PRESENTATION : ELECTRIC VEHICLE ECONOMIC AEE2010 R3 MULTIPLEXED ARCHITECTURE
ELECTRIC DRIVE TRAIN
N.B. : (*) According to version.
1. Foreword
Multiplexing consists of sending several pieces of digital information between various items of electrical equipment, on a
single transmission channel made up of 2 wires, "CAN high" and "CAN low".
1.1. Definition of multiplexing
Multiplexing is a means of operating electrical equipment, needing a specially adapted electrical installation.
A multiplexed architecture consists of a single circuit, the bus, which connects all of the ECUs.
All the messages sent on this circuit comprise an "information" part and a part for "identification of the receiver" or
"identification of the transmitter".
N.B. : These messages are referred to as "data streams".
Multiplexing uses the CAN communication protocol (Controller Area Network).
The associated architecture simplifies the harnesses and makes it possible to offer the customer new functions.
1.2. Advantage of multiplexing
Multiplexing allows :
Electrical harnesses to be simplified
Improvement in the number of functions (for the same number of wires)
2. Electronic architecture
2.1. Presentation
The vehicle’s electrical architecture permits the following services :
Communication and operation of the various components of the system
ECU diagnostics, configuration or downloading
The electrical architecture consists of the following networks :
High-speed (HS) CAN 1, connecting all of the ECUs of the power train
HS CAN 2, linking the suspension systems
HS CAN 3, connecting the sequential gear lever (e-Toggle)
Passenger Compartment CAN, connecting the safety and comfort systems and acting as the vehicle’s man/machine
interface
INFO DIV CAN, linking the information and entertainment components
LIN
E-CAN connecting all the electric drive train ECUs
DIAG CAN, permitting the downloading of certain ECUs of the CAN
DIAG ON CAN, permitting vehicle downloading, configuration and diagnostics
2.2. Flow chart
Figure : D4EAPPEP
Key: flow chart symbols .
Identification Description
AE00 (*) Electric steering lock
BSG1 (*) Generic fuse box 1 (trailer)
BSI1 Built-in systems interface
BTC1 (*) Bodywork conversion unit
CV00 (*) Control under the steering wheel
C001 Diagnostic socket
0004 Instrument panel
1031 Battery charge status unit
1683 Sequential gear lever e-Toggle
1708 On-board charger / direct voltage transformer assembly
1760 ECU and traction battery assembly
1775 Electric drive train supervisor ECU
1917 Front electric drive machine
2524 Pedestrian horn
4001 (*) Head-up display unit
4746 Seat belt not fastened warning lamp unit
5007 (*) Rain and brightness sensor
6036 (*) Driver’s door electric windows and exterior mirrors control pad
6133 (*) Rear left door electric window reduction motor (with anti-pinch)
6134 (*) Rear right door electric window reduction motor (with anti-pinch)
6136 (*) Front left door anti-pinch electric window motor
6137 (*) Front right door anti-pinch electric window motor
6570 Airbags and pretensioners ECU
6606 (*) Dynamic headlamp beam height adjuster unit
70B4 Park finger locking actuator ECU
7051 (*) Traction control "PLUS" control
7126 Electric power steering ECU
7500 (*) Parking assistance ECU
7523 (*) Reversing assistance camera
7573 (*) Multifunction video camera
7574 (*) Video adaptor ECU
7800 Dynamic stability control ECU
80F5 Additional heating element
80G5 (*) Additional heating resistor 2
8020 Electric air conditioning compressor
8080 Air conditioning ECU
84C4 (*) Independent telematic unit
84C6 Multifunction control panel
84C9 (*) Upper multifunction control panel
8480 (*) Telematic ECU
8410 (*) RCE audio system
8602 (*) Intrusion alarm ECU
8605 (*) Intrusion alarm siren
(*) According to version
3. e-CAN
3.1. Presentation
The e-CAN connects all the electric drive train ECUs.
The data transmission speed is 500 kbit/s (High Speed).
The e-CAN network is a "multimaster" network, where each ECU constantly sends out information to the whole of the
network.
Each ECU processes the information for which it has a use.
The transmission of the messages on the network takes place periodically, with the exception of the messages relating to
events.
