SAE J1939 Fundamentals

January 19, 2021

Prepared by Bryan Hennessy

Technical Partner Manager | Kvaser AB | [email protected]
 Agenda
Standards Development – The
Reason and the Process
Different parts of J1939 – The
Communications “Stack”
The Physical Network;
J1939-11
CAN Frames and Datalink
Layer; J1939-21

The Data Field and DBC File

PGNs and SPNs

2
 Diagnostic Messages;
J1939-73

Diagnostic Trouble Code

OBD Compliance Testing;

J1939-84
ARB and CCR 1971.1

FMIs, SLOTs, IUMPR,.....

3
 Standards Development –
The Reason and the Process
 SAE is the primary
Standards organization in
the US, for Automotive/
Heavy Duty (HD)

SAE J1939 is the primary

Standards communications standard

for HD, and is used in
many other industries

NMEA2000, RV-C, and other

standards are closely based on
J1939
5
Standards Development,
the Process
Many Councils exist, Truck and
Bus Council (TBC) is one of them
Within the TBC is the TBC
Communications Network
Committee
About 50 engineers total, about
half are very active
All are volunteers, meet four
times a year, open meetings,
membership by invitation

6
Standards Development,
the Process (cont)
Within Communications
Network Committee are Task
Forces (TFs)
TFs develop standards, some
own Documents, some don’t
Documents are Written,
Reviewed, Approved, and
Published
This uses a formal process
with many rules, and is
VERY SLOW
7
 Different parts of J1939 –
The Communications “Stack”
 CAN Protocol Stack (my way)
T
Sensor Sends and receives 1’s and 0’s
Physical Layer J1939-11, -13, -14, -15, -17
Fuel
Pump Defines the CAN Frame
Display
Datalink Layer J1939-21, -22
ECU
T
Packages larger blocks of data
Transport Layer J1939-21, -22

Applications J1939-71, -73, -84

High Level Protocol, Industry or
applications specific
9
 Primary SAE J1939 Standards

www.SAE.org
Physical Layer Standards: Price at SAE.org
• SAE J1939-11 Physical Layer, 250 Kbps, Twisted Shielded Pair $85
• SAE J1939-13 Off-Board Diagnostics Connector $85
• SAE J1939-14 Physical Layer, 500 Kbps $85
• SAE J1939-17 CAN FD Physical Layer, 500 Kbps/2 Mbps $85

Datalink Layer Standards:

• SAE J1939-21 Data Link and Transport Layer, Classic CAN $85
• SAE J1939-22 Data Link and Transport Layer, CAN FD N/A

Applications Layer Standards:

• SAE J1939-71 Vehicle Applications Layer (SPN/PGN) $85
• SAE J1939-73 Applications Layer – Diagnostics (DMxx) $85
• SAE J1939-84 OBD Communications Compliance $85
• SAE J1939DA Digital Annex $260

10
 OBD Overview
On-Board Data
J1939 J1939 J1939 J1939 J1939 J1939 J1939 J1939 CCR J1939
Information Needed J1939 -03 -11 -21 -31 -71 -73 -81 -84 1971.1 DA

Latest Draft Aug 2013 Feb-2014 Aug-2012 Jan-2014 Jan-2014 Jan-2014 Jan-2016 June-2011 Jan-2016 Sep-13 Nov-13

System Overview Primary

OBD Overview General

Physical Network Primary

CAN Frame and Transport Protocol Primary

Network Control PGNs and SPNs Primary Secondary

PGN - Engine Related Primary Secondary

SPN - Engine Related Primary Primary

Diagnostic Message (DM) Number Primary Secondary

PVE1 and -84 tests Primary

IUMPR Primary Secondary

11
 The Physical Network, 250k
Twisted Shieled Pair; J1939-11
 The Physical Layer

"1" "0" "0" "1"

Bus

Recessive Dominant Dominant Recessive

The ECU with lowest CAN ID has the highest

priority and wins arbitration, because of Bit-
Wise Arbitration
13
 CAN Frames and the
Datalink Layer; J1939-21
 Raw CAN Data as shown in CANKing

(CANKing is a free CAN monitor from Kvaser)

