Global Service Training

Electronics Troubleshooting II
can data link
Module 2 - Text Reference

SERV2024

CAT, CATERPILLAR, their respective logos, ACERT, “Caterpillar Yellow” and the POWER EDGE
trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar
and may not be used without permission. © 2015 Caterpillar Inc. All Rights Reserved.
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SERV2024 - 09/15 -2- Module 2 - CAN Data Link

TABLE OF CONTENTS
Safety Briefing��������������������������������������������������������������������������������������������������������������������� 3
Purpose����������������������������������������������������������������������������������������������������������������������������������� 4
Reason������������������������������������������������������������������������������������������������������������������������������������� 5
Purpose review������������������������������������������������������������������������������������������������������������������ 56
Reason review�������������������������������������������������������������������������������������������������������������������� 57
Competency Statement review������������������������������������������������������������������������������������ 58
Learning Outcomes Review������������������������������������������������������������������������������������������� 59

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SERV2024 - 09/15 -3- Module 2 - CAN Data Link

Safety Briefing
• Emergency Phone Numbers
• First Aid Responders
• Location of Exits
• Location of Fire Extinguisher
• Room Alerts or Hazards
• Designated Location for Evacuation
• Storm Shelter
• Hazardous Material

Safely Home. Everyone. Every Day.™

3
Safety Briefing

Before beginning this module, the following topics will be reviewed:

• Emergency Phone Numbers
• First Aid Responders
• Location of Exits
• Location of Fire Extinguisher
• Room Alerts or Hazards
• Designated Location for Evacuation
• Storm Shelter
• Hazardous Material

Safely Home. Everyone. Every Day.™

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PURPOSE

This module is designed to provide experienced

technicians with a strong understanding of the CAN
data link used on Cat equipment and to properly
and effectively troubleshoot CAN data link related
faults.

4
Purpose

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REASON

This training is necessary for you to be able

to troubleshooting and validate proper CAN
data link operation. Using a proven, systematic
troubleshooting process reinforces best practices,
results in reduced replacement of non-failed
components, reduced rework, and reduced
customer down time.

5
Reason

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COMPETENCY Statement

At the completion of the session, the participants

will be required to explain how the CAN data link
operates and to properly troubleshoot various CAN
data link faults during lab exercises.

6
Competency statement

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LEARNING OUTCOMES

You will meet the following learning outcomes

during this CAN Data Links module of the
Electronics Troubleshooting II course:
• Explain the main functions and specifications of data
links used on Cat equipment.
• Properly monitor CAN data link signals using an
oscilloscope.
• Properly diagnose and troubleshoot various CAN
data link related faults.

7
Learning outcomes

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SERV2024 - 09/15 -8- Module 2 - CAN Data Link

VIMS-PC VIMS

12
mph
Km/ h 3F
VIMS
ABL2 M
ET Service Tool

ADEM II ADEM II
CAN SAE J1 9 3 9
Dat alink
ATA Dat a Link

ABL2 C CAT Dat a Link

ADEM II

ABL2 C

ABL2 C

Road Analysis Cont rol

8
Data Link basics

• This material will focus on CAN In simple terms, a data link is the means of connecting one location to another
only. for the purpose of transmitting and receiving digital information. A data link allows
different Electronic Control Units (ECUs) to communicate information back and
• Next two pages will focus on forth. There are several data link protocols, or languages, used in the industry
physical and data link layers. including SAE J1939, Ethernet, Modbus, and ATA, among others. Caterpillar
equipment can use one or more of these data link protocols.

Data link communication functions into one of several logical layers. Most of these
layers take place within each ECU processor and cannot be monitored, troubleshot,
or fixed by a technician. This module will focus only on two of these layers, the
physical layer and the data link layer. These two layers can be troubleshot using
methods that will be discussed in this module.

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SERV2024 - 09/15 -9- Module 2 - CAN Data Link

ATA: Slow speed,

large load capability

CDL: Moderate speed,

large load capability

J1939: Higher speed,

smaller load capability
9
DATA LINK BASICS - TRANSPORT ANALOGY

Data links can be thought of as a transportation system in many ways. Both serve
the same purpose of delivering packages between one or more points.

Transportation System Data Link

Roadway Wiring
Vehicle Message
Cargo Data (bytes)
Store ECU
Speed Limit Baud Rate (kHz)

It is important to understand that different data links work in different ways. An

analogy would be to look at each data link as a different mode of transportation.
Each is capable of transmitting data packages, however the amount of data, how
fast the data travels, and the rules of transportation is different based on the mode
of transportation. A comparison is shown in the image where ATA is compared to an
ocean freight ship, CDL to a freight train, and J1939 to an on-highway truck.

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Message
Max Data
Data Link Description Speed Data
per second
Payload
ATA Also known 9.6 kb/s 16 bytes 730 bytes
as J1587, (slow)
SAE J1708.
Used with On-
highway truck
applications
CDL Caterpillar 62.5 kb/s 26 bytes 4,924 bytes
Proprietary (medium)
Data Link
J1939 SAE J1939 250 kb/s 8 bytes 13,072 bytes
Data Link, CAN (fast)
based
Ethernet 2 wire 100Mb/s 1,500 bytes
4 wire 10Mb/s
10
Data Link basics

The chart above compares certain specifications of the data links found on many
Cat machines and engines.
• ATA (American Trucking Association): This data link is found only on On-
Highway Truck engine applications, and a few marine applications.
• CDL (Cat Data Link): This is Caterpillar’s proprietary data link. It is used
predominantly throughout the Cat product line, however is not as widely
used on newer applications. CDL will become obsolete on NPI (New Product
Introduction) applications.
• J1939 (CAN): This data link is widely used on many Cat applications. J1939
uses many aspects of CAN (Controller Area Network). The way in which
J1939 and CAN work together will be discussed in detail in the CAN Data Link
module of this training package.
• Ethernet: This data link has been introduced to some newer machine
applications, and will be used more in the future.

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11
Data Link BASIC - MEETING ROOM Analogy

Understanding how data links work can be difficult. We will look at an analogy to
help grasp the basic concepts of how data links work. This analogy will use a busy
meeting room.

In a meeting room with several people (ECUs) present, several conversations (data
link traffic) take place during the meeting (data link session). There are many rules
that must be in place in order for the meeting to be productive. Most of these rules
are defined by the data link layer. The data link layer defines the language that will
be used in the meeting (J1939, CDL, etc), the name (Module Identifier, or MID) of
each person (ECU) in the meeting, who talks when, if more than one conversation
can take place at once, etc.

Other rules for the meeting are defined by the physical layer. Many of these rules
do not work well in the meeting room analogy, but include the type of wire used,
connector pin locations, how many twists per inch, how many nodes, how long the
stub to each node can be, terminating resistors, voltage level rules, bit times, etc.