The e-CAN network has a general acknowledgement system, which makes it possible to establish communication when at
least 2 ECUs are connected to the network.
The only ECUs which have terminating resistors for the e-CAN network are the following :
Electric drive train supervisor ECU (1775)
ECU and traction battery assembly (1760)
3.2. Topology of the e-CAN
Figure : D4EAO78D
Key: flow chart symbols .
Identification Description
1708 On-board charger/direct voltage transformer assembly
1760 ECU and traction battery assembly
1775 Electric drive train supervisor ECU
1917 Front electric drive machine
70B4 Park finger locking actuator ECU
3.3. Location of the ECUs of the e-CAN
Figure : D4EAPPHD
Identification Description
1708 On-board charger/direct voltage transformer assembly
1760 ECU and traction battery assembly
1775 Electric drive train supervisor ECU
1917 Front electric drive machine
70B4 Park finger locking actuator ECU
4. HS CAN
4.1. Presentation
4.1.1. HS CAN 1
The HS CAN 1 network connects all of the ECUs of the power train (The HS CAN 1 is the former IS CAN).
The data transmission speed is 500 kbit/s (High Speed).
The HS CAN 1 is a "multi-master" network, where each ECU continuously transmits information to the entire network.
Each ECU processes the information for which it has a use.
The transmission of the messages on the network takes place periodically, with the exception of the messages relating to
events.
The HS CAN 1 has a general acknowledgement system, which makes it possible to establish communication when at least
2 ECUs are connected to the network.
The only ECUs which have terminating resistors for the HS CAN 1 are the following :
Electric drive train supervisor ECU
Multifunction video camera (*)
Built-in systems interface (Only if the multifunction video camera is not present)
4.1.2. HS CAN 2
The HS CAN 2 network links the suspension systems (The HS CAN 2 network is the former LAS CAN).
The data transmission speed is 500 kbit/s (High Speed).
The HS CAN 2 is a "multi-master" network, where each ECU continuously transmits information to the entire network.
Each ECU processes the information for which it has a use.
The transmission of the messages on the network takes place periodically, with the exception of the messages relating to
events.
The HS CAN 2 has a general acknowledgement system, which makes it possible to establish communication when at least
2 ECUs are connected to the network.
The only ECUs which have terminating resistors for the HS CAN 2 are the following :
Multifunction video camera (*)
Built-in systems interface (Only if the multifunction video camera is not present)
Dynamic stability control ECU
N.B. : The HS CAN network is divided into 2 to distribute the load of the former IS CAN and LAS CAN networks.
The remote controlled triggering line permits early triggering of the ECUs.
N.B. : Cutting an HS CAN High or HS CAN Low wire prevents network communication.
N.B. : The frames circulating on the HS CAN 1 network are different from the frames circulating on the HS CAN 2
network.
4.1.3. HS CAN 3
The HS CAN 3 connects the sequential gear lever (e-Toggle).
The data transmission speed is 500 kbit/s (High Speed).
The HS CAN 3 is a "multi-master" network, where each ECU continuously transmits information to the entire network.
Each ECU processes the information for which it has a use.
The transmission of the messages on the network takes place periodically, with the exception of the messages relating to
events.
The HS CAN 3 has a general acknowledgement system, which makes it possible to establish communication when at least
2 ECUs are connected to the network.
The only ECUs which have terminating resistors for the HS CAN 3 are the following :
Sequential gear lever e-Toggle
Built-in systems interface
4.2. Topology of the HS CAN network
Figure : D4EAPPIP
Key: flow chart symbols .
Identification Description
BSI1 Built-in systems interface
C001 Diagnostic socket
CV00 (*) Control under the steering wheel
1683 Sequential gear lever e-Toggle
1775 Electric drive train supervisor ECU
2524 Pedestrian horn
6606 (*) Dynamic headlamp beam height adjuster unit
7051 (*) Traction control "PLUS" control
7126 Electric power steering ECU
7500 (*) Parking assistance ECU
7573 (*) Multifunction video camera
7800 Dynamic stability control ECU
84C4 (*) Independent telematic unit
(*) According to version
4.3. Remote controlled triggering line
ECUs connected to the remote controlled triggering line :
Built-in systems interface (BSI1)
Dynamic stability control ECU (7800)
Electric drive train supervisor ECU (1775)
ECU and traction battery assembly (1760)
On-board charger/direct voltage transformer assembly (1708)
Front electric drive machine (1917)
Headlamps dynamic height adjuster unit (6606) (*)
N.B. : The "remote controlled triggering positive" supply is provided by the built-in systems interface.