Chn Identifier Flag DLC D0 D1 D2 D3 D4 D5 D6 D7 Time Dir

0 09F2000A X 8 00 00 00 00 00 7F FF FF 813.449670 R
0 09F11208 X 8 FF 8D 84 FF 7F FF 7F FD 813.450230 R
0 09F80100 X 8 8B 9F 26 1D A6 1E F2 B6 813.452150 R
0 09F80200 X 8 D0 FC 44 8B 02 00 FF FF 813.455160 R
0 000E0000 X 8 8E B0 78 42 04 00 00 00 813.456810 R
0 000E0000 X 8 23 82 9A 42 05 00 00 00 813.466810 R
0 09F11308 X 8 FF 25 94 FF FF FF FF FF 813.474700 R
0 000E0000 X 8 E7 0F B8 42 06 00 00 00 813.476790 R
0 000E0000 X 8 B5 E3 D4 42 07 00 00 00 813.486790 R
0 000E0000 X 8 6C E0 F0 42 08 00 00 00 813.496800 R

15
 Taking the Message Apart
Example 1
A direct cut from a J1939-84 log file created by
the test tool: What does this tell us?

Part 1 Test 10 [DS DM21 to OBD ECUs]

0214.904 000 07 18 EA 00 F9 00 C1 00 (Tx)

0214.911 000 12 18 C1 F9 00 00 00 00 00 00 00 00 00 (DM21)
Direct DM21 Message received from SA 0

16
 Apply what we know from CAN Basics:
Phase J1939 Identifier J1939 Data
4
Number of Bits 1 3 2+16 8 0 to 64 15

Reference SOURCE
Name SOF PRIO PGN ADDRESS DLC DATA (0 to 8 Bytes) CRC

x x x Pri r r PGN SA Data Segment

1 8 E A 0 0 F 9 0 0 C 1 0 0
x x x11000111010100000000011111001000000001100000100000000

18 EA 00 F9 00 C1 00
18 is a priority of 6
EA 00 is PGN 59904, RQST, see J1939-21
SA is Source Address, F9 = 249, this is a Service Tool, see J1939DA
17 Data is 00 C1 00, or PGN 49408, also known as DM21, see J1939-73
 The PGN (Parameter Group Number) and the PG

PGNs are Identifying Numbers for “Groups” of data being requested or transmitted
PGN refers to the identifying Number; PG refers to the Group of Parameters
PGNs follow a specific format defined in SAE J1939-21
Look at J1939-21, Page 8, to see the 29 bit header as used in J1939
J1939-21 Page 14 talks about the PF and PS fields (PDU Format and PDU Specific)
PF PS = EA 00 ; PF = 234 so PS = Destination Address = 00, the Engine ECU!
(Protocol Data Unit)

(00 to EF)
(F0 to FF)

18
 The PGN and the PG (cont)

(00 to EF)
(F0 to FF)

• PDU1 Format: If the first byte of the PGN is 0 to 239 (0x00-0xEF), the second byte is
the destination address, as in Example 1.
• PDU2 Format: If the first byte of the PGN is 240 to 255 (0xF0-0xFF), the second byte
is the group extension.
• This gives us 240 addressable PGNs, and 4096 non-addressable PGNs
(16x256=4096)
• In Example 1 the PGN is EA 00. 0xEA = 234, so we have a PDU1 message
addressed to Source Address 00, the engine ECU.

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The Data Field and DBC File
 The Data Field, how is the Data represented?

A CAN Frame can include Zero to Eight Data Bytes

99% of J1939 frames have 8 Bytes of Data
Some Control Frames have 3 Bytes of Data

WinNoP PGN SA DA Len D0...1...2...3...4...5...6..D7 Time Dir

CAN 1 6 0F009 0B->* 8 7D 7A 60 83 7D 4F 7D 7D 17.088350 R
CAN 1 3 0F004 00->* 8 60 7D 84 50 14 00 F0 84 17.093810 R
CAN 1 6 0F009 0B->* 8 7D 7A 60 83 7D 4F 7D 7D 17.097340 R
CAN 1 6 0FEE0 27->* 8 FF FF FF FF AC A8 06 00 17.115440 R
CAN 1 7 0FEC3 27->* 8 FF FC FF FF FF FF FF FF 17.116020 R
CAN 1 6 0FF6F 8A->* 8 E2 14 E0 15 A0 12 FF 5E 17.116570 R
CAN 1 6 0F009 0B->* 8 7D 7A 60 83 7D 47 7D 7D 17.117580 R
CAN 1 3 0F004 00->* 8 60 7D 84 54 14 00 F0 84 17.126930 R

