bus (low) (high-voltage
components) ²)
15 L wire to ISO 9141 Communications wire for vehicles to ISO 9141
16 B+ Battery (+) power supply to DLC
* Only applies to the Ka 2009
¹) In S-MAX/Galaxy and Mondeo 2011.25 the multimedia system comprises a MS-CAN data bus multimedia.
²) Applies for 2013.75 Focus BEV

Test questions Lesson 5 – Data Link Connector (DLC)
1. What is the purpose of the DLC?
........................................................................................................................................
2. Which of the data bus systems listed is not on the DLC?

a. HS CAN
b. MS CAN
c. ISO databus
d. LIN data bus

Lesson 6 – Diagnostics
General Proceed as follows in the event of a

breakdown in communication with one
The starting point for analyzing data bus control module:
system faults is always diagnosis using IDS.
• Check the connections on the control
The network test and self-test can be used module that failed.
to check which faults are present.
• Check the voltage supply to this control
The subsequent procedure for fault finding module.
depends on the faults present. • Test the data bus wires from the node
The following faults can be present: point to the control module for continuity.
• Breakdown in communication with all Further tests of the communications network
control modules connected to a data bus. are covered via symptom-based diagnosis
• Breakdown in communication with one in IDS.
control module connected to the data bus.
The purpose of the following checks is to
investigate the data bus system for faults in
the insulation as well as cable breakages or
contact faults in the electrical connectors.
Proceed as follows in the event of a
breakdown in communication with all
control modules connected to a data bus:
• Check the connections on the DLC.
• Check the terminating resistors in the
network (if present) with the battery
disconnected.
• Test the network wiring for short circuit
to ground and battery positive terminal
with the ignition switched on.
• Check the network for external
interference.

Communications network with
gateway Lesson 6 – Diagnostics
2009 Ka
1 2 3
D 4 5 6
B
C
C
11 10 9 8
E124688
A B CAN 5 Ford Audio control module

B HS CAN 6 Parking aid module
C Terminating resistors 7 BCM
D DLC 8 ABS/ESP module
1 RCM (restraints control module) 9 Yaw rate / lateral acceleration sensor
2 EATC (electronic automatic 10 EPAS (electronic power assist
temperature control) module steering) module
3 Instrument cluster (gateway *) 11 PCM
4 Audio unit

Lesson 6 – Diagnostics gateway
* Note: The BCM on this vehicle is • There are no terminating resistors

implemented as a gateway: integrated in the B-CAN central
• BCM (gateway between HS-CAN and electronics.
B-CAN central electronics) Three different data bus systems are used:
• HS –CAN
• B –CAN
2007.5 Mondeo (10/2010-)
1 2 3 4 5 6 7 8
A
H
G E
H
G
9 10 11 12 13 14
B
15 18 19 20 21 22
17
G
F 35 36 37
16
52
28 29 31 33
23 38 39
E
F E
24
26 27 30 32 34 40 41 42 43
25
C
44 45 46 47 48 49
H
G D
H
G
50 51
E163116
A MS –CAN– data bus (multimedia) 3 Hands-free phone

B MS –CAN– data bus kit/Bluetooth®/voice control module
C HS –CAN– data bus 4 APIM (SYNC module)
D Private MS –CAN– data bus 5 Navigation processor (external)
E LIN– data bus (direct to the BCM) 6 Front driver side switch unit (via LIN)
F DLC 7 RDM (rear door module) – driver side
(via LIN)
G Terminating resistors
8 RDM – passenger side (via LIN)
1 Audio unit
9 Instrument cluster (gateway *)
2 CD changer (external)