In the meeting, only one person is allowed to speak at a time. If more than
one person speaks at once, the messages overlap each other and cannot be
understood by anyone. Everyone can hear all conversations, but depending on the
message, some do not care what is being said at that point in time. If the message
does not involve a certain person, they will ignore that particular conversation.
Once that conversation is over, then another two (or more) people can begin a new
conversation.
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SERV2024 - 09/15 -12- Module 2 - CAN Data Link

To put this in terms of how data links work, only one ECU is able to send a
message onto the data link at a time. Multiple messages going out at the same
time can cause data link traffic issues, and is not allowed. When an ECU sends
a message out, it has one or more addresses assigned to it. The message goes
out to each ECU on the system, however, only the ECUs which the message are
addressed to are able to receive the message. If an ECU receives a message that
is not addressed to it, the ECU simply ignores that message.

In this example, the data link layer (J1939) defines what language will be spoken
during discussion, who is invited, etc. The physical layer (CAN) defines how fast we
talk (baud rate), how loud we will talk (amplitude), who will talk when, etc. It does
not care what language is being spoken, as long as everyone in the meeting is
following the rules for that language.

NOTE: This analogy does not work well for ethernet datalink.

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13
DATA LINK BASICS - DATA LINK LAYERS

Data link communication systems are built on the OSI (Open Systems
Interconnection) network model which is maintained by the International
Standardization Organization (ISO). This model includes seven layers, however
most of those layers happen within the microprocessor controller and cannot be
viewed, accessed, or troubleshot. For understanding purposes, this module will
discuss only the physical and data link layers of the OSI model.

The physical layer specifications are defined by Control Area Network (CAN) or
CDL.

The data link layer specifications are defined by SAE J1939 or CDL.

The image above is intended to be an analogy where the cans and string are
the physical layer (CAN). The people communicate back and forth in certain
languages, which are defined by SAE J1939. The other layers of the OSI model
happen within the people’s head and cannot be accessed. An example of the
functions of these layers are how the data (words we hear) is interpreted.

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SERV2024 - 09/15 -14- Module 2 - CAN Data Link

D
C
E
A B
F J
H
G

14
DATA LINK BASICS - SERVICE TOOL CONNECTORS

The service tool connector is used to access the data link in order to communicate
with the ECUs on the system. A Cat Communications Adapter (other third party
devices are available) is connected to the service tool connector to establish
communication between the ECUs and Cat ET software installed on a laptop. All
Cat equipment will have a service tool connector installed. The pin outs for this
connector are the same across the product line. The pin outs are listed below:
• Pin A: Power
• Pin B: Ground
• Pin C: CAN Shield
• Pin D: CDL +
• Pin E: CDL -
• Pin F: CAN -
• Pin G: CAN +
• Pin H: ATA -
• Pin J: ATA +

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SERV2024 - 09/15 -15- Module 2 - CAN Data Link

15
14-pin service tool connector

Some applications may feature a 14-pin service tool connector. This connector
supports J1939 (CAN), CDL, ATA, and Ethernet. The part numbers for this
connector are 451-8019 (receptacle) and 451-8020 (plug). The 457-6114 Datalink
cable attaches to a Communications Adapter 3 and supports both the traditional
9-pin service tool connector and the 14-pin service tool connector:

NOTE: The old standard 9-pin Comm Adapter Cable has been replaced by
this new 14-pin cable in the parts ordering system.

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4 WIRE
ETHERNET

CAN SHIELD
P
N E
M D
C F ATA
L A G
K B
H
J

UNSWITCHED
CAN POWER
CDL
NOT CONNECTED
16
457-6114 Datalink cable pin outs

The pin assignments for the 457-6114 Datalink cable are:

• A: Battery -
• B: Battery +
• C: CAN +
• D: CAN -
• E: CAN Shield
• F: ATA +
• G: ATA -
• H: CDL +
• J: CDL -
• K: Not connected
• L: Ethernet Receive -
• M: Ethernet Receive +
• N: Ethernet Transmit -
• P: Ethernet Transmit +

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SERV2024 - 09/15 -17- Module 2 - CAN Data Link

CAN (J1939) DATA LINK

• CAN basics
• CAN vs J1939
• Global vs Local
• Physical layer
• Data link layer
• CAN signal
• CAN troubleshooting

17

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CAN Data link

• Developed by Bosch in the early 1980’s for the
automotive industry.
• Describes a data link technology
• Compliance doesn’t mean a device is compatible with a
specific CAN data link
• CAN Protocols (e.g. J1939, DeviceNet, CANopen, etc.)
are CAN-based solutions
• Different CAN Protocols generally cannot be used
together

18
CAN BASICS

• DeviceNet is used in some CAN (Controller Area Network) was developed by Bosch in the early 1980’s for the
genset applications. automotive industry. It describes a data link technology. Devices that are CAN
compliant does not mean the device is compatible with a specific CAN data link.
• CANOpen is used in Bucyrus Different CAN Protocols (e.g. J1939, DeviceNet, CANopen, etc.) are used and
products. generally cannot be used together.

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SERV2024 - 09/15 -19- Module 2 - CAN Data Link

SAME? CCP
CAN
DIFFERENT?
COMPATIBLE?

IQAN
ISObus
MilCAN
CANaerospace
CANopen
DeviceNet
NMEA2000
ISO 15765
ISO 11783
ISO 11898
SAE J1939
THESE TERMS ARE NOT INTERCHANGEABLE!
19
Many terms get thrown around when discussing data links. It is important
to understand these terms are not interchangeable when discussing or
troubleshooting data links. In general, different CAN Protocols should not be used
on same data link. There are some that cannot be used together. Doing so can
disable the entire network.

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SERV2024 - 09/15 -20- Module 2 - CAN Data Link

CAN Protocols Similar to

WRITTEN LANGUAGES

LANGUAGES CAN
German English (US)
PROTOCOLS
French English (UK) SAE J1939 DeviceNet
Spanish CANopen ISO 11783
CCP

LANGUAGES Based CAN HLPs Based

on the ALPHABET on CAN
ABCDEFGHIJK 00101000010010
LMNOPQRSTU 00101010100011
VWXYZ 00101010100010
20
When trying to understand how CAN protocols work, it is helpful to think of them as
how languages work. An analogy between the two is:

Languages
• Based on Alphabet for letters used for making words (specific strings of
letters).
• Assigns meaning to each word.
• Same word may be used in different languages.
• Same word may have different meaning in different languages.

CAN Protocols
• Based on CAN for 0’s and 1’s used for making CAN IDs (specific string of 0’s
and 1’s).
• Assigns meaning to each CAN ID.
• Same CAN ID may be used in different CAN Protocols.
• Same CAN ID may have different meaning in different CAN Protocols.

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SERV2024 - 09/15 -21- Module 2 - CAN Data Link

21
MIXING CAN PROTOCOLS

The risk when mixing different CAN protocols is that while the same CAN
messages are used by different CAN “dictionaries”, how each protocol interprets
the message may be different.

In the illustration, a sign reads “Mama, die, die, die”. This is a Dutch advertisement
which translates to “Mommy, (I want) that one, that one, that one”. In English this is
interpreted as “Mommy, death, death, death”. The words, while recognized in both
languages as a valid word, have very different meanings. Mixing CAN protocols
such as J1939, ISO, CANopen, DeviceNet, etc causes the same confusion to the
devices communicating on the data link.