21
 Where the DBC File fits in!
Raw CAN data is delivered to
T GPS
CAN Controller the computer or Embedded
Processor.

Compass USB or
other
Display
Computer or Embedded Processor
RAI
Application or DBC File
T Embedded Program Information

The DBC File is used by

the application to
interpret the Raw CAN
Data. Meaningful Data to a The DBC file labels, isolates,
display or other device scales and offsets data, so it is
in an understandable format.
22
PGN and SPN; J1939-71,
J1939DA
 Understanding the SPN is Fundamental J1939-71

• PGN = Parameter Group Number – Identifying number for a Parameter Group -

Part of the Arbitration Field, the Identifier of the message
• PG = Parameter Group – The group of parameters referred to by the PGN

• SPN = Suspect Parameter Number – Identifying number for a single parameter

• SP = Suspect Parameter – A single parameter within a parameter group

An SP can be 1 bit or larger, as defined in J1939DA (a Signal)

An SP is broken down as far as it can go, it is a value as transmitted in a CAN frame, to
be identified, scaled and offset by values in the .DBC file.

24
 Taking the Message Apart
Example 2
A frame from a J1939 trace off a Peterbilt truck.
We will analyze one Signal (SP) within one Message (PG).

Type Ch Pri PGN SA/DA DLC D1 D2 D3 D4 D5 D6 D7 D8 Time Dir

CAN 1 6 0F009 0B->* 8 7D 7A 60 83 7D 4F 7D 7D 217.1 R
CAN 1 3 0F004 00->* 8 60 7D 84 50 14 0 F0 84 217.1 R
CAN 1 6 0F009 0B->* 8 7D 7A 60 83 7D 4F 7D 7D 217.1 R
CAN 1 3 0F004 00->* 8 60 7D 84 50 14 0 F0 84 217.1 R
CAN 1 6 0F009 0B->* 8 7D 7A 60 83 7D 4F 7D 7D 217.1 R
CAN 1 6 0FEF1 31->* 8 F7 FF FF CF FF FF FF FF 217.1 R

25
 You’ve got the Data, and you’ve got the PGN
Go to the J1939DA and look up the PGN

PGN is 0xF004 is 61444 and the DA tells us it’s Electronic Engine Cnt 1, EEC1.
We’re going to look at Engine Speed, or SPN 190. The Digital Annex (DA) tells us.
The format of the SPN is defined in the Slot, in this case SLOT 76, again in the DA.

Data Segment
D1 D2 D3 D4 D5 D6 D7 D8
6 0 7 d 8 4 5 0 1 4 0 0 F 0 8 4

26
 A Cut from the J1939.DBC File for PGN 61444

27
 Isolating the SPN, applying the SLOT

Data Segment
D1 D2 D3 D4 D5 D6 D7 D8
6 0 7 d 8 4 5 0 1 4 0 0 F 0 8 4

• The J1939DA tells us SPN 190 is in Bit Positions D4 and D5

• Data in D4 and D5 is 50 14
• The J1939DA tells us it’s Intel Byte order, and we know
that’s “Little end first”, or LSB First.
• 0x1450 is the data transmitted, 5200 is the decimal value
• The J1939DA tells us Resolution is 0.125 rpm per bit
• 5200 bits x 0.125 rpm/bit = 650 rpm

28
CAN Frames and Transport
Protocol; J1939-21
 Transport Protocol
Example is of VIN.PGN 65260 (0xFEEC)
Assumes VIN is 17 bytes long and is simply 1 through 17
VIN ends with an asterisk ‘*’
Notice the Desired PGN Identifier is buried within the Data Payload
PGN 60416 is Connection Management and is all Overhead
PGN 60160 is Data Transfer and contains the actual Data Payload

