CAN / J1939 Manual - Auto-Maskin
DCU 305 R3CAN / J1939 ManualDiesel Engine Control Unit
ContentsDocument information3Introduction4About this manual . 4Assumptions . 4Classification Societies Requirements . 4Wiring5The CAN Bus . 5Bus Termination Resistor . 5Cable Placement . 6Connecting Devices . 6Bus Network . 6CAN repeaters. 6CAN / J1939 – DCU 305 R37CAN Circuit . 7Troubleshooting . 7Bus Speed . 8Signals. 8Fuel Rate . 8Engine Hours . 9Battery Voltage . 9Analogue Bar Graphs. 9Broken Wire [CAN]. 9CAN Debug Screen . 9DM1 Diagnostics . 10Compatibility . 11Diagnostics12FMI – Failure Mode Identifier Values . 28SPNs . 12CAN / J1939 ManualDocument information 2
Document informationDocument revisionsRevisionUpdateAugust 2005CreatedOctober 2005DM1 on modbus from 6.40February 2006DM1 as text from 6.40November 2007Altered Menu layout, and additional spn/fmi alarms from 6.53Copyright Auto-Maskin AS, 2018Information given in this document may change without prior notice. This document shouldnot be copied without written permission from Auto-Maskin.Title:CAN / J1939 ManualRevision:November 2007All trademarks acknowledged.Related articles DCU 305 R3 Communication Manual. DCU 305 R3 Installation Manual. Rudolf R3 User’s Manual, English. Rudolf R3 Configuration Software. [a] SAE, J1939-71 [b] SAE, J1939-73 [c] Conrad Etschberger, “Controller Area Network”Auto-Maskin ASSophie Radichs Vei 7N-2003 LILLESTRØMNorwayTelephoneTelefaxE-mailURLCAN / J1939 Manual( 47) 64 84 52 00( 47) 64 84 52 12office@auto-maskin.nowww.auto-maskin.noDocument information 3
IntroductionAbout this manualThis manual has been published primarily for professionals and qualifiedpersonnel. A person using this material is assumed to have basicknowledge in marine systems, and about the DCU 305 R3.Note: Auto-Maskin continuously upgrades its products and reserves theright to make changes and improvements without prior notice.All information in this manual is based upon information at the time ofprinting.For updated information, please contact your dealer.AssumptionsThis document describes the DCU 305 R3 referring to it as the DCU.Classification Societies RequirementsThe DCU is classified as both alarm/monitoring and as a shutdownsystem. Society’s approvals for shutdown systems, like for instanceDNV, demand a redundant system. Since the CAN bus is not redundant,bus shutdown switches and pickups must be hardwired to the DCU toobtain a classified shutdown system. However, together with hardwiredsignals, the CAN signals can be used to make a completealarm/monitoring and shutdown system.CAN / J1939 ManualIntroduction 4
WiringThe CAN BusThe CAN bus consist of two wires. CAN High, and CAN Low. Betweenunits CAN H should be connected to CAN H and CAN L to CAN L.They must not be crossed like one would on some other communicationcables. Maximum theoretical cable length for the Whole CAN bus is 250meters. It has to be a separate cable. The cable must be a twisted pairwith shield, and at least 0.5 mm2 (20AWG), and max 0.8 mm2(18AWG). If possible the cable should be approved for CAN / J1939usage.The minimum bending radius is 8 times the cable diameter. Bending andfastening the cable must be done with caution. Insufficient space betweenthe wires, or between the wires and the shield, due to squeezing or sharpbends, can cause degradation of the signal.CAN H is pin 7 and CAN L is pin 2 in P10 on the back of the DCUpanel. No other pins should be connected. The shield should normally beconnected at only one end. We suggest connecting it at the engine side,but in some cases best performance is obtained connecting the shield atboth ends, especially if the cable is long. This however enables groundloops.Bus Termination ResistorA CAN bus is meant to connect many units together in a bus network.The case where it goes only from the engine controller to the DCU is aspecial case. In both ends of the bus, a 120 ohm resistor must beconnected. The DCU has such a termination resistor internally. If theinstallation has several units (more than two) connected to the CAN bus,AND the DCU is not at the end of the bus, then you have to specify"CAN card without J1" when ordering the DCU. Alternatively J1 or R4can be removed from the CAN card.There is a possibility that the CAN bus will work also with the resistor atonly one end, but then only for very short cable lengths, and it can makeit unreliable.CAN / J1939 ManualWiring 5