10 Trailer module 30 High intensity discharge headlamp

11 Rear EATC module (S-MAX/Galaxy) module/adaptive front lighting module
12 EATC module 31 Gearshift lever (only for automatic
transmission)
13 DDM (driver door module)
32 TCM
14 PDM (passenger door module) module
– driver seat 33 Front camera module
15 Electronic steering lock unit 34 FDSM (front distance sensing module)
16 Remote control/tire pressure 35 Steering wheel module (vibration)
monitoring system receiver module 36 Steering wheel module
(via LIN) 37 Light switch unit
17 Keyless Vehicle Module 38 Anti-theft alarm system horn with own
18 Parking aid camera battery
19 Fuel fired booster heater (CPM) 39 Intrusion sensors
20 Seats module 40 Voltage stabilizer
21 Parking aid module 41 Battery monitoring sensor
22 Radio remote control reception 42 Rain Sensor
module 43 Wiper motor module
23 Active radiator blind module 44 ABS
24 Audio system controls light/rain 45 EPB (electronic parking brake)
sensor (via LIN)
46 EPAS module
25 PCM
47 Steering wheel rotation sensor
26 Junction box
48 Adaptive damping module
27 RCM
49 Front camera
28 Gas discharge headlamp, left-hand
50 SODL (side obstacle detection control
side
module LH)
29 Gas discharge headlamp, right-hand
51 SODR (side obstacle detection control
side
module RH)

* Note: The following modules are designed Three different data bus systems are used:
as gateways in this vehicle: • HS –CAN
• BCM (gateway between HS –CAN and • MS –CAN
MS –CAN– central electronics)
• LIN
• Instrument panel cluster (interface
between MS –CAN– central electronics
and MS –CAN– multimedia system)

2011.25 Focus (07/2010-)
1 2
3 4
E133574

A DLC 21 Keyless vehicle radio frequency

B MS –CAN– bus receiver
C HS –CAN– bus 22 BCM (gateway *)
D HS –CAN– multimedia – bus 23 Light switch unit
E Private MS –CAN– bus 24 Steering wheel module
F Private HS –CAN 25 Proximity warning radar unit
G Private HS –CAN 26 SODL
H LIN – bus 27 SODR
I Terminating resistors 28 Intrusion sensors
J ISO – bus 29 Anti-theft alarm system horn with own
battery
1 APIM
30 Ambient lighting switch unit
2 Hands-free phone
kit/Bluetooth®/voice control module 31 Electronic steering lock unit
3 Audio unit 32 Front camera module
4 Audio system mini-control 33 Proximity warning system module
5 Multi-function display 34 Laser sensor module
6 Digital signal processor 35 RCM
7 GPS (global positioning system)– 36 ABS module
module 37 Steering wheel rotation sensor
8 Audio system controls 38 Parking aid module
9 Instrument cluster (gateway *) 39 Voltage stabilizer
10 Fuel powered booster heater 40 PCM
11 Trailer module 41 EPAS module
12 EATC module 42 TCM
13 Reversing camera module 43 High intensity discharge headlamp
14 front PDM module
15 front DDM 44 Battery monitoring sensor
16 Keyless vehicle module 45 Rain Sensor
17 Reversing camera 46 Wiper motor module
18 rear PDM 47 Generator
19 rear DDM 48 Active radiator blind module
20 Front driver's side switch unit

49 Gas discharge headlamp, left-hand 50 Gas discharge headlamp, right-hand

side side
* Note: The following modules are designed A total of seven data bus systems are used:
as gateways in this vehicle: • HS –CAN– bus
• Instrument panel cluster (gateway • HS –CAN– multimedia – bus
between HS –CAN– multimedia and MS
–CAN) • Private HS –CAN– bus
• BCM (gateway between MS –CAN and • MS –CAN– bus

HS –CAN) • Private MS –CAN– bus
• LIN – bus
• ISO – bus
2012.75 B-MAX (01/2012-)
E142268
A LIN data bus D HS– CAN data bus (multimedia

B MS– CAN data bus system)
C HS– CAN data bus E Data receipt by APIM
F Terminating resistor

G ISO– data bus 15 GPS– module

1 Reversing camera module 16 EATC module
2 Intrusion sensors 17 DDM
3 Anti-theft alarm system horn with own 18 PDM
battery 19 Front driver's side switch unit
4 Wiper motor module 20 rear DDM
5 Rain Sensor 21 rear PDM
6 BCM 22 GWM (gateway *)
7 Audio unit 23 RCM
8 APIM 24 Generator control module
9 Multi-function display 25 Battery monitoring sensor
10 Audio system mini-control 26 Voltage stabilization module
11 Electronic steering lock unit 27 PCM
12 Keyless vehicle radio frequency 28 Laser sensor module
receiver
29 ABS
13 Keyless vehicle module
30 EPAS module
14 Instrument cluster (gateway *)
31 TCM
* Note: The following modules are designed Five data bus systems are used:
• The instrument panel cluster serves as • HS– CAN– bus multimedia
gateway between the MS– CAN data bus
and the HS– CAN data bus. • MS –CAN– bus
• The GWM serves as gateway between • LIN – bus

the HS– CAN data bus (multimedia) and • ISO – bus
the HS– CAN data bus or MS-CAN data
The GWM and the OBD II port are
bus.
integrated into one housing.
The GWM operates at temperatures between
-40°C and +75°C. It has a 256 kbit memory
and a 10 bit analogue/digital converter.