For this reason, it is important to understand that many of the terms that get used
when discussing data links, CAN, J1939, ISO, etc are in fact NOT the same terms
and must be used accordingly.

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SERV2024 - 09/15 -22- Module 2 - CAN Data Link

J C I
1 A S
9 N O
3
9

CAN
22
CAN VS J1939

It is often thought that CAN and J1939 are one in the same. This is not true. CAN
was developed by Bosch in the early 1980’s for the automotive industry. J1939
was developed by SAE in the 1990’s for commercial truck applications While
J1939 must adhere to CAN definitions, each defines different rules and regulations
for data link communication. The difference is very significant when it comes to
situations where there is a desire or need to attach a third party or after market
device to one of the J1939 data links. Generally speaking, it is best to avoid
attaching third party or after market devices to the Caterpillar supplied J1939 data
link harness. If attaching a third party or after market device to the J1939 data link
must be done, the device must be a J1939 compliant device. It is not sufficient that
the third party device is CAN compatible/compliant.

An analogy of this would be the difference between state and federal laws. For
example a federal law would state that the maximum speed limit on a highway is
75 miles per hour. However, a state can make a law requiring the maximum speed
limit on a highway to be 65 miles per hour. The state law cannot trump the federal
law, so a state cannot set the law to 80 miles per hour, but it can create a law within
the confines of the federal law. This is similar to how CAN and J1939 work together.

Each Cat equipment application may use different aspects of CAN and J1939. How
this is determined depends on many factors, including, how similar applications
were designed, memory space of the ECUs being used, etc. The vast majority of
applications that utilize CAN also use J1939 specifications. For this reason, many
times CAN and J1939 are thought to be the same.

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SERV2024 - 09/15 -23- Module 2 - CAN Data Link

A5: E2 (AFTER TREATMENT ECM) 120

J1 OHMS NOX SENSOR NOX SENSOR
KEYSWITCH 70
CAN C+ 37
CAN C- 38
DCU KEYSWITCH 10 1 4 5 6 1 4 5 6
DCU KEYSWITCH 29
CAN A+ 50
CAN A- 34
120
J2 OHMS

DCU POWER RELAY 42

DIGITAL RETURN 41
CAN B- 21
CAN B+ 29

120
A4: E4 (ENGINE) ECM J1 OHMS Service Tool
CAN A+ 50 A
CAN A- 34 B
C
KEYSWITCH 70
D
E
F
J2 G
H
CAN B- 11
J
CAN B+ 12

DCU 120
OHMS
GROUND 1
GROUND 2
GROUND 3
GROUND 4
GROUND
LEGEND
5
POWER IN CAN A
6
POWER IN
CAN B
7 CAN C
POWER IN 8
POWER IN 9
CAN A+ 11
CAN A- 12
CAN C+ 14
CAN C- 15

120
OHMS 120
OHMS

KEYSWITCH 52

23
MULTIPLE CAN LINES - GLOBAL VS LOCAL

Some applications may feature more than one CAN bus. Typically these will
be called CAN A, CAN B, CAN C, etc. The purpose of this is to allow multiple
highways for data to communicate over. An analogy of this would be going from
a two lane road to a six lane highway. The same rules of the road apply, there
are simply more lanes. This allows applications with multiple ECUs to be able to
successfully communicate many messages at once without causing a traffic jam of
data.

Notice that each CAN bus must have its own dual terminating resistors. When
troubleshooting, each bus must be treated as its own circuit.

CAN networks may be referred to as either global or local. Global CAN is able to be
accessed through a service tool, while local CAN cannot.

In the schematic, CAN A is the global network and can be accessed via the service
tool connector. CAN B and CAN C are local networks that only transmit data
between ECUs and cannot be accessed.

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SERV2024 - 09/15 -24- Module 2 - CAN Data Link

Instrument Cluster

! 15 P
10 20

5 n/m/n
X100 25
!
Impl Joystick
0 30

mph

Machine
Engine Shift Handle Control

Transmission

CAN A
USB
BT
CAN B
J1939

CDL

J1708
CDL
Power

PC
Attachment

Attachment
Attachment

317-7485

Caterpillar
Communication
Adapter 3

Communications Electronic
Adaptor II Technician

Product Link Machine Security Access Platform

System Controls

24

Physical Layer

• CAN defines the physical layer The physical layer defines the electrical and physical specifications of the data
specifications. connection. It defines the relationship between a device and a physical
transmission medium. Examples of these specifications include:
-- Type of wire used
-- Length of the wiring
-- Layout for connector pin locations
-- How many twists per inch
-- How many nodes can be used
-- Length each stub going to each node
-- Terminating resistors
-- Voltage level rules
-- Bit times

On most Caterpillar equipment, the physical layer specifications are defined by

either CAN standards. There are others standards used, however this module will
focus on CAN.

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SERV2024 - 09/15 -25- Module 2 - CAN Data Link

Same or
Parameter Standard Min Max Unit Conditions
Different
Bus J1939-15 0 40 meters Bus+stub cable length between
Same
Length J1939-11 0 40 meters the two terminating resistors
Cable J1939-15 0 3 meters
Stub Different
Length J1939-11 0 1 meters

Node J1939-15 0.1 40 meters

Same
Distance J1939-11 0.1 40 meters
Max. J1939-15 10
Different
Nodes J1939-11 30
Jacketed Unshielded Twisted
Physical J1939-15
Pair Different
Wire J1939-11
Jacketed Shielded Twisted Pair
No shield required
CAN J1939-15
Connected to a network drain Different
Shield J1939-11
wire
J1939-15 0.67 to 0.91 twists per inch
Twists Different
J1939-11 0.45 to 0.91 twists per inch
25
PHYSICAL LAYER SPECIFICATIONS

Two different J1939 standards are used to define the data link physical layer
specifications. These standards, J1939-15 and J1939-11, are established by SAE.
Which standard is used on a particular engine or machine depends on several
factors, including, application, environment, hardware, etc. For example, an electric
drive machine, or a machine being used in a foundry are both more susceptible to
Electro-Magnetic Interference (EMI) and therefore would likely use the J1939-11
standard, which features a shielded twisted pair which acts as a drain wire for the
EMI.

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SERV2024 - 09/15 -26- Module 2 - CAN Data Link

Bus Length

120 Ohm Data Bus 120 Ohm

Terminating Resistor Terminating Resistor
Stub Length

Engine
ECU
Transmission
Instrument Panel Address 0
ECU
Node
Address 23
Address 3

26
CAN PHYSICAL LAYER

This is a typical CAN Bus system. There are two wires, CAN + and CAN -, that
carry messages between ECUs. The polarity of these wires is very important.
If the position of these wires are incorrect, or swapped, communication cannot
take place. The wires MUST be twisted together to help prevent induced current
or electronic “noise” from corrupting the signals. Each CAN bus will contain two
terminating resistors.

The recommended wire to use for shielded CAN is part number 153-2707.