If, by accident, 24volts are connected to on one of the CAN H/L inputs,this could cause the 120 ohm resistor on the CAN card to burn.Cable PlacementYou may bundle the CAN cable together with other communicationcables.We recommend that you do not bundle communication cables (like theCAN cable) together with cables carrying high voltages, high currents, orwho are connected to inductive loads like contactors or motors.Using shielded cables lowers the interference from bundled cables withapproximately 20dB, but does not remove the potential problemcompletely.If the installation has cables carrying currents that are pulse widthmodulated (giving a magnetic field with a wide frequency range aroundthe cable), like for instance from a frequency converter, then those cablesshould be located apart from the communication cables / the CAN cable,with a distance of at least 5 cm, and if possible with its own ground plane(its own cable duct) in order to avoid inducing noise in the other cables.If this cannot be done, using twisted pair cable for the communicationcables is utmost important.Maximum cable length from the bus to each node is 30 centimeters / 12inches. Thus it is recommended to run the bus cable via the nodes like ina daisy chain.Connecting DevicesIf the CAN bus connects other installations that does not have theirpower input directly wired to exactly the same physical point as the DCUand the engine controller, or if it is a long cable, then a CAN repeaterwith galvanic isolation should be used between the locations.Bus NetworkThe CAN bus must be wired as a bus network [c]. Star networks are notallowed. If you have to use a star network, a CAN repeater must be usedbetween the bus and each network node, making it several bus networks.CAN repeatersCAN repeaters are used if galvanic isolation is needed, or if a starnetwork branch is needed [c]. The shield on the CAN cables on bothsides of the CAN repeater shall NOT be connected together.CAN / J1939 ManualWiring 6
CAN / J1939 – DCU 305 R3CAN CircuitThe CAN circuit in the DCU is tolerant to some electrostatic discharge,and has a design that filters out noise when used along with a twisted paircable. There is no galvanic isolation.Some precautions, like touching a ground point with your bare handsbefore working with / on the equipment, are recommended. Also don'tuse clothing that makes you statically charged. If you have movedaround, please touch a ground point again before continuing.TroubleshootingWithout any power on, you can measure the resistance between CAN Hand CAN L. As it should be one 120 ohms resistor at both ends, youshould measure about 60 ohms. It need not be accurate at all.If an instrument is showing a DC voltage of about 0.5 to 2.0 volts (notzero volts) between CAN L and CAN H, that is a indication that there isCAN data present on the cable. It is not reliable however. And it mayvary depending on the instrument.In order to measure the CAN signal a scope must be used, for instancethe Fluke 123 Scopemeter. Use 1 volt per division and from 50 to 500microseconds.An oscilloscope is also nice when having noise problems, or for decidingwhich shield connection that gives the best signal. (Either end, both endsor none).Using the scope, the CAN signal is measured between CAN L andCAN H. The signal consists of square pulses with a height of typically2.0 to 2.5 volts. These pulses come in bursts.The 120 ohm resistor at each end of the CAN bus prevents too much over(under) shooting on the pulse edges. Some overshoot is ok.CAN / J1939 ManualCAN / J1939 – DCU 305 R3 7
When there's no data on the CAN cable the CAN H and CAN L wiresshould be 2.5 volts above zero volts (zero volts is available on the RK-66terminal unit).When there are pulses then CAN L goes to 1.5 volts above zero volt, andCAN H goes to 3.5 volts above zero volt. The exact voltage is NOTimportant. To measure, use red probe on CAN H, and black on CAN Lor zero volt (0V).Bus SpeedThe 250Kbit/second rate is used.SignalsThe CAN signals are received as parameters in groups. Each group(burst) may contain several parameters / signals. Each group is identifiedwith its Parameter Group Number (PGN). A group with signals is sent asa package on the CAN bus, typically some times