2012.75 B-MAX (01/2013-)/Fiesta 2013 (01/2013-)
1 2 3 4 5
14
E163258
A LIN data bus 7 Audio unit

B MS– CAN data bus 8 APIM
C HS– CAN data bus 9 Multi-function display
D HS– CAN data bus (multimedia 10 Audio system mini-control
system) 11 Electronic steering lock unit
E Data receipt by APIM 12 Keyless vehicle radio frequency
F Terminating resistor receiver
G ISO– data bus 13 Keyless vehicle module
1 Reversing camera module 14 GPS– module
2 Intrusion sensors 15 EATC module
3 Anti-theft alarm system horn with own 16 DLC
battery 17 Instrument cluster (gateway *)
4 Wiper motor module 18 Headlamp module
5 Rain Sensor 19 RCM
6 BCM 20 Occupant classification system module

21 Generator control module 25 Front distance sensing module

22 Battery monitoring sensor 26 ABS
23 Voltage stabilization module 27 EPAS module
24 PCM 28 TCM
* Note: The following modules are designed Five data bus systems are used:
as gateways in this vehicle: • HS– CAN-bus
• The instrument panel cluster serves as • HS– CAN-bus multimedia
gateway between the MS– CAN, the HS–
CAN data bus and the HS– CAN data bus • MS– CAN-bus
(multimedia system). • LIN bus
• ISO – bus

2012.75 Transit Custom (04/2012-)
1
D
C
8
B
D
C
D
34
E147187
A HS– CAN data bus (multimedia) G Private HS-CAN data bus

B MS– CAN data bus 1 Audio unit
C HS– CAN data bus 2 Multi-function display
D Terminating resistor 3 Audio system controls
E LIN data bus 4 APIM
F ISO– data bus 5 Battery-operated siren

6 Intrusion sensor 20 Module, speed control system

7 Instrument cluster (gateway *) 21 Steering angle sensor
8 Tachograph 22 Front view camera module
9 GPS module 23 Parking aid module
10 Interior rear view mirror 24 Light control module
11 Fuel powered booster heater 25 Vibration motor module
12 Module, trailer towbar 26 Steering wheel module
13 IPMB (image processing module B) 27 Light switch module
module 28 BCM (gateway *)
14 Reversing camera 29 RCM module
15 Rain Sensor 30 ABS module
16 Battery monitoring sensor, second 31 PCM
battery
32 RKE (remote keyless entry) module
17 Battery monitoring sensor, first battery
33 Generator module
18 Wiper motor, master
34 PATS (passive anti-theft system)
19 Wiper motor, slave module
* Note: The following modules are designed Six data bus systems are used in total:
• Instrument panel cluster (gateway • HS –CAN– multimedia – bus
between HS –CAN– multimedia and MS
–CAN) • Private HS –CAN– bus
• BCM (gateway between MS –CAN and • MS –CAN– bus

HS –CAN) • LIN – bus
• ISO – bus

Focus Electric
E152997
A Terminating resistor G HS –CAN data bus

B HS– CAN data bus (multimedia H EV HS–CAN data bus (high-voltage
system) components)
C LIN databus I Private HS-CAN data bus
D MS –CAN data bus 1 TCU (telematic control unit module)
E Private LIN data bus 2 Audio unit
F ISO– data bus 3 Audio system mini-control

