CAN BUS

A CAN bus (Controller Area Network) is a 2-wire bus system.

The advantages of the CAN bus are:

Higher speed of data transfer compared to conventional wiring

Better electromagnetic compatibility (EMC)
Better emergency running properties.

Table of contents

Overview of CAN buses

K-CAN
D-CAN
F-CAN
PT-CAN
CAN-FD
Signal
CAN bus with 100 kBit/s
CAN bus with 500 kBit/s up to 2 MBit/s
Terminating resistor
CAN bus with 100 kBit/s
CAN bus with 500 kBit/s
CAN-FD

OVERVIEW OF CAN BUSES

K-CAN

K-CAN stands for Karosserie [body] CAN. It transfers information from the control units with functions in the body region, such as lighting or air-
conditioning.

The K-CAN consists of 2 twisted copper lines and has the following characteristics:

Data transfer rate of 100 kBit/s

The K-CAN has emergency running properties. If no transmission occurs on either of the two copper lines, it is possible to move the
transmission completely to the other line.
The K-CAN has a linear bus structure. All control units are equivalent in terms of sending and receiving messages. The order in which the
messages are sent depends on the message priority. Messages with a higher priority are given precedence.

The K-CAN is deleted with the introduction of the G series.

K-CAN2 TO K-CAN10
The K-CAN2 has been in use since F01/F02 (vehicle electrical system
2020). Since then the K-CAN2 has gradually replaced the previous K-CAN
(the K-CAN is no longer used since the G series).

The K-CAN2 consists of 2 twisted copper lines and has the following
characteristics:

Data transfer rate of 500 kBit/s

No emergency running properties. If data is no longer transmitted
on either of the two lines, the bus will be unable to communicate.
Linear bus structure.

Also in use now, in addition to K-CAN2, are K-CAN3 to K-CAN10. The

data transfer rate and the signals are all identical. Data transfer is
distributed over multiple buses because of the data volumes that run across
these buses. (The K-CAN in the E65/E66 was already divided into the K-CAN4
S

periphery and the system.)

K-CAN5
ZGM K-CAN4

The graphic shows the different K-CANs in a G11/G12. BDC

K-CAN2
FZD

K-CAN3
SMFA

IHKA FBD SMBF

CON NFC SMBFH

LEM WCA SMFAH

ASD SPNMHL

TCB SPNMHR

RFK SPNMVL

FLER SPNMVR

FLEL HKA

PMA HKFM

TE17-0317
SWW AHM

G11/G12 BUS SYSTEM K-CAN2, K-CAN3, K-CAN4 AND K-

CAN5
Index Explanation
AHM Trailer module
ASD Active Sound Design
BDC Body Domain Controller
CON Controller
FBD Remote control service
FLEL Frontal Light Electronics Left
FLER Frontal Light Electronics Right
FZD Roof function centre
HKA Automatic rear air-conditioning and heating
HKFM Tailgate function module
IHKA Integrated automatic heating / air conditioning
LEM Light effect manager
NFC Near Field Communication
PMA Parking Manoeuvring Assistant
RFK Rear view camera
SMBF Front passenger seat module
SMBFH Seat module, front passenger's side, rear
SMFA Driver's seat module
SMFAH Seat module, driver's side, rear
SPNMHL Seat pneumatics module back left
SPNMHR Seat pneumatics module back right
SPNMVL Seat pneumatics module front left
SPNMVR Seat pneumatics module front right
SWW Lane change warning
TCB Telematic Communication Box
 WCA Wireless charging tray
ZGM Central gateway module

D-CAN
3
1 2
The Diagnose-on-CAN, or D-CAN for short, is responsible for data
transfer between the gateway and the diagnosis system. 16
D-CAN 5 8 1

If an ICOM is connected to the diagnostic interface, the data will be 14 16 9

ZGM 6
retrieved via the D-CAN. The D-CAN uses its own data transfer protocol.

TE16-2047
It is only connected to the gateway. The gateway forwards the query of the
workshop information system to the individual bus systems and therefore
control units in the vehicle. The responses from the individual bus systems DIAGNOSTIC CABLE CONNECTION
are forwarded by the gateway via the D-CAN to the workshop information
Index Explanation
system.
1 Gateway
The D-CAN consists of 2 twisted copper lines and has the following
characteristics: 2 Diagnostic socket
3 Diagnosis system
Data transfer rate of 500 kBit/s
No emergency running properties. If data is no longer transmitted
on either of the two lines, the bus will be unable to communicate.
It is connected to pins 6 and 14 of the diagnostic socket.

