W203 since 2000 of release
Repair and operation of the car
+ Mercedes-Benz cars of class C (W-203)
+ Operation manual
+ Routine maintenance
+ Cooling system and heating
+ Power supply system and release
+ Engine electric equipment
+ Manual transmission
+ Automatic transmission
+ Coupling and power shafts
+ Brake system
+ Suspension bracket and steering
- Onboard electric equipment
Diagnostics of malfunctions of onboard electric equipment - the general information
Check of the electric motor of a screen wiper
Check of the warmed back glass
Relay and safety locks
Replacement of glow lamps of devices of external lighting
Replacement of glow lamps of devices of internal lighting
Removal and installation of the sensor of daylight
Removal and installation of a headlight
Removal and installation of a fog light
Removal and installation of the lens of a fog light
Removal and installation of a back lamp
Replacement of the battery of a key of the ignition/remote control
Removal and installation of the electric motor of screenwash
Removal and installation of the electric motor of a cleaner of back glass
Removal and installation of the tank of water and electric motor of the pump
Removal and installation of the sensor of a rain
Removal and installation of a sound signal
Removal and installation of sensors of the parking
Removal and installation of the sensor of temperature of external air
Removal and installation of the control panel
Removal and installation of the understeering switch
Removal and installation of the switch of a forward plafond on a ceiling
Removal and installation of group of switches to the left of the control panel
Removal and installation of the switch of the central console
Removal and installation of switches in the doorway
Removal and installation of door switches of internal lighting
Removal and installation of precautionary indexes of the assistant to the parking
Removal and installation of the lighter
Removal and installation of the radio receiver
Removal and installation of a loudspeaker
Digital tire of data of CAN
The uniform lock - general information
Installation of additional electric and electronic devices
Appointment and arrangement of electric sockets
+ Schemes of electric equipment
Digital tire of data of CANData exchange on CAN tire
On the car several network tires of data exchange of CAN (Controller Area Network) between blocks (modules) of management of various systems and controllers of actuation mechanisms of the car are used.
Separate control units are united with each other in the general network and can exchange data.
The tire is bidirectional, i.e. any device connected to it can accept and transfer messages.
The signal from a sensitive element (sensor) comes to the next control unit which processes it and transfers to the tire of data of CAN.
Any control unit connected to the tire of data of CAN can read out this signal, calculate value of the managing director of influence on its basis and operate an executive servomechanism.
At usual cable connection of electric and electronic devices direct connection of each control unit with all sensors and executive elements from which it receives results of measurements or which operates is carried out.
Complication of a control system leads to the excessive length or large number of cable lines.
In comparison with standard cable distributing the tire of data provides:
· Reduction of quantity of cables. Wires from sensors reach only for the next control unit which will transform the measured values to a package of data and transfers him to CAN tire.
· Any control unit which on the tire of CAN receives the corresponding package of data can operate the executive mechanism, and on its basis counts value of the operating impact on a servomechanism.
· Improvement of electromagnetic compatibility.
· Reduction of number of shtekerny connections and reduction of quantity of contact conclusions on control units.
· Weight reduction.
· Reduction of number of sensors since signals of one sensor (for example, from the sensor of temperature of cooling liquid) can be used by various systems.
· Improvement of opportunities of diagnosing. Since signals of one sensor (for example, a speed signal) are used by various systems, in case the message on malfunction is given by all the systems using this signal, the sensor or the control unit processing its signals is faulty, as a rule. If the message on malfunction arrives only from one system though this signal is used also by other systems, then the cause of defect, most often, is concluded in the processing control unit or a servomechanism.
· High speed of data transmission – is possible to 1mbit/with with the maximum length of the line of 40 m. Now on the Mercedes-Benz car the speed of data transmission makes from 83 Kbps to 500 Kbps.
· Several messages can serially be transferred on the same line.
The tire of data of CAN consists of the strong wire executed in the form of twisted couple. All devices (control units of devices) are connected to this line.
Data transmission is carried out with duplication on both wires, and logical levels of the tire of data have mirror display (that is if on one wire the level of logical zero (0) is transferred, then on other wire the level of logical unit (1) and vice versa is transferred).
The two-wire scheme of transfer is used for two reasons: for identification of mistakes and as reliability basis.
If the peak of tension arises only on one wire (for example, owing to problems about EMS (electromagnetic compatibility)), then blocks receivers can identify it as a mistake and to ignore this peak of tension.
If there is a short circuit or break of one of two wires of the tire of data of CAN, then thanks to the integrated hardware-software system of reliability there will be a switching in an operating mode according to the single-wire scheme. The damaged transferring line will not be used.
The order and format of the messages transferred and accepted by users (subscribers) is defined in the protocol of data exchange.