4.4. Location of the ECUs of the HS CAN network
Figure : D4EAPPKD
Identification Description
BSI1 Built-in systems interface
1775 Electric drive train supervisor ECU
2524 Pedestrian horn
6606 (*) Dynamic headlamp beam height adjuster unit
7126 Electric power steering ECU
7500 (*) Parking assistance ECU
7573 (*) Multifunction video camera
7800 Dynamic stability control ECU
(*) According to version
Figure : D4EAPPMD
Identification Description
CV00 (*) Control under the steering wheel
1683 Sequential gear lever e-Toggle
7051 (*) Traction control "PLUS" control
84C4 (*) Independent telematic unit
(*) According to version
5. ADAS CAN
5.1. Representation of the HS CAN 1, HS CAN 2, HS CAN 3 or e-CAN
Figure : D4EAGMCD
Key :
"A" Udiff : Difference in voltage between the two CAN High - CAN Low wires
"B" CAN message (Status "0" or status "1")
(V) Voltage (In volts)
(ms) Time (In milliseconds)
The CAN message is determined by the difference in voltage Udiff between the CAN High and CAN Low wires :
If Udiff is higher than or equal to 2 : The bit is at 0
If Udiff is equal to 0 : The bit is at 1
5.2. Voltage level of the HS CAN 1, HS CAN 2, HS CAN 3 or e-CAN
Figure : D4EAFNVD
Key :
"C" CAN network on standby
"D" CAN active
(V) Voltage (In volts)
(ms) Time (In milliseconds)
The CAN network is characterised by its two average voltages during the network’s phases of activity :
CAN High : 2,65V
CAN Low : 2,35V
The CAN is active when CAN High + CAN Low = 5 V.
N.B. : The voltage values represented are average voltages.
5.3. Reference graphs of the HS CAN 1, HS CAN 2, HS CAN 3 or e-CAN
Figure : D4EA3WDD
Key :
"E" CAN High
"F" CAN Low
Scales (/div.) :
Voltage : 1 Volts
Time : 100 milliseconds
Offset : -2
Test conditions :
Electric drive machine stopped
Ignition on
Results :
Observe a direct voltage component of approximately 2,5 volts and a sequence of variable pulses of amplitude 1 volt
representing the information circulating on the CAN
The CAN Low signal is inverted in relation to the CAN High signal
6. Passenger Compartment CAN
6.1. Presentation
The Passenger Compartment CAN connects all the safety and comfort components and provides the vehicle’s
Man/Machine interface.
The data transmission speed is 125 KBits/s (Low Speed).
The transmission of the information is continuous on the entire Passenger Compartment CAN.
The Passenger Compartment CAN is a "multimaster" network on which each ECU continuously transmits information to the
entire network.
The transmission of the messages on the network takes place periodically and each ECU processes the information for
which it has a use.
The network communication is managed and the "CAN +" electrical supply is established by the built-in systems interface.
The ECUs of the Passenger Compartment CAN have their own adaptation and are supplied depending on the
circumstances by the "CAN+", the "Switched ancillaries battery positive" or the "Ancillaries battery positive".
N.B. : The cutting of one of the two wires or a short circuit between the "Passenger Compartment CAN High" or
"Passenger Compartment CAN Low" wires permits network communication, with the recording of fault information.
6.2. Topology of the Passenger Compartment CAN
Figure : D4EAFHHD
Key: flow chart symbols .