per second. The signal /parameter is identified with its Suspect Parameter Number (SPN).The current max number of PGNs that can be received is 16 differentones, but that can be increased in future firmware revision if needed.Several signals can be extracted from one PGN."Fuel Rate", "Engine Hours" and "Battery Voltage" from CAN arehandled in a fixed way by the DCU firmware. These signals will, ifchosen from CAN in Rudolf, replace the internal DCU signals.In current firmware revision at least one CAN signal must be defined onone of the channels in the range 12 to 17, if CAN is to be used.Auto-Maskin AS can make measurements / logs on an engine in order tofigure out which signals are available from the engine.Some engines may have proprietary CAN signals. If so, and they shall beused, documentation should be supplied.Broadcasted DM1 diagnostics is supported and described in a separatechapter.Fuel RateIf "Fuel Rate" from CAN is in use under Analog inputs in Rudolf, thenfuel total and average values are calculated by the DCU and available in aseparate view.CAN / J1939 ManualCAN / J1939 – DCU 305 R3 8
Engine HoursIf “Total Engine Hours” is selected as J1939 (CAN) in Rudolf, the DCUwill read the value from the engine controller and make it available in aseparate view.Battery VoltageIf “Start Batter Voltage” is J1939 (CAN) in Rudolf, the range for the bargraph is zero to 50 volts.J1939 (CAN) supports three different voltages, Alternator, Electrical andBattery. It varies from engine brand which one(s) is sent from the engine.This can be selected in Rudolf.Even if selecting to read voltage via CAN, the DCU measures its ownvoltage on terminals 1 and 2 in order to decide if it needs to give an alarmfor low battery voltage.Analogue Bar GraphsThe range for the bar graphs are according to the J1939 (CAN)specification, and for some very few instruments, with a range starting onfor instance –273 degrees, this results in a almost stationary bar graph.Broken Wire [CAN]This alarm is issued when there's no longer any CAN data being receivedon the CAN bus on P10.The alarm will come if there is a broken wire in the can bus, on poweringoff the engine controller, or if P10 on the back of the DCU isdisconnected.CAN Status ScreenA screen for the status of the CAN connection exists. It is reached fromthe Menu screen.Depending on the firmware version, during normal operation, there willbe a Rx counter counting, or the text “Receiving”.In the latest firmware version you have to select “More” to see thecounters mentioned below.If for instance the CAN cable has been disconnected or the enginecontroller has been off, then the value for "CAN1708reSt's" will haveincreased with 1,2,3,5 or 7 times the number of for instanceCAN / J1939 ManualCAN / J1939 – DCU 305 R3 9
disconnections of the cable. The value it is incremented with (for eachevent) indicates the reason for the event. Further more, the"CANerrorCodes" will have increased as well.If "CANerrorCodes" increase frequently, then it could be poor contact, ora lot of signal interference.If "CANwarning" is "Yes", that could be lack of power to the enginecontroller.Depending on firmware version, there are other functions on this screenthat is for Auto-Maskin usage only.DM1 DiagnosticsIf the engine controller has discovered a problem with for instance asensor or a component, and broadcasts the "DM1" message, then this willgive an Alarm or a Warning on the DCU.If the DM1 message indicates "Protect Lamp" (value out of normaloperational range), or "Red Stop Lamp" (Fault justifying shutting downthe engine), then the DCU will give an Alarm with the text"Diagnostics:.".If only "Amber Warning Lamp" (Problems that do not justify shuttingdown the engine), or "Malfunction Indicator Lamp" (Emission relatedproblems) is indicated, the DCU will only give a Warning.The alarm/warning text for Diagnostics is somewhat different from otheralarm/warning texts, as it dynamically updates the text showing the faultcodes for each fault in turn if there is more than one.There's a limit of 16 simultaneous faults for the dynamic update. Thetotal number of faults will be correctly shown also if there are more .Example: "Diagnostics: ( 3) 2: SPN 110 FMI 2" means that the enginecontroller is sending active diagnosis for 3 SPNs, and that the secondSPN is number 110, and