4 APIM 24 Front driver's side switch unit

5 rear PDM 25 Battery monitoring sensor
6 Electronic steering lock unit 26 Rain Sensor
7 Instrument cluster (gateway *) 27 Wiper motor module
8 PDM 28 SOBDM (secondary on-board
9 EATC module diagnostic control module A)
10 GPS module 29 BECM (battery energy control
module)
11 DLC
30 ABS/ESP module
12 GWM (gateway *)
31 ACCM (air conditioning control
13 Steering wheel module
module)
14 Light switch unit
32 DC (direct current)/DC converter
15 BCM (gateway *)
33 TCM with integrated performance
16 DDM electronics
17 Reversing camera module 34 PCM
18 Keyless vehicle module 35 GFM (generic function module)
19 Keyless vehicle radio frequency 36 Steering wheel rotation sensor
receiver
37 High intensity discharge headlamp
20 Intrusion sensors module
21 Ambient lighting switch unit 38 RCM
22 Reversing camera 39 EPAS module
23 rear DDM 40 Parking aid module
* Note: The following modules are designed Eight data bus systems are used:
as gateways in this vehicle: • EV HS–CAN data bus (high-voltage
• The instrument panel cluster serves as components)
gateway between the MS– CAN data bus • HS –CAN data bus
and the HS– CAN data bus multimedia.
• HS– CAN data bus multimedia
• The BCM serves as gateway between the
HS– CAN data bus and the MS– CAN • Private HS-CAN data bus
data bus. • MS –CAN data bus
• The GWM serves as gateway between • LIN databus
the HS– CAN data bus multimedia and • Private LIN data bus
the EV HS– CAN data bus or HS– CAN
data bus. • ISO– data bus

The GWM is connected to the DLC port by

a wiring harness.
The microprocessor-based GWM serves as
gateway between the EV HS– CAN data
bus (high-voltage components) and the HS–
CAN data bus or HS– CAN data bus
(multimedia). Furthermore, it transmits the
diagnostic messages from the HS– CAN
data bus and HS– CAN data bus
(multimedia).
The GWM operates at temperatures between
-40 °C and +75 °C. It has a 256 kbit memory
and a 10 bit analog/digital converter.

Lesson 6 – Diagnostics CAN
Testing options The following resistances are generally

measured:
The complete network can be checked with
IDS. • Both terminating resistors OK: 55 ... 65
ohms.
In the event of a fault, further test options
– The value of the resistance can change
can be used:
because of different cable resistances
• testing the terminating resistors, and tolerances.
• voltage measurement • One terminating resistor defective or
• CAN data transmission test using the interruption in the bus wire: Approx. 120
oscilloscope. ohms.
NOTE: There are no terminating resistors
Testing the terminating resistors on either of the two ends of the data bus
wires in the B-CAN data bus system. The
B-CAN data bus system is used on the Ka
2009.
Measuring voltage
b
E162953 a a
In order to prevent signal reflection and

interference on the bus wire, these are
screened at each end using a 120 ohm
terminating resistor.
E86428
The terminating resistors are connected in

parallel and can be tested via the DLC on U Voltage
newer vehicles. t Time
Testing terminating resistors via the DLC: a Recessive
• HS-CAN: Between pin 6 (high) and pin b Dominant
14 (low) When the data bus is active but no protocols
• MS-CAN: Between pin 3 (high) and pin are being transmitted or received, this is
11 (low) referred to as the recessive state.
• MS-CAN multimedia system or
HS-CAN multimedia system: between
PIN 1 (high) and PIN 8 (low) (if present)

CAN Lesson 6 – Diagnostics
As data bus utilization is under 50% when Voltage measurement on one/both data
the data bus system is active, triggering of bus cable(s) = 0 V:
a digital multimeter takes place at the • In this case, there is a short to ground or
recessive CAN data bus level.
• a short circuit between the two CAN
This enables a voltage measurement wires.
between CAN high to ground and CAN low
If both data bus cables have the same
to ground.
voltage level, then there is likewise a short
With the ignition ON (engine running), the circuit between CAN (high) and (low).
following voltages are measured at the
If the measurement result is OK, the data
corresponding pins of the DLC in the case
wires are in good order and the recessive
of the MS-CAN and HS-CAN data bus:
voltage is present.
• Between CAN high and ground: Approx.
2.6 V The measurement result does not, however,
provide any indication of whether data is
• Between CAN low and ground: Approx. being transmitted over the data bus system.
2.4 V
In order to determine whether dominant data
The following voltages are measured with signals are present on the data bus system,
the ignition ON (engine running) at the testing with the oscilloscope is necessary.
corresponding pins of the DLC in the case
If the measurement result is not OK, this
of the B-CAN data bus:
does not necessarily mean that one of the
• Between CAN-B and ground: Approx. modules is faulty. A short circuit or an open
0.75 V circuit, as well as a faulty wiring harness
• Between CAN-A and ground: Approx. connector could also be the cause.
4.2 V Consequently, the connectors should be
Voltage measurement on one/both data checked first. If no fault is found here, all
bus cable(s) = almost 12 V: the CAN wiring connections from the
relevant module to the wiring harness
• In this case, there is a short to battery (+).
connector must be checked for continuity
(see current workshop literature).