Note that some applications have ECUs which contain a terminating resistor
internally. For example, on the C-Series Articulated Truck, the Payload
Measurement ECU. On these applications, there is only one 120 ohm resistor on
the harness.

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SERV2024 - 09/15 -27- Module 2 - CAN Data Link

27
TERMINATING RESISTORS

Terminating resistors are placed at each end of the CAN bus to prevent
interference signals from being reflected back from end to end.

The terminating resistors are 120 ohms each, which when placed in parallel
gives the CAN bus 60 ohms of resistance. There must be exactly two 120 ohm
terminating resistors on a CAN bus, with one resistor at each end of the bus.
Having more than two terminating resistors can affect the voltage levels of the
signal, potentially causing the CAN signal to be seen as a 1 when it should be a 0.

There is no simple way to identify the location of the terminating resistors. Typically
schematics will not show the physical location of the part. The image shows a
typical terminating resistor. Notice the ends of each pin location are sealed (arrow).
No wires or spoons can be inserted. The resistor is located internally.

Above is shown a terminating resistor with a 3-pin DT receptical connector. The

part number is 134-2540, if a new part needs ordered. There is also a terminating
resistor available with a 3-pin DT plug connector, 174-3016 part number. A 2-pin DT
receptacle terminating resistor is also available, part number 238-9397.

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SERV2024 - 09/15 -28- Module 2 - CAN Data Link

Vdiff Drops Very

Quickly to 0V

Vdiff Slowly
Decays to 0V

28
TERMINATING RESISTORS signal effect

The above images show a typical CAN signal with the terminating resistors
installed (top image) and without the terminating resistors installed (bottom image).
Without the terminating resistors, the signal essentially bounces around the bus,
causing distortion of the signal which will not allow the ECUs to communicate
properly. The resistors absorb the reflected signal as it reaches the end of the bus
and allows the signal to produce a clean square wave, as shown in the top image.

An analogy of this would be a water pipe system. If flow is poured into the system
and the ends of the piping is capped off, then the flow hits the end of the pipe it
causes a ripple that resonates throughout the system. The terminating resistors act
as a damper to absorb the pulses.

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SERV2024 - 09/15 -29- Module 2 - CAN Data Link

1 in.
1 twist

1 Twist per Inch on CAN

29
TWISTED PAIR

The CAN high and CAN low wires must be twisted to help prevent induced current.
The twisting together of the wires cancels out electromagnetic interference (EMI)
from external sources such as electromagnetic radiation from unshielded twisted
wires, crosstalk between neighboring pairs, radio frequencies, etc.

Twisted with too few twists per inch lessens the cancellation of EMI. Twisted with
too many twists per inch results in too much cabling that can shorten maximum bus
length and negatively affects CAN bus signal.

If you are not ordering pre-twisted wiring, you can construct a twisted pair harness.
A good method for this is to place one end of two equal length wires into a vice,
and the other ends into the chuck of a drill. Pull the wires tight and rotate the drill
slowly until the proper twists per inch is achieved.

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SERV2024 - 09/15 -30- Module 2 - CAN Data Link

30
CAN (J1939) Shield

The recommended 153-2707 wire contains two wires for CAN - and CAN +, along
with a shield wire.

It is very important to ONLY ground one end of the shield wire. With one end
grounded, the wire acts like an antenna, absorbing any electronic “noise” that can
cause interference on the CAN wires. The wire acts as a drain and allows induced
current to pass back to the battery negative terminal. With both ends of the shield
grounded, it is no longer an open circuit condition, meaning current can, and will,
pass through it, creating electronic noise instead of absorbing it. This is a common
error found in the field. Without this knowledge, and technician may see one end of
the shield not connected and feel it should be grounded. After doing so, data link
errors may begin to occur. This is also a common mistake made during installation
and commissioning.

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Data
Field Check End of
Bus Idle Addressing Size Data Field Sum Ack. FrameInt. Bus Idle

Message Frame

31
Data Link Layer

• J1939 defines the data link The data link layer responds to messages from the network layer above it and
(language) specifications. issues messages to the physical layer below it. In simple terms, the data link layer
refers to the “language” being spoken between ECUs. It defines the rules for
hardware addressing, baud rate, how to interact with the physical layer, etc. On
most Caterpillar equipment, the data link layer specifications are defined by SAE
J1939 standards. There are other standards used, however this module will focus
on J1939 only.

The data link layer encodes bits into message packets prior to transmission and
then decodes the message packets back into bits at the destination. Bits are the
most basic unit of information in computing and communications. Bits are either a
1 or 0. A message of eight bits is called a byte. Baud rate is how fast the messages
can be delivered. For example, an 8K baud rate (8 kilobits per second) = 8000 bits
(1000 bytes).

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SERV2024 - 09/15 -32- Module 2 - CAN Data Link

32
Data Link Layer

Once a message frame is received by an ECU, it is interpreted. The bytes are

turned into a message that says which ECU the message was intended for, which
ECU sent the message, what parameter is being sent, and the value of that
parameter. If the message was not meant for the ECU receiving it, the message is
simply ignored.

The illustration is an example of this, where the Transmission ECU reads a

message from the Engine ECU that engine speed is 900 rpm.

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SERV2024 - 09/15 -33- Module 2 - CAN Data Link

1 Bit 3 Bits
3.5VDC

CAN+
2.5VDC
CAN-

1.5VDC
1 1 1 0 1 0 0 0 1 1 0 1 0 0 1 1 1
Recessive Bit = 1 1 Bit = 4 Microseconds
Dominant Bit = 0

33
CAN SIGNAL

CAN is a simple two-wire differential serial bus. Information is transferred using a

differential voltage between CAN High and CAN Low. Voltages of both CAN High
and CAN Low are relative to shield or ground. The formula used to define the
relationship of the differential to these relative voltages is: CANdiff = CANhigh -
CANlow

CAN busses can have one of two logic states, dominant and recessive. Typically,
the voltage level associated with recessive (logic state “1”) is 2.5 V for CAN High
and Low. Voltage levels for dominant information (logic state “0”) are 3.5 V for
CAN high and 1.5 V for CAN low. The voltage level on the bus is recessive (2.5 V)
when the bus is idle. These voltages are measure on the CAN High and CAN Low
individually, with reference to ground.

From the prespective of CANdiff:

• Dominant bit (0) is read when CANdiff is greater than 1.2V
• Recessive bit (1) is read when CANdiff is less than 12mV

It is important to note that the CAN chip takes a sample (reading) in the middle of
each bit time. For example, in a bit that lasts 4 microseconds, the CAN chip will
wait until the 3rd of the 4 microseconds to take it’s reading. This add robustness to
the CAN system and allows for some noise to not interfere with the reading.