30
 Transport Protocol is Needed
if a PG is over 8 bytes

5 Global VIN Request 59904 for PGN 65260 (SPN 237)

Result: VIN Transmitted from Engine ECU
Tx: 0647.883 000 07 18 EA FF F9 EC FE 00
Rx: 0647.890 000 12 1C EC FF 00 20 12 00 03 FF EC FE 00
Rx: 0647.950 000 12 1C EB FF 00 01 31 58 50 58 44 50 39
Rx: 0648.011 000 12 1C EB FF 00 02 58 31 47 44 33 35 37
Rx: 0648.069 000 12 1C EB FF 00 03 33 31 34 2A FF FF FF

J1939: 0648.069 000 22 1C FE EC 00 31 58 50 58 44 50 39 58

31 47 44 33 35 37 33 31 34 2A (VIN)

31
 Transport Protocol Messages
Defined in J1939-21

Transport Protocol uses two different

formats:

BAM (Broadcast Announce Message) TP

message

• ECU announces I am sending this

information addressed to everyone
(SA=FF) FF is the Global Address

• The information is then broadcast per

the rules of a BAM.

BAM (Broadcast Announce Message)

32
 Transport Protocol Messages
Defined in J1939-21

Transport Protocol uses two different

formats:

Destination Specific (DS) TP message

• ECU sends Request To Send (RTS) to

a specific device.

• Transfer information is included with

the request.

• The receiving ECU uses Clear To Send

(CTS) to regulate the frames coming in.

33
CARB and CCR 1971.1
 Origin and Reason for SAE J1939
Diagnostic Messages
The SAE J1939 Diagnostic Message (DM):

• Used to report the history and current state of a vehicle

• Legislated by California Air Resource Board (CARB) in
USA, different agencies in other countries
• Primarily used for Emissions Related fault detection
• Standardized across all US manufacturers
• Standard Scan Tools read and report data
• SAE J1939-73 for messages, -84 for scan tool
interface and testing
35
Diagnostic Messages;
J1939-73
 BASIC Types of Messages in J1939

Broadcast Messages (PGNs) – See J1939DA

On-Request Messages – See J1939-21 and J1939DA
Diagnostics Messages (DMs) – See J1939-73 and J1939DA
Some DMs are On-Request, some are Broadcast

Understanding the Diagnostic Message (DM); all in J1939-73

Diagnostic Trouble Codes (DTCs) – DM1

SPN Support - DM24
Expanded Freeze Frame – DM25
Monitor Performance Ratios – DM20
Test Results Request/response - DM7/DM30

37
 Background for DMs and DTCs

What is a Diagnostic?
• A Diagnostic is the code that performs a specific test.
• ECUs test for hundreds of failure conditions within an engine.
• Each test requires specific conditions to be able to run.
• When those conditions are met, a Diagnostic will run and perform the test.

What is an FMI?
• A Failure Mode Indicator is used to describe a failure condition related to an SPN.
• FMI = 1 – Data Valid But Below Normal Operational Range – Most Severe Level
• FMI = 2 – Data Erratic, Intermittent or Incorrect
• Thirty-one FMIs are thoroughly documented in J1939-71

Conversion Method – A single bit referencing an old structure for a DTC

Occurrence Count – A count of a specific fault, how may times was a fault condition met.

38
 Diagnostic Messages (DM) ; SAE J1939-73

• By regulation (CCR 1971.1) DMs are available on the

HD Diagnostic connector.
• Standard Scan Tools read DMs and report Diagnostic
Faults and the condition of the vehicle.
• California Air Resources Board (CARB) legislates
compliance to DMs and scan tool functionality.
• SAE J1939-84 specifies scan tool functionality and
testing with “the -84 test” and requires extensive annual
reporting for engine certification.
• SAE J3162 is a new “Dynamic -84” diagnostic test that
requires additional testing for IUMPR (In-use Monitor
Performance Ratios in DM20).