has the Fault Mode Indication (type of fault) 2.See the diagnostics chapter at the end of this document.If the fault situation ceases, but the alarm has not been acknowledged,then the alarm text will read "Diagnostics: ( 0) ." and theremaining text should be ignored. The text/alarm will disappear whenacknowledged.In the event log only the text "Diagnostics" is shown.It is possible (but not recommended), to configure the "Protect Lamp" togive only a Warning.It is possible to specify that if it's only a specific SPN being reported asfaulty, no alarm/warning should be given.It is possible to disable the DM1 Diagnostics functionality completely.From firmware version 6.40 the DM1 message data is also available inModbus/Comli registers.CAN / J1939 ManualCAN / J1939 – DCU 305 R3 10
From firmware version 6.40 there’s a screen for showing the activediagnostic codes as readable text.From firmware version 6.53 the vendor may have configured specificalarms for specific spn/fmi codes that will appear in addition to thealarm/warning mentioned above if they occure.It is possible for Auto-Maskin to add texts for a specific engine / vendor.If diagnostics history is wanted, engine diagnosis equipment must beconnected to the engine.CompatibilityThe implementation / usage of the J1939 standard [a][b] may differslightly from engine (controller) to engine (controller), depending on thevendor. Thus a setup that works with one engine controller(configuration), may need some minor adoptions before it will support allsignals from another controller. Most signals are however the same, andwill work on most engines.The DCU support reception of PGNs sent in packets [a], and reception ofsingle- or multi-packet DM1 diagnosis broadcasted messages [b].DM1 SPN number display for diagnosis is supported up to 65535, andwhen coded according to revision 4 of [b] 5.7.1.7Auto-Maskin AS can make proprietary solutions.CAN / J1939 ManualCAN / J1939 – DCU 305 R3 11
DiagnosticsSPNsA complete list of SPN numbers can be obtained in the SAE J1939-71 [a](available from the SAE organization). SPN numbers can also be vendorspecific, and a vendor may have used a SPN slightly different frombelow, or may be using SPN numbers not listed below.This list is intended as help in case you don’t have any vendor providedinformation available.CAN / J1939 Manual16Fuel filter (suction side) differential pressure (see also 1382)21Engine ecu temperature (use 1136)22Extended crankcase blow-by pressure46Pneumatic supply pressure51Throttle position52Engine intercooler temperature53Transmission synchronizer clutch value54Transmission synchronizer brake value59Shift finger gear position60Shift finger rail position69Two speed axle switch72Blower bypass valve position73Auxiliary pump pressure74Maximum vessel speed limit81Particulate trap inlet pressure82Air start pressure86Cruise control set speed87Cruise control high set limit speed88Cruise control low set limit speed90Power takeoff oil temperature91Throttle / Accelerator pedal position 192Percent load at current speed94Fuel delivery pressure 3595Fuel filter differential pressureDiagnostics 12
CAN / J1939 Manual96Fuel level97Water in fuel indicator98Engine oil level99Engine oil filter differential pressure100Engine oil pressure101Crankcase pressure102Boost pressure103Turbocharger 1 speed . 37104Turbocharger lube oil pressure 1105Intake manifold 1 temperature106Air inlet pressure107Air filter 1 differential pressure108Barometric pressure109Coolant pressure110Engine coolant temperature111Coolant level112Coolant filter differential pressure114Net battery current115Alternator current123Clutch pressure124Transmission oil level126Transmission filter differential pressure127Transmission oil pressure129Injector metering rail 2 pressure (duplicate, use 1349)132Inlet air mass flow rate136Auxiliary vacuum pressure reading137Auxiliary gage pressure reading 1138Auxiliary absolute pressure reading156Injector timing rail 1 pressure157Injector metering rail 1 pressure158Battery potential (voltage), switched159Gas supply pressure160Main shaft speed161Input shaft speed162Transmission requested range163Transmission current range164Injection control pressure166Rated engine power167Alternator potential (voltage)168Electrical potential (voltage)172Air inlet manifold temperature173Exhaust gas temperature174Fuel temperatureDiagnostics 13