F-CAN
The Fahrwerks [chassis] CAN, or F-CAN for short, was used for the first time in the E60. Due to the active steering in that model, a rapid connection
between the individual systems was required. From the E70 onwards, the F-CAN has been gradually replaced by the faster “FlexRay” bus system.

The F-CAN consists of 2 twisted copper lines and has the following characteristics:

Data transfer rate of 500 kBit/s

No emergency running properties. If data is no longer transmitted on either of the two lines, the bus will be unable to communicate.
It has a linear bus structure.

PT-CAN
The PowerTrain CAN,
or PT-CAN for short,
is used for networking
the control units for
the drive and driver
assistance systems.

The PT-CAN consists

of 2 twisted copper
lines and, if applicable,
of one wake-up line. It
has the following
characteristics:

Data transfer
rate of
500 kBit/s
 No emergency
running
properties. If
data is no 1

longer 2
DME/DDE

transmitted on
DME/DDE
either of the EGS

two lines, the

bus will be PT-CAN

PT-CAN

unable to ACSM
KAFAS
FEM

10

PT-CAN
3

communicate. 9
KOMBI

It has a linear
bus structure. PT-CAN
8 KAFAS
ACSM

PT‐CAN2
Since F01/F02 REMARE
GWS

(vehicle electric

PT-CAN2
PT-CAN
7

system 2020), a PT-

CAN2 has been in use
6 4

as a redundancy REMALI
REMALI REMARE

solution with the PT-

PT-CAN

PT-CAN

PT-CAN
CAN.
EKPS
The design, data
transfer rate and
structure are identical
to the PT-CAN. EGS

GWS
5

TE16-1824

EXAMPLE OF PT-CAN STRUCTURE EXAMPLE OF PT-CAN2 STRUCTURE

Index Explanation Index Explanation
1 DME/DDE engine control unit DME/ DDE Digital Motor
Electronics/Digital Diesel
2 Electronic transmission control (EGS) Electronics (engine control
3 Front Electronic Module (FEM) unit)
4 Reversible electromotive reel, right REMARE EGS Electronic transmission
control
5 CAN terminator GWS Gear selector switch
6 Reversible electromotive reel, left REMALI
7 Gear selector switch (GWS)
8 Crash Safety Module (ACSM)
9 Instrument cluster (KOMBI)
10 Camera-based driver support systems (KAFAS)
CAN-FD
The CAN-FD (Controller Area Network
with Flexible Data rate) is an extended version of the
classic CAN bus.

S
RR

E
F
ID
FD

BR .
s
S
Re

I
ES

C
DL
Advantages compared with classic CAN:

ta
Da

uff
St
Extension of the user data within a data package

AC EL
D
K
C-

L
CR

DE
from 8 bytes to 64 bytes

F
EO

S
IF
Higher data transfer rate within the data phase
from 500 kBit/s to 2 MBit/s.

The identifier data are still transferred at 500 kBit/s in

order to guarantee the secure reception of the message countCRCIdentifierSOF0 ... 64 Byte0 ... 8 ByteTE20-134512356891011121415161374AB
priority. The latency period may vary depending on the
priority of a data package. STRUCTURE OF DATA PACKAGE CAN-FD
Index Explanation
Like with the CAN bus, the lines of the CAN-FD are
also twisted. A Data field CAN-FD 0-64 bytes
B Data field CAN-Bus 0-8 bytes
The CAN-FD has a separate wake-up line.
1 Start of Frame: A dominant bit marks the start of the message.
Multiple CAN-FDs are used for the first time in the I20:
2 Identifier: Indicates the priority of the message during
CAN-FD transmission (low identifier = high priority). The identifier also
CAN-FD2
shows the recipients the content of the message.
CAN-FD3. 3 Remote Request Substitution: A dominant bit (without
significance for CAN-FD).
Also being used in the U06 is CAN-FD4.
4 Identifier Extension: A dominant bit with 11-bit identifier length.
5 FD Format Indicator: A recessive bit shows a CAN-FD format.
6 Bit Rate Switch: A recessive bit causes an increase of the data rate
in the other sections 7 to 11 of the CAN-FD.
7 Error State Indicator: A dominant bit shows that the CAN-FD is
currently error-free.
8 Data Length Code: Length of the data field.
9 Data: The user data to be transferred with the CAN-FD message.
10 Stuff Count: Number of automatically used "Stuff Bits". The Stuff
Bits increase the transmission security.
11 Checksum comparison: Recipients can detect distortions of the
message content during the data transfer.
12 CRC Delimiter: A recessive bit as spacer to the next bit.
13 Acknowledge: A dominant bit that is sent by all recipients of this
message as confirmation of error-free and complete reception of
the message.
14 Delimiter: A recessive bit as spacer to the next bit.
15 End of Frame: 7 recessive bits that display the end of the
message.
16 Inter Frame Space: At least 3 recessive bits between the
consecutive CAN-FD messages.