Identification Description
AE00 (*) Electric steering lock
BSI1 Built-in systems interface
BSG1 (*) Generic fuse box 1 (trailer)
BTC1 (*) Bodywork conversion unit
CV00 Controls under the steering wheel
6036 (*) Driver’s door electric windows and exterior mirrors control pad
6570 Airbags and pretensioners ECU
8080 Air conditioning ECU
(*) According to version
6.3. Location of the ECUs of the Passenger Compartment CAN
Figure : D4EAFHID
Identification Description
AE00 (*) Electric steering lock
BSI1 Built-in systems interface
BSG1 (*) Generic fuse box 1 (trailer)
BTC1 (*) Bodywork conversion unit
CV00 Controls under the steering wheel
6036 (*) Driver’s door electric windows and exterior mirrors control pad
6570 Airbags and pretensioners ECU
8080 Air conditioning ECU
(*) According to version
7. CAN INFO DIV (Entertainment Information CAN)
7.1. Presentation
The data transmission speed is 125 KBits/s.
The INFO DIV CAN is a "multimaster" network, in which each ECU permanently transmits information to the network as a
whole.
The transmission of the messages on the network takes place periodically and each ECU processes the information for
which it has a use.
The network communication is managed and the "CAN +" electrical supply is established by the built-in systems interface.
The ECUs of the INFO DIV CAN have their own terminating resistor and are supplied depending on the circumstances by
the "CAN+", the "Ancillaries battery positive", the "Switched ancillaries battery positive" or the "Ignition positive".
N.B. : The cutting of one of the two wires or a short circuit between the "INFO DIV CAN High" or "INFO DIV CAN Low"
wires permits network communication, with the returning of fault information.
7.2. Topology of the INFO DIV CAN
Figure : D4EAPPOD
Key: flow chart symbols .
Identification Description
BSI1 Built-in systems interface
0004 Instrument panel
4001 (*) Head-up display unit
7500 (*) Parking assistance ECU
84C4 (*) Independent telematic unit
84C6 Multifunction control panel
8410 (*) RCE audio system
8480 (*) Audio-navigation ECU
(*) According to version
7.3. Location of the ECUs of the INFO DIV CAN
Figure : D4EAPPQD
Identification Description
BSI1 Built-in systems interface
0004 Instrument panel
4001 (*) Head-up display unit
84C4 (*) Independent telematic unit
84C6 Multifunction control panel
8410 (*) RCE audio system
8480 (*) Audio-navigation ECU
(*) According to version
Figure : D4EAFHLD
Identification Description
7500 (*) Parking assistance ECU
(*) According to version
7.4. Representation of the Passenger Compartment CAN, INFO DIV CAN
Figure : D4EAFO2D
Key :
(V) Voltage (In volts)
(ms) Time (In milliseconds)
CAN High voltage - CAN Low voltage = 3,6 - 1,4 V = 2,2 V (Logic level 0)
7.5. Passenger Compartment CAN, Info Div CAN voltage level
Figure : D4EA5AKD
Key :
"G" CAN High
"H" CAN Low
Time scale :
Voltage : 2 Volts
Time : 1 millisecond
Test conditions :
Front electric drive machine stopped
Ignition on
Results : Series of variable pulses represent the information circulating on the High line of the CAN.
The CAN Low signal is additional to the CAN High signal.
CAN Low voltage levels :
Low level : The voltage has to be included between 1 and 1,4 V
High level : The voltage has to be included between 4,8 and 5,6 V
CAN High voltage levels :
Low level : The voltage has to be included between 0 and 0,2 V
High level : The voltage has to be included between 3,8 and 4,2 V
8. LIN
The LIN network is a "master-slave" network.
The data transmission speed is 19,2 KBits/s.
The LIN network consists of two wires, the first dedicated to data transmission, the second for the electrical supply.
The "slave" ECUs only respond to a request from the "master" ECUs.
8.1. Topology of the LIN
Figure : D4EAPPRP
Key: flow chart symbols .