Testing using the oscilloscope
E124765
1 CAN high
2 CAN low
An oscilloscope can be used to establish The signal activity on the data bus can also
whether there is a signal on the data bus and be tested via the DLC.
if it is switching between the recessive and
dominant states. For this purpose, the two terminal probes
must be selected in the oscilloscope. Then
place the terminal probes on the two DLC
pins for the relevant data bus system
(multimedia MS, MS, or HS).
The two CAN bus signals (high and low)
should appear opposite one another as
shown in the illustration.
E162953

Note: • Even if activity is identified on both CAN

• With this test, it can determined whether wires, it still cannot be established
a data exchange is taking place on the whether all the signals are being
data bus. transmitted on the data bus.
• What is important here, is what type of
fault has occurred, i.e. what indications
the DTC(s) in the fault memory of IDS
provide(s).
B-CAN bus signals (2009 Ford Ka)
E124793
The signal activity on the data bus can also

be tested via the DLC.
For this purpose, the two terminal probes
must be selected in the oscilloscope. Then
place the terminal probes on the two DLC
pins for the relevant data bus system
(B-CAN or HS-CAN).
E162953

The data traffic on the CAN-A and CAN-B used to inform the control module of
wire of the B-CAN is monitored by the fault whether the transceiver is operating in
logic installed in the transceiver. The fault normal mode or single-wire mode.
logic evaluates the signals arriving on both The two CAN bus signals (A and B) should
CAN wires. If a fault occurs (e.g. an appear opposite one another as shown in the
interruption on a CAN wire), this is detected illustration.
by the fault logic. Only the intact wire is
then used for the evaluation (single-wire CAN bus measurement
mode).
CAN bus measurement at the DLC/EOBD
During single-wire mode, the transceiver
(European on-board diagnostic) connector
only monitors the signals of the still intact
on an example 2011.75 S-MAX/Galaxy,
CAN wire. This keeps the B-CAN data bus
Mondeo
functional. The actual CAN evaluation in
the control module is not affected by NOTE: Only use suitable test probes or a
single-wire mode. A special fault output is breakout box to take measurements at the
DLC.
Measurement with disconnected battery

DLC connector Target state Note
Pin 4 approx. 0.2 Ohm Measurement towards ground
Pin 5 approx. 0.2 Ohm Measurement towards ground
Pins 3, 6, 11, 14 Infinite resistance Measurement towards
positive/red test probe pin 16
DLC connector
Measurement with ignition off (wait at least two minutes after switching off the
ignition)
Pin 16 Battery voltage Measurement towards
negative/black test probe pin
4 DLC connector
PIN 3 and 11 approx. 61 Ohm Pin 3 red test probe
Pins 6 and 14 approx. 61 Ohm Pin 6 red test probe
Pins 3, 6, 11, 14 Infinite resistance Measurement towards
4 DLC connector

Measurement with ignition on/engine running

Pin 3 2.7 – 2.8 Volt Measurement towards
4 DLC connector
4 DLC connector
4 DLC connector
4 DLC connector
16 pin breakout box Description:

• Easy access to all the pins of the DLC
• Connection of an oscilloscope is possible
(to visualize the CAN high and CAN low
signals)
Possibilities for testing:

• Circuit
E162930
• Earthing
The 16 pin breakout box is a mobile • Quality of the CAN bus signal
interface for testing at the CAN bus system.
Advantages:
It allows clean and easy access to all the
pins of the DLC, to measure all the signals • Simultaneous use of an oscilloscope and
present through the various end devices. a reader
The connector is joined to the 16 pin • 2.5 m long cable
connector on the vehicle. This makes it • Possible to connect further OBD tools
possible to take measurements at the CAN
bus without causing any widening of the
individual contacts.