39
 Understanding a DM1 in J1939-73

Example 3
• DM1 – Active Diagnostic Trouble Codes

Received a DM1 from SA 0

948488000 12 18 FE CA 00 43 FF 66 00 02 01 FF FF (DM1)

• We know this is a DM1 because PGN FE CA = 65226 = DM1

• The Priority is 6 (x18 = 0001 1000) and the data starts after the SA 00
• This is all part of the Arbitration Phase, and defined in the Datalink Layer in
J1939-21.
• DM1 is defined in J1939-73; Diagnostic Messages

40
 Understanding a DM1 in J1939-73 (cont)

The Format of a DTC (Diagnostic Trouble Code)

18 FE CA 00 43 FF 66 00 02 01 FF FF (DM1) SPN 102 = Engine Intake
Manifold #1 Pressure
6 6 0 0 0 2 0 1
FMI 2 = Data Erratic,
0110 0110 0000 0000 0000 0010 0000 0001 Intermittent or Incorrect

SPN = x66 = 102, FMI = 2, SPN Conversion Method =0, Occurrence Count = 1

41
 Understanding a DM1 in J1939-73 (cont)
18 FE CA 00 43 FF 66 00 02 01 FF FF (DM1)
EXAMPLE 1: The following illustrates the message format for when there is more than one
diagnostic trouble code.
Given:
a=lamp status Two Bytes 43FF
b=SPN
c=FMI b, c, and d occupy four bytes, but they’re not on byte boundaries!
d=CM and OC
Message form will be as follows: a,b,c,d,b,c,d,b,c,d,b,c,d....etc. In this example, the transport protocol of
SAE J1939-21 will have to be used to send the information because it requires more than 8 data bytes.
Actually, any time there is more than one fault the services of the transport protocol will have to be used.

42
 What helped me understand J1939?

• Own the standards you need, and fully research

the subjects you work with.
• Be able to follow a signal back to the datalink
layer.
• Confirm what the tools tell you; sometimes things
don’t work as expected.
• Own the J1939DA and know how to use it. Enable
Filters to find the data you need.

43
 Where to get more:

• Standards and documents – www.sae.org

• Protocol Stack/Software/Consulting – Look for Kvaser
partners, search J1939 at www.Kvaser.com
• Training resources can be found at www.Kvaser.com
and purchased through partners

44
 Website www.kvaser.com
Regional Offices https://www.kvaser.com/contact-us/

Resources www.kvaser.com/j1939webinar/

Direct Email [email protected]

 DM24 – SPN Support
18 EA FF F9 B6 FD 00 (Tx)
1C FD B6 00 5B 00 1C 01 1B 00 1C 02 01 02 1C 01 84 00 18 02 91 0C 18 02
AB 00 1C 02 6C 00 1C 01 66 00 1C 01 5C 00 1C 01 E7 0A 1C 02 C1 14 1C
02....... (DM24)
DM24 is a big message, so it must use TP, and therefore is always a priority 7
Includes what SPNs support Expanded Freeze Frame, Scaled Test Results, and
Data Stream

Expanded Freeze Frame – A snapshot of a group of signals based on the

occurrence of a Diagnostic Trouble Code (DM25)
Scaled Test Results – DM30
Data Stream -
46
 DM24 – SPN Support (cont)
1C FD B6 00 5B 00 1C 01 1B 00 1C 02 01 02 1C 01 84 00 18 02 91 0C 18 02 AB 00 1C 02
6C 00 1C 01 66 00 1C 01 5C 00 1C 01 E7 0A 1C 02 C1 14 1C 02....... (DM24)

x00 5B = SPN 91 = Accelerator Pedal Position 1

x1C = 1 1100 = Supported in Scaled Test Results (DM30) and DM58

x01 = SPN Data Length

47 Byte 4: SPN Data Length

 DM25 – Expanded Freeze Frame

1C FD B7 00 70 66 00 02 01 00 00 00 7D 00 00 FE FF C9 22 CE 0A 00 00 00 00 00 00 00 04 FA
00 00 7D 00..............

Priority, PGN, and Source Address

x70 = 112 = Expanded Freeze Frame Length
x0066 = SPN 102 = Engine Intake Manifold #1 Pressure: This is the SPN that set the DTC
x02 = FMI = Data Erratic, Intermittent Or Incorrect
x01 = Occurrence Count

DM24 defines this data – This is data related to each SPN, of the data length, all defined in
DM24. SPN 102 set a DTC, so Freeze Frame Data is captured in DM25 for each SPN defines as
supporting FF data by DM24.