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SERV2024 - 09/15 -34- Module 2 - CAN Data Link

TROUBLESHOOTING CAN DATA LINK

Wiring Data Data Detect
harness traffic traffic intermittent
present valid issues
System X X
Communication
Status
Oscilloscope X X X X
Resistance X
Voltage X

34
TROUBLESHOOTING CAN DATA LINK

Troubleshooting data link faults can be a daunting task, but by using the proper
tools and understanding what to look for, the nature of a fault and root cause can
be determined. Below is a list of tools you can use for troubleshooting CAN data
link faults and the benefits of each:
• System Communication Status Screen: This is a Cat ET feature which
checks communication status between ECUs. This should be checked first to
help provide the nature of the fault and which ECUs are involved. It may not be
available on all applications.
• Oscilloscope: Using an oscilloscope provides the most detail and insight into
the signal and is the preferred method of troubleshooting data links. Viewing
the signal with an oscilloscope allows technicians to validate the wiring
harness and terminating resistors, data is present, the data that is present is
valid, and will help to identify intermittent faults in real time.
• Resistance: Measuring the resistance of the data link wires will only provide
insight into the integrity of the physical harness and terminating resistors.
• Voltage: Measuring voltage will only provide insight into whether or not traffic
is being conducted over the data link. Checking voltage cannot validate if the
signals are valid and will provide no insight into intermittent faults.

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SERV2024 - 09/15 -35- Module 2 - CAN Data Link

1
ET
Caterpillar Electronic Technician 2015B - Active Diagnostic Codes
File View Diagnostics Information Service Utilities Help

Active Diagnostic Codes F3

Logged Diagnostic Codes F4
Code Description Occ.
Diagnostic Tests
MEUI Basic Engine (Unavailable)
Events
639-14 J1939 Network #1: Special Instruction 1
System Communication Status

Reset All Troubleshoot Code Troubleshoot Symptom Include All ECMs

Active Codes [1] Active Events [0] I

BASIC ENGINE

35
TROUBLESHOOTING CAN WITH System Communication Status

The System Communication Status is a feature within Cat ET. It is very useful in
troubleshooting CAN (J1939) faults, in particular the J1939 Network #1: Abnormal
Update Rate (SPN 639-9) and J1939 Network #1: Special Instruction (SPN 639-14)
FMIs. In the System Communication Status screen, the codes are not logged per
ECU, but per network, which puts the focus on troubleshooting the data link and
not replacing ECUs.

To access the System Communication Status screen in Cat ET, click on

Diagnostics (1), then System Communication Status (2). Note that not all
applications have this feature. If System Communication Status is not available, the
feature is not available for the application you are communicating with.

The two categories of problems mainly associated with data link faults are:
• FMI 9: Physical problems (connectors, wiring, ECU drivers).
• FMI 14: Configuration problems (software or parameters between ECUs do not
“match up”).

It is important to note that neither code is a guarantee of root cause. The following
slides will show how to use the System Communication Status feature for each
code.

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SERV2024 - 09/15 -36- Module 2 - CAN Data Link

ET
Caterpillar Electronic Technician 2015B - Active Diagnostics
File View Diagnostics Information Service Utilities Help

Code Description Occ.

Basic Engine
639-9 J1939 Network #1: Abnormal Update Rate 1

Reset All Troubleshoot Code Troubleshoot Symptom Include All ECMs

Active Codes [1] Active Events [0] I

Basic Engine

36
Troubleshooting using System Communication Status - FMI 9

An FMI-9 “Abnormal Update Rate” code is typically caused by a physical fault in

the data link. One or more ECUs are unable to communicate with each other on a
data link. Accessing the System Communication Status screen (as shown in the
previous slide) will provide detailed information regarding the fault.

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SERV2024 - 09/15 -37- Module 2 - CAN Data Link

ET
Caterpillar Electronic Technician 2015A v1.0 - System Communication Status - Active Problems x
File View Diagnostics Information Service Utilities Help
1 2 5 6
Reporting ECM ECMs Detected Problem Data Diagnostic Information
Link
Basic Engine
ECM 1: Basic Engine ECM 1 is unable to communicate J1939 #1 Diagnostic Code: 639-9

3 ECM 2: Implement Control

Module #1
with ECM 2 on the data link Service Meter Hours: 6008:00:52
Real Time Clock: 1/1/2015
12:00:00 AM

ECM 1: Basic Engine ECM 1 is unable to communicate J1939 #2 Diagnostic Code: 1231-9

4 ECM 2: Aftertreatment #1 Intake

Gas Sensor Heater Control
with ECM 2 on the data link Service Meter Hours: 6008:00:52
Real Time Clock: 1/1/2015
12:00:00 AM

ECM 1: Basic Engine ECM 1 is unable to communicate J1939 #2 Diagnostic Code: 1231-9
with ECM 2 on the data link Service Meter Hours: 6008:00:52
ECM 2: Aftertreatment #2 Outlet Real Time Clock: 1/1/2015
Gas Sensor Heater Control 12:00:00 AM

ECM 1: Basic Engine ECM 1 is unable to communicate J1939 #1 Diagnostic Code: 639-9
with ECM 2 on the data link Service Meter Hours: 6008:00:52
ECM 2: Machine Control Module Real Time Clock: 1/1/2015
#1 12:00:00 AM

Clear Load from ECM Load from File Save to File View History

Active Codes [1] Active Events [0] Status Flags (0) I

Basic Engine

37
Troubleshooting using System Communication Status - FMI 9

Above is an example showing the Systems Communication Status screen with all
ECUs on Link 1 and Link 2 down. Each line provides information in regards to the
fault.

The ECUs column (1) identifies the ECUs (ECU 1 and ECU 2) that are used in the
Detected Problem column (2). Notice that the ECUs identified as ECU 1 and ECU
2 are different in each row. In row one (3), ECU 1 is the Basic Engine, ECU 2 is the
Implement Control Module #1. In row two (4), ECU 1 is again the Basic Engine, but
ECU 2 is the Aftertreatment #1 Intake Gas Sensor Heater Control.

The Data Link column (5) tells which data link the detected problem has been
found on. J1939 #1 and J1939 #2 could be thought of as CAN A and CAN B,
respectively.

The Diagnostic Information column (6) provides information about the code and
when it was triggered.

The information provided by this screen is a clue that faults exists on more than
one of the data links. Communication between ECUs on both the J1939 #1 (CAN
A) and J1939 #2 (CAN B) are present and must be troubleshot.

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SERV2024 - 09/15 -38- Module 2 - CAN Data Link

IMPLEMENT CONTROL
MODULE #1

ENGINE CONTROL MACHINE CONTROL

MODULE #1

LINK 1 LINK 2

DATALINK
J1939 #1

DATALINK
J1939 #2
AFTERTREATMENT
#2 OUTLET
GAS SENSOR HEATER
COMM. ADAPTOR CONTROL MODULE

AFTERTREATMENT
#1 INTAKE
GAS SENSOR HEATER
CONTROL MODULE

ELECTRONIC TECHNICIAN

38
Consulting the wiring schematic or diagram of the data link can be useful to simplify
the issue. It may be necessary to draw out a map of each component on the data
link and compare which are communicating and which are not. In the example
above, if Cat ET is attached to the Service Connector, we should expect all four
ECUs to communicate. Drawing the map out can make it easy to indicate where
the probable break in the wiring is located.