CAN / J1939 Manual175Engine oil temperature 1176Turbo oil temperature177Transmission oil temperature182Trip fuel183Fuel rate184Instantaneous fuel economy185Average fuel economy186Power takeoff speed187Power takeoff set speed188Engine speed at idle, point 1 (engine configuration)189Rated engine speed190Engine speed191Output shaft speed228Engine timing233Unit number (power unit)234Software identification235Total idle hours236Total idle fuel used237System identification number244Trip distance245Total distance246Total hours247Total engine hours248Total power takeoff hours249Total engine revolutions250Total fuel used253Personality module411Exhaust gas recirculation differential pressure412Exhaust gas recirculation temperature441Auxiliary temperature 1442Auxiliary temperature 2444Battery 2 potential (voltage)512Driver's demand engine - percent torque513Actual engine - percent torque514Nominal friction - percent torque515Engine's desired operating speed / Secondary throttle position516Absolute vessel speed517Navigation-based vessel speed518Requested torque/torque limit519Engine's desired operating speed asymmetry adjustment522Percent clutch slip523Current gear524Selected gearDiagnostics 14
CAN / J1939 Manual525Requested gear526Actual gear ratio528Engine speed at point 2 (engine configuration)529Engine speed at point 3 (engine configuration)530Engine speed at point 4 (engine configuration)531Engine speed at point 5 (engine configuration)532Engine speed at high idle, point 6 (engine configuration)533Maximum momentary engine override speed, point 7 (engine configuration)534Maximum momentary override time limit (engine configuration)535Requested speed control range lower limit (engine configuration)536Requested speed control range upper limit (engine configuration)537Requested torque control range lower limit (engine configuration)538Requested torque control range upper limit (engine configuration)539Percent torque at idle, point 1 (engine configuration)540Percent torque at point 2 (engine configuration)541Percent torque at point 3 (engine configuration)542Percent torque at point 4 (engine configuration)543Percent torque at point 5 (engine configuration)544Reference engine torque (engine configuration)545Gain (kp) of the endspeed governor (engine configuration)558Accelerator pedal 1 low idle switch559Accelerator pedal kickdown switch560Driveline engaged561ASR engine control active573Torque converter lockup engaged574Shift in process578Drive axle temperature580Altitude axle temperature581Transmission gear ratio582Axle weight583Pitch weight584Latitude weight585Longitude weight586Make weight587Model weight588Serial number589Alternator speed590Idle shutdown timer state591Idle shutdown timer function592Idle shutdown timer override593Idle shutdown has shutdown engine594Idle shutdown driver alert mode598Clutch switchDiagnostics 15
CAN / J1939 Manual604Transmission neutral switch605Refrigerant high pressure switch606Momentary engine overspeed enable607Progressive shift disable6205 Volt sensor DC power supply651Injector cylinder 1652Injector cylinder 2653Injector cylinder 3654Injector cylinder 4655Injector cylinder 5656Injector cylinder 6678Digital sensor supply681Gear shift inhibit request682Torque converter lockup disable request683Disengage driveline request684Requested percent clutch slip695Override control mode696Requested speed control conditions701Auxiliary i/o #01702Auxiliary i/o #02703Auxiliary i/o #03704Auxiliary i/o #04705Auxiliary i/o #05706Auxiliary i/o #06707Auxiliary i/o #07708Auxiliary i/o #08709Auxiliary i/o #09710Auxiliary i/o #10711Auxiliary i/o #11712Auxiliary i/o #12713Auxiliary i/o #13714Auxiliary i/o #14715Auxiliary i/o #15716Auxiliary i/o #16723Secondary engine speed740Lockup clutch actuator767Transmission reverse direction switch768Range high actuator769Range low actuator770Splitter direct actuator771Splitter indirect actuator772Shift finger rail actuator 1773Shift finger gear actuator 1Diagnostics 16