STRUCTURE
The control units in the CAN-FD network are connected in series. With
4 4
this series connection the CAN-FD is looped through by the control
units. Only this connection guarantees clean and safe signal processing
among the control units in the CAN-FD network.

For service it must be kept in mind that an unplugged control unit causes
TE20-1347

an interruption of the CAN-FD. As a result, data transfer among the 1 2 2 3

control units is not possible.
STRUCTURE OF CAN-FD
A control unit that is disconnected from the voltage supply or is faulty Index Explanation
does not pose a problem for the data transfer.
1 Topological first control unit
2 Middle control units (number is dependent on
equipment and vehicle)
3 Topological last control unit
4 Terminating resistors

SIGNAL

CAN BUS WITH 100 KBIT/S U

The voltage of CAN-High to ground is 4 V and the voltage of CAN-Low to ground is 1 V. The
voltage difference between high and low is 3 V. 5
CAN-H
One bit is transferred across the voltage difference of the two signals. A logical 1 occurs if the
4
following conditions apply simultaneously:
3
the voltage level of the CAN-High is changed from Low to High
the voltage level of the CAN-Low is changed from High to Low. 0 1 0
2
The reciprocal change is a logical 0.
1
CAN-L
A secure data transfer is guaranteed with the double signal transmission. This is what makes

TE16-1818
this bus system relatively insensitive to interference. 0
t
SIGNAL CAN BUS WITH 100 KBIT/S

CAN BUS
WITH 500
KBIT/S UP U
TO 2 5
MBIT/S CAN-H
4
The base voltage of
the CAN-High and 3
1 0 1 0 1
CAN-Low is 2.5 V.
The voltage level of 2
the CAN-Low
changes to 1 V and 1
CAN-L
TE16-1821

the CAN-High
TE20-1346

0
changes to 4 V. t

The following bus

systems work at
SIGNAL CAN BUS WITH 500 KBIT/S OSCILLOSCOPE
500 kBit/s:

D-CAN
F-CAN
 K-CAN2 to
K-CAN9
PT-CAN
PT-CAN2.

WAKE-UP LINE
2 5
The low voltage level in the CAN bus system is not always sufficient to U
wake up all control units. For this reason, some of the control units are 12
connected to a wake-up line. The wake-up line is marked in the circuit
diagram in the workshop information as terminal 15 WUP (wake-up line,
terminal 15). When the vehicle is woken up, e.g. by unlocking it, a voltage
of roughly 12 V is briefly supplied to the control unit via the wake-up line.
Via the wake-up line, some of the control units are supplied via terminal
6
15 during operation.

Certain selected control units are authorised to wake up the system. For
example, the roof function centre (FZD) is authorised to wake up the
system since the alarm system is integrated in the FZD. When the alarm
system is triggered, the vehicle is woken up, for example to activate the 0
t
hazard warning system.
3

1 4

TE16-1823
PRINCIPLE OF TERMINAL 15 WAKE-UP LINE
Index Explanation
1 Terminal 15 wake-up is activated via release of
door locks
2 Terminal 15 WUP active (voltage pulse)
3 Terminal 15 not active (no voltage at terminal 15)
4 Terminal 15 is activated by pressing the Start/Stop
knob
5 Terminal 15 is active until deactivated via the
Start/Stop knob