• The are open faults on both the Using the previous slide, draw an “X” on the above image which would indicate
J1939 #1 and J1939 #2 data links which ECUs are not able to communicate with each other over each data link. The
downstream from the Engine results of this will provide insight into the source of the fault. What conclusions can
ECU and Service Tool Connector you come to?

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SERV2024 - 09/15 -39- Module 2 - CAN Data Link

ET
Caterpillar Electronic Technician 2015A v1.0 - System Communication Status - Active Problems x
File View Diagnostics Information Service Utilities Help

2
Reporting ECM ECMs Detected Problem Data Diagnostic Information
Link
Basic Engine
ECM 1: Basic Engine ECM 1 is unable to communicate J1939 #1 Diagnostic Code: 639-9
with ECM 2 on the data link Service Meter Hours: 6008:00:52
ECM 2: Implement Control Real Time Clock: 1/1/2015
Module #1 12:00:00 AM

ECM 1: Basic Engine ECM 1 is unable to communicate J1939 #1 Diagnostic Code: 639-9
with ECM 2 on the data link Service Meter Hours: 6008:00:52
ECM 2: Machine Control Module Real Time Clock: 1/1/2015
#1 12:00:00 AM

1
Clear Load from ECM Load from File Save to File View History

Active Codes [1] Active Events [0] Status Flags (0) I

Basic Engine

39
Troubleshooting using System Communication Status - FMI 9

Above is another example showing the Systems Communication Status screen.

This screen shows the Basic Engine is unable to communicate with the Implement
Control Module #1 over the J1939 #1 data link, and that the Basic Engine is unable
to communicate with the Machine Control Module over the J1939 #1 data link.
Diagnostic information is provided as well.

• An open between the Engine ECU The information provided by this screen is a clue that faults exists on only the
and both Implement and Machine J1939 #1 data link. The Basic Engine ECU is unable to communicate with either
ECUs is present. ECU on the J1939 #1 data link. Using the system map on the previous slide, what
conclusions can you come to?

• All ECUs on the J1939 #2 link are The “View History” button (1) can be clicked on to display a log of detected
working. problems. Note the header on this screen reads “Active Problems” (2).

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SERV2024 - 09/15 -40- Module 2 - CAN Data Link

ET
Caterpillar Electronic Technician 2015A v1.0 - System Communication Status - Inactive Problems x
File View Diagnostics Information Service Utilities Help

1
Reporting ECM ECMs Detected Problem Data Diagnostic Information
Link
Basic Engine
ECM 1: Basic Engine ECM 1 is unable to communicate J1939 #2 Diagnostic Code: 1231-9
with ECM 2 on the data link Service Meter Hours: 6008:25:54
ECM 2: Aftertreatment #1 Intake Real Time Clock: 1/1/2015
Gas Sensor Heater Control 12:00:00 AM

ECM 1: Basic Engine ECM 1 is unable to communicate J1939 #2 Diagnostic Code: 1231-9
with ECM 2 on the data link Service Meter Hours: 6008:25:54
ECM 2: Aftertreatment #2 Outlet Real Time Clock: 1/1/2015
Gas Sensor Heater Control 12:00:00 AM

3 2
Clear Load from ECM Load from File Save to File View Active

Active Codes [1] Active Events [0] Status Flags (0) I

Basic Engine

40
System Communication Status - History

After clicking on the “View History” button, as discussed on the previous slide,
the “Inactive Problems” (1) screen will appear. Notice the “View History” button
now reads “View Active” (2). This screen will display previously recorded detected
problems. This list can be cleared by clicking the “Clear” (3) button.

To switch back to the Active Problems screen, click on “View Active”.

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SERV2024 - 09/15 -41- Module 2 - CAN Data Link

ET
Caterpillar Electronic Technician 2015B - Active Diagnostic Codes
File View Diagnostics Information Service Utilities Help

Code Description Occ.

Basic Engine
639-14 J1939 Network #1: Special Instruction 1

Reset All Troubleshoot Code Troubleshoot Symptom Include All ECMs

Active Codes [1] Active Events [0] I

BASIC ENGINE

41
Troubleshooting using System Communication Status - FMI 14

An FMI-14 “Special Instruction” code is typically caused by a software or

configuration issue. Accessing the System Communication Status screen will
provide detailed information regarding the fault.

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SERV2024 - 09/15 -42- Module 2 - CAN Data Link

ET
Caterpillar Electronic Technician 2015B - System Communication Status - Active Problems x
File View Diagnostics Information Service Utilities Help

Reporting ECM ECMs Detected Problem Data Diagnostic Information

Link
Basic Engine
ECM 1: Basic Engine ECM 1 is not receiving all expected parameters from J1939 #2 Diagnostic Code: 639-14
ECM 2 on the data link. Click on the information icon Service Meter Hours: 6009:17:49
ECM 2: Machine Control for Missing Parameters List. Real Time Clock: 1/1/2015
Module #1 12:00:00 AM

Clear Load from ECM Load from File Save to File View History

Active Codes [0] Active Events [0] Status Flags (0) I

Basic Engine

42
Troubleshooting using System Communication Status - FMI 14

In this example, the Basic Engine ECU is expecting parameters from the Machine
Control Module ECU on the J1939 #1 data link. Not all expected parameters are
being received. Configuration problems could result in parameters missing. For
example, Configuration Parameters in Cat ET are set for an Accugrade installation,
but Accugrade is not installed. If a missing parameters problem is inconsistent or
intermittent it may indicate a physical root cause instead of a configuration problem.

Click on the information icon (1) to see a list of the parameters the Basic Engine is
not receiving.

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SERV2024 - 09/15 -43- Module 2 - CAN Data Link

Missing Parameter List X

Blade Rotation Angle

Blade Rotation Angle Figure of Merit
Engine Cylinder 1 Combustion Status
Engine Momentary Overspeed Enable
Percent Clutch Slip
Pitch and Roll Compensated
Pitch Angle
Pitch Angle Figure of Merit
Pitch Rate
Pitch Rate Figure of Merit
Progressive Shift Disable
Relative Blade Height
Relative Blade Height and Blade Rotation Angle Measurement Latency
Relative Blade Height Figure of Merit
Roll and Pitch Measurement Latency
Roll Angle
Roll Angle Figure of Merit
Source Address of Controlling Device for Transmission Control

Close

43
ECU is missing expected parameters

By clicking the Information Icon (previous slide), a list of the specific parameters
missing is provided. In the illustration, the Engine ECU indicates it is not
receiving data from the Machine Control Module ECU for the specified list of data
parameters; however, the Engine ECU is able to communicate with the Machine
Control Module ECU on the J1939 #1 data link.

This information can help to determine if the fault is due to a configuration/software

problem, or a physical hardware/wiring issue.

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SERV2024 - 09/15 -44- Module 2 - CAN Data Link

44
TROUBLESHOOTING CAN DATA LINK - oscilloscope

Troubleshooting data links using a Scopemeter seems like a daunting task,

especially when working with a Scopemeter for the first time. The 152-7213 (Fluke
123) is user friendly, and has a wide variety of functions that enable the user to
view a signal’s full bandwidth in great detail.