Essential distinctive sign of the tire of data of CAN in comparison with other tire systems which are based on the principle of subscriber addressing is the addressing correlated to the message.
It means that its permanent address (identifier) marking contents of this message is appropriated to each message on the tire of data of CAN (for example: temperature of cooling liquid). The protocol of the tire of data of CAN allows transfer to 2048 various messages, and addresses from 2033 to 2048 are constantly fixed.
The volume of data in one message on the tire of data of CAN makes 8 bytes.
The block receiver processes only those messages (packages of data) which are kept in its list of the data of CAN of messages (control of the acceptability) accepted on the tire.
Packages of data can be transferred only if the tire of data of CAN is free (i.e. if after the last package of data the interval of 3 bits followed, and any of control units does not begin to transfer the message).
At the same time the logical level of the tire of data has to be recessive (logical "1").
If several control units at the same time begin to transfer messages, then the principle of priority according to which the message on the tire of data of CAN with the top priority will be transferred to the first without loss of time or bits (arbitration of inquiries of access to the general tire of data) comes into force.
Each control unit losing the right of arbitration automatically switches to reception and repeats attempt to send the message as soon as the tire of data of CAN again is released.
Except packages of data there is also a package of request of a certain message on the tire of data of CAN.
In this case the control unit which can provide a required package of data reacts to this inquiry.
Format of a package of data
In the usual mode of transfer packages of data have the following configurations of blocks (frames):
• Data Frame (a message frame) for transmission of messages on the tire of data of CAN (e.g.: temperature of cooling liquid).
• Remote Frame (an inquiry frame) for request of messages on the tire of data of CAN from other control unit.
• Error Frame (a mistake frame) all connected control units are notified that there was a mistake and the last message on the tire of data of CAN is invalid.
The protocol of the tire of data of CAN supports two various formats of frames of the message on the tire of data of CAN which differ only on identifier length:
- standard format;
- expanded format.
Now DaimlerChrysler uses only a standard format.
• Start of Frame (starting bit): Marks the beginning of the message and synchronizes all modules.
• Arbitration Field (identifier and inquiry): This field consists of the identifier (address) in 11 bits and 1 control bit (Remote Transmission Request-Bit). This control bit marks a package as Data Frame (a message frame) or as Remote Frame (an inquiry frame) without bytes of data.
• Control Field (the operating bits): The management field (6 bits) contains IDE bats (Identifier Extension Bit) for recognition of a standard and expanded format, reserve bit for the subsequent expansions and - in the last 4 bits - the number of bytes of the data put in Data Field (data field).
• Data Field (this): The data field may contain from 0 to 8 bytes of data. The message on the tire of data of CAN 0 bytes long is used for synchronization of the distributed processes.
• CRC Field (control field): Cyclic-Redundancy-Check Field contains 16 bits and serves for control recognition of mistakes by transfer.
• ACK Field (reception confirmation): Acknowledgement Field contains a signal of confirmation of reception of all blocks receivers which received the message on CAN tire without mistakes.
• End of Frame (end of a frame): Marks the end of a package of data.
• Intermission (interval): Interval between two packages of data. The interval has to make not less than 3 bits. After that any control unit can transfer the following package of data.
• IDLE (rest mode): If any control unit does not transfer messages, then the tire of CAN remains in the rest mode before transfer of the following package of data.
For data processing the possibility of their bystry transfer has to be in real time provided.
It assumes not only existence of the line with a high physical speed of data transmission, but also demands also expeditious providing access to the general tire of CAN if several control units need to transfer messages at the same time.
For the purpose of differentiation of the data of CAN of messages on urgency degree transferred on the tire, for separate messages various priorities are provided.
The ignition advancing corner, for example, has the highest priority, values of pro-slipping - average, and temperature of external air - the lowest priority.
The priority with which the message is transferred on CAN tire, is defined by the identifier (address) of the corresponding message.
The identifier corresponding to smaller binary number has higher priority and vice versa.
The protocol of the tire of data of CAN is based on two logical states: Bits are or "recessive" (logical "1"), or "prepotent" (logical "0"). If the prepotent bit is transferred by at least one module, then the recessive bits transferred by other modules are rewritten.
If several control units at the same time begin data transmission, then the conflict of access to the general tire of data is resolved by means of "bit-by-bit arbitration of inquiries of the general resource" by means of the corresponding identifiers.
By transfer of the field of the identifier the block transmitter after each bit checks whether he has still rights of transfer, or already other control unit transfers on the tire of data of CAN the message with higher priority.
If the recessive bit transferred by the first block transmitter is rewritten by prepotent bit of other block transmitter, then the first block transmitter loses the right of transfer (arbitration) and becomes the block receiver.
The first control unit (N I) loses arbitration from the 3rd bit.
The elements connected to the fiber-optical tire of D2B