This pattern will repeat itself in DM25 if multiple DTCs are set:

48
 DM20 – Monitor Performance Ratio

Diagnostics run when specific conditions are met that enable that
diagnostic to detect a specific malfunction.

Diagnostics do not complete every time they run.

When the conditions are met that enable a Diagnostic to run, a counter is
incremented.

When a diagnostic runs to completion, and test for the malfunction it is

designed to test for, a different counter is incremented.

The Ratio of these two counters is the In-Use Monitor

Performance Ratio, IUMPR

49
 DM20 – Monitor Performance Ratio (cont)

0769.214 000 134 1C C2 00 00 BD 00 54 00 CA 14 F8 01 00 0C 00

B8 12 F8 00 00 54 00 C6 14 F8 00 00 54 00 F2 0B F8 36 00 54 00 EA 0C F8
00 00 00 00 EE 0B F8 00 00 00 00 F8 0B F8 00 00 54 00 C9 14 F8 4C 00 54
00 BC 14 F8 00 00 00 00 EF 0B F8 4B 00 54 00 EA 0B F8 00 00 00 00 ED 0B
F8 00 00 00 00 EC 0B F8 00 00 00 00 F3 0B F8 00 00 00 00 F4 0B F8 00 00
00 00 F5 0B F8 00 00 00 00 F6 0B F8 00 00 00 00 F7 0B F8 00 00 00 00
(DM20)

Direct DM20 Message received from SA 0

DM20 from SA 0 has an ignition counter of 189

50
 DM20 – Monitor Performance Ratio (cont)

1C C2 00 00 BD 00 54 00 CA 14 F8 01 00 0C 00 B8 12 F8 00 00 54 00 C6 14 F8 00
a, x00BD = 189 Engine Ignition Cycle Counter
b, x0054 = OBD Monitoring Conditions Encountered
c, x14CA = SPN 5322 Aftertreatment NMHC Converting Catalyst System Monitor
d, x01F8 = 504 Numerator
e, x0C00 = 3072 Denominator IUMPR for SPN 5322 = 504/3072 = 0.164
Parameter Group Number: 49664 (00C20016)
Bytes 1-2 Engine Ignition Cycle Counter See 5.7.20.1
Bytes 3-4 OBD Monitoring Conditions Encountered Counts See 5.7.20.2
Bytes 5-7 SPN of Applicable System Monitor See 5.7.20.3
Bytes 8-9 Applicable System Monitor Numerator See 5.7.20.4
Bytes 10-11 Applicable System Monitor Denominator See 5.7.20.5
Definitions:
a=Engine Ignition Cycle Counter
b=OBD Monitoring Conditions Encountered Counts
c=SPN which defines the monitor ratio being reported
d=Monitor Ratio Numerator
e=Monitor Ratio Denominator
Message format shall be as follows: a,b,c,d,e,c,d,e,c,d,e,c,d,e,c,d,e,....etc. J1939-73
51
 DM7/DM30 Command Non-Continuously
Monitored Test, and Scaled Test Results

0679.321 000 12 18 E3 00 F9 F7 46 0A 1F FF FF FF FF (DM7)(Tx)

0680.381 000 16 1C A4 00 00 F7 46 0A 0C 20 00 00 FB FF FF FF
FF (DM30)
Received DM30 test results for SPN #2630 and FMI 12 from SA 0

First we look at DM7 – Command Non-Continuously Monitored Test.

We know this is a DM7 because E3 00 = PGN 58112 DM7 to SA 00 (PDU1).
F9 is the Test Tool source address, per the J1939DA.

xF7 = 247 is the Test Identifier; Return all scaled test results for one SPN
x0 0A 46 is SPN 2630; Engine Charge Air Cooler 1 Outlet Temperature
x1F is FMI 31; Condition Exist

52
 DM7/DM30 Command Non-Continuously
Monitored Test, and Scaled Test Results (cont)
0680.381 000 16 1C A4 00 00 F7 46 0A 0C 20 00 00 FB FF
FF FF FF (DM30)
What is the Test Identifier?
What is the SPN?
What is the FMI?
What is the SLOT, Test Value, Max and Min?

53
Q&A