It is important for a technician to become familiar with the Scopemeter before

performing any real world troubleshooting. Read the manual thoroughly, and work
with simple circuits and signals at first. One should try different functions on the
meter to become familiar with manipulating and moving the signal waveform. A
little practice will go a long way in improving one’s skill and confidence, as well as
reducing repair times.

For information on how to use the Fluke 123, reference “Fluke 123_124_User
Guide.pdf”.

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SERV2024 - 09/15 -45- Module 2 - CAN Data Link

45
TROUBLESHOOTING CAN WITH AN OSCILLOSCOPE

To view the data link signal for an application, a technician will need a couple of
fabricated tools. One can easily make the test leads shown in the top photograph.
Each lead consists of a 186-3736 Deutsch socket terminated on one end (1), and
a 7N-7779 Sure Seal socket on the other end of the wire (2). Heat shrink can be
added as well. These leads enable a technician to access the recessed Deutsch
pin at the Service Tool Connector, as well as firmly hold the test leads of the meter.

Once the leads are fabricated, connect both A and B inputs of the Scopemeter
to the CAN terminals at the Service Tool Connector. These terminals are usually
terminal F and terminal G of the connector (bottom photo). Both shielded leads
will need to have the ground leads with an alligator clip (included with meter)
connected to Ground (terminal B), as indicated by the arrow in the bottom photo.

NOTE: Do not use the Common connection of the Scopemeter when

performing measurements. Use the black ground leads that attach to the
shielded leads for inputs A and B of the meter.

Viewing the signal at the Service Tool Connector provides quick and easy access
for a technician to view the CAN signal. This can help a technician quickly identify
whether or not a physical fault exists on the bus before the labor intensive task
of disconnecting the plugs at all ECUs and testing for faults (as outlined in the
Troubleshooting Guide). The time saved by viewing the signal at the Service Tool
Connector to verify that a physical fault actually exists before troubleshooting
further will more than pay for the cost of the Scopemeter in the long run.
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SERV2024 - 09/15 -46- Module 2 - CAN Data Link

46
GOOD CAN SIGNAL VIEWED ON AN OSCILLOSCOPE

The photograph above shows a healthy CAN signal using an oscilloscope. The
faults that affect the CAN signal and their shape will be discussed in greater detail
on the following pages.

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SERV2024 - 09/15 -47- Module 2 - CAN Data Link

3 4

47
CAN + AND CAN - SIGNALS SEPARATED

The above photo shows CAN Low (Input A) and CAN High (Input B) separated
from each other on an oscilloscope. Notice that the zero reference lines (arrows)
have been moved from their original locations depicted on the previous page. This
is not necessary to do during troubleshooting, it has been done to provide ease of
identification of the signals. Also note the settings at the bottom of the Scopemeter
screen. The waveform has been enlarged to 1 V per division (3), and the time base
has been reduced to 10 microseconds per division (4). This has been done to
zoom in on a section of the signal for ease of viewing. Trigger parameters are set
on Free Run (default) and Auto Range triggering has been set to 1 Hz in order to
slow down signal measurements.

The above photo also shows the relationship of the two signals. As CAN Low (1)
rises during the bit time, CAN High (2) falls during the bit time.

• By verifying the signal is valid If a diagnostic code (Abnormal Update Rate or Special Instruction) for CAN data
with the scopemeter, it eliminates link is present, and the signal looks healthy, then it is most likely that the code is not
wiring or hardware issues. The due to a physical fault on the bus. Software issues may be the root cause.
fault is likely caused by software
or configuration problems..

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SERV2024 - 09/15 -48- Module 2 - CAN Data Link

48
TROUBLESHOOTING CAN WITH AN OSCILLOSCOPE

• Notice voltage levels appear These signals were taken while troubleshooting an FMI 09 (Abnormal Update
“normal”. A volt meter would Rate). The above signal indicates an abnormal signal on the data link. Note how
never discover this fault. the rise and fall times are extended to nearly 100% of the total bit time. Also notice
that the voltage level for CAN High (Input B) appears normal, but the voltage level
on CAN Low appears to be higher than normal. The signal indicates a physical
fault, and the voltage levels indicated led to further inspection of the CAN Low
section of the bus. The root cause of this failure was additional resistance on CAN
Low due to a corroded wire.

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SERV2024 - 09/15 -49- Module 2 - CAN Data Link

3.5VDC
Threshold Line

1 2
CAN+
2.5VDC
CAN-
Threshold Line

1.5VDC
1 1 1 0 1 0 0 0 1 1 0 1 0 0 1 1 1
0

49
CORRUPTED DATA

• Dominant bit (0) is read when The previous slide showed a signal taken with excessive resistance on the CAN
CANdiff is greater than 1.2V wire. It is important to understand why this causes an FMI-9 (Abnormal Update
Rate) code. The ECU determines each bit, CANdiff = CANhigh - CANlow. There is
• Recessive bit (1) is read when a threshold defined by J1939 standards that determines when the CANdiff is a 0 or
CANdiff is less than 12mV a 1. If the signal is corrupted by resistance or an intermittent connection, CANdiff
can be affected to the point where a bit that should be determined to be a 1 is seen
as a 0.

Depending on when a corrupted signal occurs, it may or may not result in an error.
In the illustration, the first corrupted bit (1) does not dip below the threshold line.
The CANdiff would not calculate to 1, causing the ECU to read the bit incorrectly as
a 0, corrupting the message.

In the second corrupted bit (2), again the signal does not dip below the threshold
line, but because the bit is 0, it is not effected. However, this is still clearly an issue
that should be addressed and could cause faults in other messages. For example,
if the ECU reads the check sum bit at the end of a message as wrong, it will
assume the entire message has been corrupted, causing an FMI-9 code.

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SERV2024 - 09/15 -50- Module 2 - CAN Data Link

50
The above photo clearly indicates an abnormal state on the data link. Note the
voltage levels for both data links are idle, and there are no bits of data to view on
the screen. Root cause for this failure was CAN Low shorted to CAN High in a
branch of the data link.

It is possible a CAN bus that is completely idle would produce a similar waveform
as the image. However, seeing this waveform in conjuntion with information about
the status of the system, such as are ECUs communicating, is the machine/engine
running, is the proper 60 ohms present, can help to determine if the not typical
waveform is due to a fault or an idle bus.

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SERV2024 - 09/15 -51- Module 2 - CAN Data Link

51
This photo shows the voltage for CAN Low to be 0 V, and voltage on CAN High
to be lower than normal. The data signal for CAN High is also very irregular, with
sharp spikes on the rise times of the bits (arrow). It would be logical to troubleshoot
the more severe of the two faults, so CAN Low should be the first fault to be
investigated. The root cause of this fault was a short to ground on CAN Low. After
repairing the fault, both signals returned to their normal state.