• Working without batteries or mains • Check the ground connection at the

adapter because the power supply is over module (for continuity and corrosion).
the CAN bus • Check the data bus wiring circuits
• Faster testing of on-board network and between the module and the DLC.
ground current circuits • Check the data bus wiring circuits at all
interfaces to the module.
Procedure in the event of a
module communication error An an alternative, power probe testing is
also possible (indicator light):
Generally, a communication error in the
• flashes red/green for an active data bus
network is detected by IDS.
• flashes continuously green for short to
Reading out the fault memory provides an ground
indication as to which module or modules
communication could not be established • flashes continuously red for short to
positive
with.
Only once all the other fault causes have
If the network test shows that several
been excluded should a new module be
modules of a bus are malfunctioning, the
installed.
data bus line for the complete bus must be
tested.
The procedure in the event of a module
communication error is described below:
• Check module connectors and wiring
harness connectors for firm seating and
corrosion.
• Check the voltage supply fuse(s) of the
relevant module.
• If the fuse(s) is/are OK, check the voltage
supply between the fuse(s) and ground.
Battery voltage must be present.
• Check the power supply at the relay. If
battery voltage is not present, check the
circuit between the relay and the fuse.
• Check the voltage supply at the module
connector. If battery voltage is not
present, check the circuit between the
relay socket and the module connector.

CMP Lesson 6 – Diagnostics
LIN Data Bus System Transmission of the diagnostic data from

the LIN slave to the LIN master is
Diagnosis of the LIN data bus system is performed via the LIN data bus.
carried out via the address word of the LIN
master. All the self-diagnosis functions are possible
on the LIN slaves. The actual functions
depend upon the capability of the
self-diagnosis software.
Examples of possible faults
Fault location Fault text Cause of the fault entry
LIN slave No signal/no communication Data transmission failure
from the LIN slave over a
time period specified in the
LIN master software:
– break in cable or short
circuit
– Defective LIN slave or
LIN master voltage supply
– Software problem (for
example incorrect LIN
slave or LIN master
version)
– LIN slave defect
LIN slave Implausible signal Checksum error Incomplete
transmission of messages:
– Electromagnetic interfer-
ence on the LIN line
– Capacitance and/or resist-
ance change on the LIN
line (e.g. moisture/dirt at
the electrical connector)
– Software problem (for
example incorrect LIN
slave or LIN master
version)

Lesson 6 – Diagnostics CMP
Testing using the oscilloscope

The oscilloscope can be used to detect
whether there are signal progressions on the
LIN data bus.
For this purpose, it must however be ensured
that data exchange is actually taking place
between the LIN master and the LIN slave
when the measurement is made.
If for instance on a 2007.5 Mondeo
(10/2010-), the LIN data bus is being tested
between the seat climatisation switch and
the seat module on the driver side, the
switch should be operated during the testing
to ensure activity on the data bus. This
ensures that a data exchange takes place.
This is also necessary when testing using
the power probe.

Test questions Lesson 6 – Diagnostics
1. Data bus utilization when the bus is active is:

a. above 50%
b. below 50%
c. above 75%
d. above 90%
2. How many terminating resistors does a HS-CAN data bus system have?
a. Four
b. Three
c. Two
d. One
3. What must the total resistance of a MS-CAN data bus system be (measured at
the DLC)?
a. 120 kohms
b. 120 Ohm
c. Approx. 60 kohms
d. Approx. 60 ohms
4. Using the oscilloscope

a. it is only possible to see whether data transmission is taking place on the data bus.
b. it is possible to determine precisely what signals have failed on the data bus.
c. a faulty signal can be identified based on a particular signal sequence.
d. does not allow any statement to be made about the function of the data bus.