Identification Description ECU type (ECUs of the LIN)
BSI1 Built-in systems interface Master
1031 Battery charge status unit Slave
1775 Electric drive train supervisor ECU Master
4746 Seat belt not fastened warning lamp unit Slave
5007 (*) Rain and brightness sensor Slave
6036 (*) Driver’s door electric windows and exterior mirrors control pad Master
6133 (*) Rear left door electric window reduction motor (with anti-pinch) Slave
6134 (*) Rear right door electric window reduction motor (with anti-pinch) Slave
6136 (*) Front left door anti-pinch electric window motor Slave
6137 (*) Front right door anti-pinch electric window motor Slave
7500 (*) Parking assistance ECU -
7523 (*) Reversing assistance camera Slave
7574 (*) Video adaptor ECU Slave
7800 Dynamic stability control ECU -
80F5 Additional heating element Slave
80G5 (*) Additional heating resistor 2 Slave
8020 Electric air conditioning compressor Slave
84C6 Multifunction control panel Master
84C9 (*) Upper multifunction control panel Slave
8602 (*) Intrusion alarm ECU Slave
8605 (*) Intrusion alarm siren Slave
(*) According to version
8.2. Location of the ECUs of the LIN
Figure : D4EAPPTD
Identification Description
1031 Battery charge status unit
4746 Seat belt not fastened warning lamp unit
7574 (*) Video adaptor ECU
80F5 Additional heating element
80G5 (*) Additional heating resistor 2
8020 Electric air conditioning compressor
8605 (*) Intrusion alarm siren
(*) According to version
Figure : D4EAPPVD
Identification Description
1775 Electric drive train supervisor ECU
5007 (*) Rain and brightness sensor
6036 (*) Driver’s door electric windows and exterior mirrors control pad
6133 (*) Rear left door electric window reduction motor (with anti-pinch)
6134 (*) Rear right door electric window reduction motor (with anti-pinch)
6136 (*) Front left door anti-pinch electric window motor
6137 (*) Front right door anti-pinch electric window motor
7523 (*) Reversing assistance camera
8602 (*) Intrusion alarm ECU
(*) According to version
Figure : D4EAPPXD
Identification Description
BSI1 Built-in systems interface
84C6 Multifunction control panel
84C9 (*) Upper multifunction control panel
(*) According to version
9. Diagnostic socket
9.1. Role
The diagnostic socket permits connection of the diagnostic tool to the vehicle and communication with all of the ECUs on
the vehicle.
9.2. Connections
Figure : D4EAPPZD
16 way central diagnostic socket
Terminal number Allocation of tracks of connector
1 Ignition positive
2 Track not connected
3 DIAGNOSTIC CAN high
4 Electric earth
5 Electric earth
6 HS CAN 1 High
7 Track not connected
8 DIAGNOSTIC CAN low
9 Track not connected
10 Track not connected
11 Track not connected
12 Track not connected
13 Track not connected
14 HS CAN 1 Low
15 Track not connected
16 Diagnostic socket "ancillaries battery positive" supply
9.3. Diagram of the diagnostic socket networks
Figure : D4EAGEQD
Key: flow chart symbols .
Identification Description
BSI1 Built-in systems interface
C001 Diagnostic socket
"J" ECUs of the HS CAN 1 network connected to the remote-controlled control line
"K" ECUs of the HS CAN 1 network
10. e-CAN
The speed of transmission of the CAN DIAG is 500 Kbits/s.
The DIAG CAN permits downloading of the software for the ECUs present on the CAN.
The DIAG CAN network is specially integrated in to the multiplexed architecture of the vehicle to download the software of
the ECUs of the HS CAN 1.
N.B. : The CAN DIAG permits downloading of the software of the ECUs in a few minutes.
11. DIAG ON CAN network
The speed of transmission of the DIAG ON CAN network is 500 Kbits/s.
Functions of the DIAG ON CAN :
ECU diagnostics
Downloading of the software of the ECUs
Configuration of the ECUs
11.1. Diagnosis
The DIAG ON CAN allows diagnostics to be carried out on the various ECUs of the HS CAN 1, HS CAN 2, passenger
compartment CAN, INFO DIV CAN, e-CAN and LIN.
11.2. Downloading
The DIAG ON CAN downloads the ECU software for the HS CAN 1, HS CAN 2, passenger compartment CAN, INFO DIV
CAN, e-CAN, LIN and the built-in systems interface.
11.3. Configuration
The configuration function of the DIAG ON CAN network enables the user, via the diagnostic tool, to set the parameters of
the various components of the system.