CAN / J1939 Manual778Transmission high range sense switch779Transmission low range sense switch780Shift finger neutral indicator781Shift finger engagement indicator782Shift finger center rail indicator783Shift finger rail actuator 2784Shift finger gear actuator 2786Defuel actuator787Inertia brake actuator 94788Clutch actuator875Refrigerant low pressure switch897Override control mode priority898Requested speed/speed limit899Engine torque mode903Transmission forward direction switch911Service component identification912Service component identification913Service component identification914Service distance915Service delay/calendar time based916Service delay/operational time based917High resolution total vessel distance918High resolution trip distance927Location resolution trip distance928Axle location930Drive axle location957Number of forward gear ratios958Number of reverse gear ratios959Seconds of reverse gear ratios960Minutes of reverse gear ratios961Hours of reverse gear ratios962Day of reverse gear ratios963Month of reverse gear ratios964Year of reverse gear ratios965Number of software identification fields966Engine test mode switch967Idle decrement switch968Idle increment switch . 106969Remote accelerator enable switch970Auxiliary engine shutdown switch971Engine derate switch . 107972Accelerator interlock switch974Remote accelerator pedal positionDiagnostics 17
CAN / J1939 Manual975Estimated percent fan speed976PTO state977Fan drive state978Remote pto variable speed control switch979Remote pto preprogrammed speed control switch980PTO enable switch981PTO accelerate switch982PTO resume switch983PTO coast/decelerate switch984PTO set switch985A/c high pressure fan switch986Requested percent fan speed988Trip group 1989Trip group 2 - proprietary990Total compression brake distance991Trip compression brake distance992Trip service brake distance993Trip service brake applications994Trip fan on time995Trip fan on time due to the engine system996Trip fan on time due to a manual switch997Trip fan on time due to the a/c system998Trip distance on vsl . 114999Trip gear down distance1000Trip distance in top gear1001Trip drive fuel used1002Trip pto moving fuel used1003Trip pto non-moving fuel used1004Trip idle fuel used1005Trip cruise fuel used . 1161006Trip drive fuel economy1007Trip drive fuel used (gaseous)1008Trip pto moving fuel used (gaseous)1009Trip pto non-moving fuel used (gaseous)1010Trip idle fuel used (gaseous)1011Trip cruise fuel used (gaseous)1012Trip drive fuel economy (gaseous)1013Trip maximum engine speed1014Trip average engine speed1015Trip drive average load factor1016Total drive average load factor1017Total engine cruise time1018Trip maximum speedDiagnostics 18
CAN / J1939 Manual1019Trip cruise distance1020Trip number of hot shutdowns1021Trip number of idle shutdowns1022Trip number of idle shutdown overrides1023Trip sudden decelerations1024Trip time in vsl1025Trip time in top gear 1211026Trip time in gear down1027Trip time in derate by engine1028Total engine pto fuel used1029Trip average fuel rate1030Total engine pto fuel used (gaseous)1031Trip average fuel rate (gaseous)1032Total ecu distance1033Total ecu run time1034Trip cruise time1035Trip pto time1036Trip engine running time1037Trip idle time1038Trip air compressor on time1039Trip fuel (gaseous)1040Total fuel used (gaseous)1081Wait to start lamp1082Engine coolant load increase1083Auxiliary i/o channel #11084Auxiliary i/o channel #21089Auxiliary equipment supply pressure1107Engine protection system timer state1108Engine protection system timer override1109Engine protection system approaching shutdown1110Engine protection system has shutdown engine1111Engine protection system configuration1113Recommended gear1114Lowest possible gear . 1311115Highest possible gear . 1321116Gaseous fuel correction factor1117Desired rated exhaust oxygen1118Desired exhaust oxygen1119Actual exhaust oxygen1120Articulation angle1122Alternator bearing 1 temperature1123Alternator bearing 2 temperature1124Alternator winding 1 temperatureDiagnostics 19