This example shows a bus overview of the F30 LCI. The

control units that are connected to the wake-up line are
marked with a blue triangle. The other control units can be
woken up by the voltage level of the bus system. The
respective circuit diagrams shows which control units are
connected to a terminal 15 wake-up line in the various
vehicles.
 OBD
S 5
Ethernet
K-CAN

D-CAN

ZGM
K-CAN2 FlexRay

FEM

Ethernet 5 PT-CAN
DME/ S

DDE
REM
TRSVC
PDC

PMA
AMPT
PDC

S
FLA HEADUNIT KOMBI ACSM DSC EPS

CON VM KAFAS VDM ICM

MOST

PT-CAN2
TBX REMARE VTG SWW

2Ethernet
FZD REMALI

TCB2

IHKA TCB EKPS

HKL ASD EGS

FLEL FLER GWS

SMFA AHM

TE16-1822

F30 LCI BUS OVERVIEW

Index Explanation
1 Control units authorised to perform wake-up function
2 Start-up nodes: Control units for start-up and
synchronisation of the FlexRay bus system
ACSM Advanced Crash Safety Module
AHM Trailer module
AMPT Amplifier Top (Top HiFi amplifier)
ASD Active Sound Design
CON Controller
DME/ DDE DME/DDE
DSC Dynamic Stability Control
EGS Electronic transmission control
EKPS Electronic fuel pump control
EPS Electronic Power Steering
FEM Front Electronic Module
FLA High-beam assistant
FLEL Frontal Light Electronics Left
FLER Frontal Light Electronics Right
FZD Roof function centre
GWS Gear selector switch
HEAD UNIT Head unit
HKL Automatic tailgate operation (F31 only)
ICM Integrated Chassis Management
IHKA Integrated automatic heating / air conditioning
KAFAS Camera-based assistance system
KOMBI Instrument panel
PDC Park Distance Control (with SA 5DP, Parking
Manoeuvring Assistant integrated in the PMA control
unit; otherwise integrated in the Rear Electronic
Module)
PMA Parking Manoeuvring Assistant
 REM Rear Electronic Module
REMAFA Reversible electric-driven reel, left
REMABF Reversible electric-driven reel, right
SMFA Driver's seat module
SWW Lane change warning
TBX Touchbox
TCB Telematic Communication Box
TCB2 Telematic Communication Box 2
TRSVC Control unit for rear view camera and side view
cameras
VDM Vertical Dynamics Management
VM Video module
VTG Transfer box
ZGM Central gateway module

TERMINATING RESISTOR

CAN BUS WITH 100 KBIT/S

Different terminating resistors are integrated in the control units in these
bus systems. The base control unit (a control unit which is already
contained in the basic equipment) has an integrated 820 Ω resistance. Each
of the other control units contains a resistance of 12 kΩ.

TE16-1835
PRINCIPLE OF THE K-CAN TERMINATING RESISTOR

CAN
BUS
WITH
500
KBIT/S K-CAN2

The ends of K-CAN2

the CAN bus
line are
connected to
each other by
a resistor.

The twisting
of the lines
and the
terminating
resistors EXAMPLE OF CAN TERMINATOR
result in
lower
sensitivity to
interference.
The
terminating 2
resistors are
either
integrated in
the control
units or
assembled in
the CAN
terminators.

The
terminating
resistors are

TE16-1826
installed in 3 3 3
the control
units that are PRINCIPLE OF THE PT-CAN TERMINATING RESISTORS
the farthest Index Explanation
apart (farthest
apart within
1 Terminating resistor (120 Ω each)
the bus 2 Control unit
system, not
from the
3 PT-CAN
installation
location in the
vehicle). The
total
resistance that
results from
the parallel
circuit of the
two 120 Ω
resistances is
approx. 60 Ω.
The total
resistance can
be measured
between the
CAN-High
and CAN-
Low lines
using a
multimeter.
The
respective
installation
locations of
the
terminating
resistors can
be found in
the
corresponding
circuit
diagram of
the workshop
information
system.

A measuring
tap against
ground with a
capacitor for
the reduction
of high-
frequency
faults is also
installed.

CAN-FD
The CAN-FD has a terminating resistor with 120 Ω at the start and at the end. This gives a total resistance of 60 Ω.