It is important to point out that the sharp spikes on the CAN High or CAN Low
signal may or may not be an issue. [Note: I’m assuming we’re measuring signal
to ground for each.] For example, if the spikes occur on both CAN High and CAN
Low signals at the same time, then the ECUs can subtract the spikes from the
signals and ignore them entirely. In addition, the ECUs measure the level of a bit
near the end of its bit time; if the spikes occur immediately after a transition (from
high to low or from low to high) but then quickly disappear, their effect may be gone
well before the ECU even measures the bit level.

Finally, so long as the signal is still above the threshold by which the ECUs
determine whether the bit is a 1 or a 0, they will still correctly read the bit as a
0. The main concerns would be if the voltage levels are skewed such that the
threshold is not reached, or if the transitions are very gradual and not sharp.

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SERV2024 - 09/15 -52- Module 2 - CAN Data Link

52
This above signal did not present itself at first glance. Data seemed to be normal,
but an FMI 09 (Abnormal Update Rate) was still present. Erratic data then
appeared only intermittently on the screen, leading to a suspected intermittent
fault. The waveform on the screen was then manually moved to the right in order
to view more of the signal bandwidth, and the erratic signal on the left appeared.
This clearly indicates an intermittent physical fault; the full bandwidth of the signal
needed to be explored in order to find it. A ten pound pull test on the data link wires
revealed an intermittent open on CAN High at the Engine ECU due to the wire not
being fully inserted into the connector.

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SERV2024 - 09/15 -53- Module 2 - CAN Data Link

D
C
E
A B
F J
H
G

Ω
53
TROUBLESHOOTING CAN DATA LINK - Resistance

To test the CAN Data Link, turn the power to the ECUs OFF. By shutting the power
off, the CAN chips inside each ECU will not be powered and will not effect the
resistance reading. If the power is left on, performing a resistance check is not
valid.

The “F” pin is CAN -, the “G” pin is CAN +, and the “B” pin is ground. Check the
resistance between the pins. The result should be as follows:
• Pin F to pin G = 60 ohms
• Pin F to pin B = OL
• Pin G to pin B = OL

Other readings can indicate specific faults. Examples are:

• F to G = 120 ohms: One of the terminating resistors is missing or open.
• F to G = 40 ohms: There are likely three 120 ohm terminating resistors
installed. Find and remove one. There must be exactly two terminating
resistors installed, no more, no less.
• F to G = less than 5 ohms: There is likely a short circuit between the CAN +
and CAN - wires.

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 CAN C+ 37
CAN C- 38
DCU KEYSWITCH 10 1 4 5 6
SERV2024 - 09/15
DCU KEYSWITCH 29 -54- Module 2 - CAN Data Link
CAN A+ 50
CAN A- 34
120
J2 OHMS

DCU POWER RELAY 42

DIGITAL RETURN 41
CAN B- 21
CAN B+ 29

120
A4: E4 (ENGINE) ECM J1 OHMS Service T
CAN A+ 50 A
1 CAN A- 34 B
C
KEYSWITCH 70
D
E
F
J2 2 G
H
CAN B- 11
J
CAN B+ 12

DCU 120
OHMS
1 GROUND
GROUND
1
2
GROUND 3 2
GROUND 4
GROUND
L
5 54
POWER IN 6
POWER IN 7TROUBLESHOOTING CAN DATA LINK - Resistance
POWER IN 8
POWER IN 9The previous slide discussed checking resistance of the CAN data link at the
CAN A+ service tool connector. In the event a service tool connector is not available, for
11
CAN A- example a system with multiple CAN links (CAN A, CAN B, CAN C, etc), resistance
12
CAN C+ should be checked at an ECU connector (1) or at a terminating resistor for that
14
CAN C- specific CAN link (2).
15

120
OHMS 120
OHMS

KEYSWITCH 52

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SERV2024 - 09/15 -55- Module 2 - CAN Data Link

D
C
E
A B
2.4V GROUND
F J
H
G

2.6V

55
TROUBLESHOOTING CAN DATA LINK - VOLTS

Using a volt meter can give you an indication as to whether there is or is not data
link activity present. However, seeing voltage alone does not indicate the data link
is working properly. Because of this, measuring voltage on the data link does not
provide much information from a troubleshooting perspective.

Keep in mind, the data link signal is truly the difference between the voltages of
CAN High and CAN Low. The voltages on each individual pin can and will vary
based on the data link traffic volume, the value of the bits being transferred (0 or
1), and the ground planes of the ECU that is transferring or receiving the data.
Therefore, it is difficult to provide precise voltage readings for troubleshooting
purposes. However, measuring voltage can indicate a short to power or ground.
• CAN High or CAN Low to Ground = 0V: A wire is shorted, or wire is open
downstream of the connector.
• CAN High to Low = 0V - 2.5V: This is a typical voltage level, but does not
indicate the signal is good.

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SERV2024 - 09/15 -56- Module 2 - CAN Data Link

FLUKE 87 III TRUE RMS MULTIMETER

AUTO DC
V

MIN MAX RANGE HOLD

REL HZ
41/2 DIGITS PEAK MIN MAX
1 Second

mV

mA
V A

V uA

OFF

A mA uA COM V

400mA
10A MAX FUSED CAT III
FUSED 1000V

56
Min/Max

The DC voltage function provides an indication that data activity is occurring. The
voltmeter displays a value that is approximately halfway between zero and the
power supply voltage. For example, a CAN signal will display about 2.5 volts when
data activity is present. A voltage reading near zero indicates no activity is present.

The Min/Max function used in conjunction with the DC voltage function provides
some additional information beyond a standard DC voltage function. With the Min/
Max selected, a view of the Min and Max values should indicate the signal voltage
is pulsing, which would indicate data is being transmitted. A pulsing signal indicates
data activity, and a lack of pulsing indicates no data activity.

It is important to note that just because data is being transmitted DOES NOT
mean the signal is valid. Viewing the signal on a scopemeter is the proper way to
determine the signal is valid. For this reason, checking data link signal voltages
provides minimal information from a troubleshooting perspective.

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PURPOSE

This module was designed to provide experienced

technicians with a strong understanding of CAN
data links used on Cat equipment and to properly
and effectively troubleshoot CAN data link related
faults.

57
Purpose review

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SERV2024 - 09/15 -58- Module 2 - CAN Data Link

REASON

This training was necessary for you to be able

to troubleshoot and validate proper CAN data
link operation. Using a proven, systematic
troubleshooting process reinforces best practices,
results in reduced replacement of non-failed
components, reduced rework, and reduced
customer down time.

58
Reason review

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COMPETENCY Statement

At the completion of the session, the participants

will be required to explain how CAN data links
operate and to properly troubleshoot various CAN
data link faults during lab exercises.

59
Competency Statement review

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LEARNING OUTCOMES

You have met the following learning outcomes

during this CAN Data Links module of the
Electronics Troubleshooting II course:
• Explained the main functions and specifications of
data links used on Cat equipment.
• Properly monitored CAN data link signals using an
oscilloscope.
• Properly diagnosed and troubleshot various CAN
data link related faults.

60
Learning Outcomes Review

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