CAN / J1939 Manual1125Alternator winding 2 temperature1126Alternator winding 3 temperature1127Turbocharger 1 boost pressure1128Turbocharger 2 boost pressure1129Turbocharger 3 boost pressure1130Turbocharger 4 boost pressure1131Intake manifold 2 temperature1132Intake manifold 3 temperature1133Intake manifold 4 temperature1134Engine intercooler thermostat opening1135Engine oil temperature 21136Engine ecu temperature1137Exhaust gas port 1 temperature1138Exhaust gas port 2 temperature1139Exhaust gas port 3 temperature1140Exhaust gas port 4 temperature1141Exhaust gas port 5 temperature1142Exhaust gas port 6 temperature1143Exhaust gas port 7 temperature1144Exhaust gas port 8 temperature1145Exhaust gas port 9 temperature1146Exhaust gas port 10 temperature1147Exhaust gas port 11 temperature1148Exhaust gas port 12 temperature1149Exhaust gas port 13 temperature1150Exhaust gas port 14 temperature1151Exhaust gas port 15 temperature1152Exhaust gas port 16 temperature1153Exhaust gas port 17 temperature1154Exhaust gas port 18 temperature1155Exhaust gas port 19 temperature1156Exhaust gas port 20 temperature1157Main bearing 1 temperature1158Main bearing 2 temperature1159Main bearing 3 temperature1160Main bearing 4 temperature1161Main bearing 5 temperature1162Main bearing 6 temperature1163Main bearing 7 temperature1164Main bearing 8 temperature1165Main bearing 9 temperature1166Main bearing 10 temperature1167Main bearing 11 temperatureDiagnostics 20
CAN / J1939 Manual1168Turbocharger lube oil pressure 21169Turbocharger 2 speed . 1421170Turbocharger 3 speed . 1421171Turbocharger 4 speed . 1421172Turbocharger 1 compressor inlet temperature1173Turbocharger 2 compressor inlet temperature1174Turbocharger 3 compressor inlet temperature1175Turbocharger 4 compressor inlet temperature1176Turbocharger 1 compressor inlet pressure1177Turbocharger 2 compressor inlet pressure1178Turbocharger 3 compressor inlet pressure1179Turbocharger 4 compressor inlet pressure1180Turbocharger 1 turbine inlet temperature1181Turbocharger 2 turbine inlet temperature1182Turbocharger 3 turbine inlet temperature1183Turbocharger 4 turbine inlet temperature1184Turbocharger 1 turbine outlet temperature1185Turbocharger 2 turbine outlet temperature1186Turboc
Title: CAN / J1939 Manual Revision: November 2007 All trademarks acknowledged. Related articles DCU 305 R3 Communication Manual. DCU 305 R3 Installation Manual. Rudolf R3 User’s Manual, English. Rudolf R3 Configuration Software. [a] SAE, J1939-71
Related J1939 document J1939/7X: Application Layer J1939/71: Common application J1939/72: Virtual Terminal J1939/73: Diagnostics J1939/31: Bridge, Router, Gateway J1939/21: Transport Protocols J1939/1X: Physical Layer J1939/11: 250Kbps, Twisted Shielded Pair J1939/13: Diagnostic Plug ISO/OSI Layers Model Introduction to J1939 1 Physical Layer 2 .
The SAE J1939 protocol is commonly used in the commercial vehicle area for communi-cation in the commercial vehicle. But there are also other protocols based on J1939 like . The CAN standard was upgraded from 11 bit to 29 bit identi ers to ful ll the need to embed all J1939 general message information (Protocol Data Unit) in the CAN identi er .
functionality for the J1939 following J1939 standards: J1939-21 J1939-71 J1939-73 J1939-81 The J1939 Protocol Stack is independ ent from the used CAN hardware and operating system. Access to the CAN hardware is done via the CANpie API, which is available for a wide range of C
1.1. Typical SAE J1939-15 Network Topology with Au SAE J1939 Simulator . A typical SAE J1939-15 network topology with Au SAE J1939 Simulator is illustrated in Figure 1-2. Figure 1-2 Typical SAE J1939-15 network topology with Au SAE J1939 Simulators . 1.2.
SAE J1939 Standards Collection scheme is based on the ISO/OSI 7-Layer Model . J1939-31 Network Layer J1939-71 Vehicle Application Layer J1939-73 Application Layer – Diagnostics J1939-74 Application - Configurable Messaging J1939-75 Application Layer - File Size: 1MB
measured values and parameters can be accessed via the J1939 protocol The individual configuration can be saved in the internal permanent memory 6.1 Structure of the SAE J1939 protocol The SAE J1939 protocol uses a 29-bit CAN identifier (extended frame format CAN 2 0B) A J1939 message has the following structure: J1939 message
“J1939/71” refer to the Applications Layer, document J1939/21 the Data Link Layer, etc. CAN Message Format in J1939 Although J1939 utilizes normal 29-bit CAN messages with up to 8 bytes of data, here the CAN identifier quasi defines the mask of a uniform J1939 scheme (Figure 2).
User Manual J1939 / CANopen RECEIVE J1939: By pressing the “Receive J1939” button from the main window of SW67212 (Fig. 2) the window “Receive J1939 frame” appears (Fig. 4): In the right scenario: In the field “PGN” insert the PGN of the data you would to read from CANopen. (in the J1939 protocol the PGN is an identifier);