Lesson 6 – Diagnostics Test questions
5. In which modules are the terminating resistors of the B-CAN data bus system
integrated?
a. BCM and instrument cluster
b. Instrument cluster and audio system
c. There are no terminating resistors integrated in the B-CAN data bus system.
d. BCM and audio system
6. With centralized module configuration

a. all the configuration parameters are stored in the BCM and a back-up copy is stored
in the instrument cluster.
b. all the configuration parameters are stored in the instrument cluster and a back-up
copy is stored in the BCM.
c. all the configuration parameters are stored in the BCM and a back-up copy is stored
in IDS.
d. all the configuration parameters are stored in the BCM and a back-up copy is stored
in the GSEVIN database.

Answers to the test questions
Lesson 1 – General Information 2. d
1. Serial data transmission Lesson 6 – Diagnostics

2. b 1. b
3. a 2. c
4. b 3. d
5. c 4. a
Lesson 2 – Control Modules and Networks 5. c
6. a
1. Serially (one after another)
2. Using the bit combination
3. c
4. Data transmission protocol, data request
protocol, fault message protocol, overload
message protocol
1. d
2. c
3. c
4. To prevent interference to the data
transmission, caused for instance by
electromagnetic waves from mobile phones
and transmitters.
1. Network junction
2. a
3. b
1. It forms the interface between the vehicle

on-board electronics and the test equipment.
62 Service Training
List of Abbreviations
ABS anti-lock brake system OBD on-board diagnostic
ACCM air conditioning control module PATS passive anti-theft system
APIM SYNC module PCM powertrain control module
BCM body control module PDM passenger door module
BECM battery energy control module RCM restraints control module
CAN controller area network RDM rear door module
DC direct current RKE remote keyless entry
DDM driver door module SOBDM secondary on-board diagnostic

control module A
DLC data link connector
SODL side obstacle detection control
DTC diagnostic trouble code module LH
EATC electronic automatic temperature SODR side obstacle detection control

control module RH
ECT engine coolant temperature TCM transmission control module
EOBD European on-board diagnostic TCU telematic control unit module
EPAS electronic power assist steering
EPB electronic parking brake
FDSM front distance sensing module
GFM generic function module
GPS global positioning system
GWM gateway module A
IDS Integrated Diagnostic System
IPMB image processing module B
LIN local interconnect network
Service Training 63

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What is the purpose of communications networks in vehicles?

What is the purpose of communications networks in vehicles?

What are some of the demands placed on communications networks?

What are some of the demands placed on communications networks?

FORD TRAINING

Technical Service Training

Sensors and Actuators

Module Networking System

Service Training (G1600749) 1

Lesson 1 – General Information

Lesson 2 – Control Modules and Networks

Lesson 3 – Data Bus

Lesson 5 – Data Link Connector (DLC)

Communications network with gateway................................................................ 36

Answers to the test questions............................................................. 62

General In order to significantly reduce the wiring

4 (G1600750) Service Training

Bit and byte

1 Signal voltage 5 1st byte

Which information a bit combination carries

Recessive and dominant

Service Training (G1600750) 5

Conversion table for binary counting

6 (G1600750) Service Training

Tick the correct answer or fill in the gaps.

1. Which type of data transmission is chosen in motor vehicles in order to have

2. In a communications network, several control units (modules) are connected

5. How many combinations are possible in total with eight bits.

Service Training (G1600751) 7

Networking the control modules

In order for data to be exchanged, the

8 (G1601534) Service Training

1 CAN high signal 5 Data bus voltage values

Service Training (G1601534) 9

To countercheck the information transmitted If two control modules transmit

A Data transmission protocol E End bits

10 (G1601534) Service Training

The data is transmitted serially, i.e.

Service Training (G1601534) 11

Tick the correct answer or fill in the gaps.

1. How is information sent and received over a line of a data bus?

3. Out of what is simple protocol (messages) constructed:

12 (G1601535) Service Training

Types of bus LIN data bus system

Service Training (G1601536) 13

14 (G1601536) Service Training

– Ford: 125/250 kbit/s: max 50m, max CAN protocols (messages)

Service Training (G1601536) 15

• Acknowledgement field (several Control field:

16 (G1601536) Service Training

1 Signal from the ABS module S Start bit – status field

Service Training (G1601536) 17

If all control modules attempted to transmit Advantage: In the case of a node

Consequently, a recessive bit is also called

18 (G1601536) Service Training

open wire ends of the data bus wires are

Service Training (G1601536) 19

20 (G1601536) Service Training

Recessive signal: Dominant signal: