SAE R-446-2016 Data Acquisition from HD Vehicles Using J1939 CAN Bus (To Purchase Call 1-800-854-7179 USA Canada or 303-397-7956 Worldwide).pdf

1、Data Acquisition from HD Vehicles Using J1939 CAN Bus By Richard P . Walter and Eric P . WalterOther SAE books of interest Heavy-Duty Wheeled Vehicles: Design, Theory, Calculations By Boris Nikolaevich Belousov and Sergey D. Popov (Product Code R-419) Engine Emissions Measurement Handbook By Hiroshi

2、 Nakamura and Masayuki Adachi (Product Code JPF-HOR-002) Advanced Hybrid Powertrains for Commercial Vehicles By Haoran Hu, Simon Basely and Rudolf M. Smaling (Product Code R-396) For more information or to order a book, contact: SAE INTERNATIONAL 400 Commonwealth Drive Warrendale, PA 15096 Phone: +1

3、.877.606.7323 (U.S. and Canada only) or +1.724.776.4970 (outside U.S. and Canada) Fax: +1.724.776.0790 Email: CustomerServicesae.org Website: books.sae.orgData Acquisition from HD Vehicles Using J1939 CAN Bus Warrendale, Pennsylvania, USA By Richard P . Walter and Eric P . Walter Copyright 2016 SAE

4、International eISBN: 978-0-7680-8308-8Copyright 2016 SAE International. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, distributed, or transmitted, in any form or by any means without the prior written permission of SAE International. For permission

5、 and licensing requests, contact SAE Permissions, 400 Commonwealth Drive, Warrendale, PA 15096-0001 USA; e-mail: copyrightsae.org; phone: 724-772-4028; fax: 724-772-9765. Library of Congress Catalog Number 2016933310 SAE Order Number R-446 http:/dx.doi.org/10.4271/R-446 Information contained in this

6、 work has been obtained by SAE International from sources believed to be reliable. However, neither SAE International nor its authors guarantee the accuracy or completeness of any information published herein and neither SAE International nor its authors shall be responsible for any errors, omission

7、s, or damages arising out of use of this information. This work is published with the understanding that SAE International and its authors are supplying information, but are not attempting to render engineering or other professional services. If such services are required, the assistance of an appro

8、priate professional should be sought. ISBN-Print 978-0-7680-8172-5 ISBN-PDF 978-0-7680-8308-8 ISBN-epub 978-0-7680-8310-1 ISBN-prc 978-0-7680-8309-5 To purchase bulk quantities, please contact: SAE Customer Service E-mail: CustomerServicesae.org Phone: +1.877.606.7323 (inside USA and Canada)+1.724.7

9、76.4970 (outside USA) Fax: +1.724.776.0790 Visit the SAE Bookstore at BOOKS.SAE.ORG 400 Commonwealth Drive Warrendale, PA 15096 E-mail: CustomerServicesae.org Phone: +1.877.606.7323 (inside USA and Canada)+1.724.776.4970 (outside USA) Fax: +1.724.776.0790v Chapter 1 Benefits and Applications of the

10、In-Vehicle Network for Data Acquisition 1 1.1 OverviewData Gold Mine.1 1.2 Focus and Assumptions of This Book .2 1.3 Access to the Data 2 1.4 Normal and Requested Messages 2 1.4.1 Normal Messages 2 1.4.2 Requested (Diagnostic/Polled/Event) Messages 3 1.4.3 Requested Versus Normal Messages 3 1.5 Comp

11、aring Light- and Heavy-Duty Vehicle Designs .3 1.6 Medium-Duty Vehicles5 1.7 Applications 5 1.8 How to Use This Book .5 References 6 Chapter 2 Comparison with Traditional Data Acquisition 7 2.1 Acquiring Data with Our Own Sensors 7 2.2 In-Vehicle Network Data .8 2.3 Acquiring Parameters from the Net

12、work .9 2.4 Complications of Network Versus Direct Sensors 9 Chapter 3 Binary, Hex, Bits, and Bytes 11 3.1 Introduction to Bits, Binary, and Hexadecimal Conventions 11 3.2 Hexadecimal Designations .12 3.3 Introduction to Bits and Bytes 12 3.4 11- and 29-Bit CAN IDs .12 3.5 Data Conventions .13 3.5.1

13、 Conversion Format .13 3.5.2 Byte Format 13 3.5.3 Byte Order 14 Chapter 4 Controller Area Network (CAN) Protocol 17 4.1 What is CAN? .17 4.2 What Does CAN Define? 19 4.2.1 Layer 1Physical Layer 19 4.2.2 Level 2Data Link Layer 20 4.3 Applications of CAN .22 4.4 CAN on Light-duty Vehicles Using ISO 15

14、765 23 References 23 Table of Contents vi Chapter 5 J1939 Standard Overview 25 5.1 Introduction 25 5.2 Previous In-Vehicle Network Standards (J1708 and J1587) .27 5.3 J1939 Overview and Industry-Specific Standards .28 5.3.1 J1939 Top-Level Document .28 5.3.2 J1939DA Digital Annex29 5.3.3 J1939/01 On

15、-Highway Equipment Control and Communication Network .29 5.3.4 J1939/02 - Agricultural and Forestry Off-Road Machinery Control and Communication Network 30 5.3.5 J1939/05 Marine Stern Drive and Inboard Spark-Ignition Engine On-Board Diagnostics Implementation Guide .31 5.4 J1939/7x Background Applic

16、ation Standards 31 5.4.1 J1939/74 Application Configurable Messaging .31 5.4.2 J1939/75 Generator Sets and Industrial 32 5.5 J1939/8x .32 5.5.1 J1939/81 Network Management 32 5.5.2 J1939/82 ComplianceTruck and Bus .33 5.6 Most Important J1939 Standards .34 References 34 Chapter 6 J1939 Lower Layer S

17、pecifications . 35 6.1 Physical Layer .35 6.1.1 J1939/11Physical Layer250 kbits/s, Shielded Twisted Pair 35 6.1.2 J1939/13Off-Board Diagnostic Connector .36 6.1.3 J1939/14Physical Layer, 500 kbits/s 38 6.1.4 J1939/15Physical Layer, 250 kbits/s, Unshielded Twisted Pair .38 6.2 Data Layer .38 6.2.1 J1

18、939/21Data Link LayerMessage Format 39 6.2.2 J1939/21Data Link LayerTransmitting Messages 44 6.2.2.1 Broadcast Announce Message (Global) .45 6.2.2.2 Broadcast Long Message Example: PGN-FEE3 (65251) Engine Configuration 45 6.2.2.3 Connection Management (Targeted) 45 6.2.2.4 Request Messages .46 6.3 N

19、etwork Layer (J1939/31) 46 References 49 Chapter 7 Application Layer (J1939/71) 51 7.1 PGNs and SPNs 51 7.2 J1939 Message Data Format 53 7.3 Scaling Information54 7.4 Transmission Rate 55 7.5 Digital Annex (J1939DA) .557.6 Logging J1939 Data with a Test Tool .55 7.6.1 Example J1939/71 Database Edito

20、r 56 7.6.2 Selecting Parameters to Acquire .57 7.6.3 Finding Available Parameters .57 7.6.4 Sorting by Name, Unit, or PGN 58 7.6.5 Defining the Acquisition Rate and Source Address .58 7.6.6 Importing Proprietary Messages 58 7.7 Sample J1939 Message File .58 References 60 Chapter 8 Diagnostics (J1939

21、/73) .61 8.1 Overview .61 8.2 Diagnostic Messages 62 8.3 Diagnostic Trouble Codes .64 8.3.1 Lamp Status (First Byte) .64 8.3.2 Second Byte 65 8.3.3 HD DTC Parameters (Bytes 3 through 6) 65 8.3.3.1 Suspect Parameter Number.65 8.3.3.2 Failure Mode Identifier 65 8.3.3.3 Occurrence Count .66 8.3.3.4 SPN

22、 Conversion Method .66 8.3.4 Controller ID 66 8.3.5 Example 66 8.3.6 Multiple DTCs Reported 67 8.4 Comparing HD OBD with LD OBD-II 68 8.5 Targeted or Global Requests .69 References 70 Chapter 9 Heavy-Duty On-Board Diagnostic (HD-OBD) . 71 9.1 Introduction of OBD 71 9.2 Worldwide Harmonized On-Board-

23、Diagnostics (WWH-OBD) 72 9.3 J1939/03 On-Board Diagnostics Implementation Guide .73 9.4 J1939/84 OBD Communications Compliance Test Cases for Heavy-Duty Components and Vehicles .73 9.5 Comparing LD with HD-OBD .74 9.5.1 Comparing HD and LD Standards .74 9.5.2 Comparing HD and LD Approaches .74 9.5.3

24、 Comparing HD Messages with LD Test Modes .75 9.6 Example Fault Codes .76 9.6.1 Example Fault Codes Using J1979 for OBD-II 77 9.6.2 Example Fault Codes Using UDS ISO 14229 for EOBD 78 9.6.3 Example Fault Codes Using J1939 80 9.6.4 Example Fault Codes Using WWH-OBD 80 References 83 viiChapter 10 Exam

25、ples of J1939 Data 85 10.1 Sample J1939 Message File .85 10.2 Debugging Controllers and Reverse Engineering non-Standard J1939 Messages 86 10.3 Example Scaled Engineering Data .89 10.4 Web-Based Dashboards and Example Applications .92 10.4.1 Fleet Data 92 10.4.2 Diagnostics and Alerts93 10.4.3 Diagn

26、osing Intermittent Problems .94 10.4.4 Fuel Economy 96 10.4.5 Duty Cycle and Drive Cycle Analysis 97 References 97 Chapter 11 Data Storage and Transfer . 99 11.1 File Size 99 11.1.1 Estimating File Size .99 11.1.2 File Format and Compression .100 11.2 Data Transfer Options and Data Rates 100 11.2.1

27、WiFi .101 11.2.2 Cellular102 11.2.3 Bluetooth.102 11.2.4 USB 102 11.3 Real-Time Data Versus Logging .103 11.3.1 Real-Time Data 103 11.3.2 Logging .103 11.3.3 Acquisition, Storage, Display, and Analysis Trade-Offs 104 Appendix A Abbreviations .105 Index . 111viii1 Chapter 1 Benefits and Applications

28、of the In-Vehicle Network for Data Acquisition 1.1 OverviewData Gold Mine Modern vehicles have electronic control units (ECUs) to control various subsystems such as the engine, brakes, steering, air conditioning, and infotainment. These ECUs (or simply “controllers”) are networked together to share

29、information. This information is a potential data gold mine for the data acquisition user. Figure 1.1 shows an example of ECUs on a typical truck in-vehicle network. Figure 1.1 Typical ECUs located on a vehicle. (Ref. 1-1) Each controller has its own data acquisition system which consists of sensors

30、, signal conditioning, an analog-to-digital converter, and processor. Each controller outputs directly measured and calculated data to the network to communicate with other 1 controllers. The number of controllers varies across vehicle models. Ten controllers are common on an HD truck, while some lu

31、xury cars are approaching 100 controllers. Here are the major functions a typical engine ECU performs: 1. Digitization of sensor data in real time 2. Interpretation of the sensor data 3. Adjustment of its actuators in real time for optimal airfuel mixture, ignition timing, idle speed, etc. An ECU co

32、nsists of both hardware and software (firmware). The acronym ECU is used by some to designate the engine control unit. We will use ECU for electronic control unit only, meaning that it can refer to any controller on the vehicle. 1.2 Focus and Assumptions of This Book The focus of this book is acquir

33、ing data from the in-vehicle network of HD vehicles using the SAE J1939 standard. This standard is used by medium-duty and HD vehicles including on- road trucks and buses and off-road vehicles for agriculture, construction, and mining. There will be comparisons with light-duty (LD) vehicles (cars an

34、d LD trucks) to point out major differences. It is assumed that the vehicles network is working properly, and debugging the in-vehicle network is not a focus of this book. 1.3 Access to the Data Accessing the in-vehicle network data requires electronic hardware (a test tool) such as scan tool or a d

35、ata logger. The test tool can interface with a PC or mobile device or work as a stand-alone data logger. The test tool appears as another controller on the in-vehicle network. Theoretically, the test tool can access all the data that the other controllers can access. The challenge for the test tool

36、is to locate the messages of interest and convert them into useful data. 1.4 Normal and Requested Messages There are two categories of in-vehicle network messages: Normal and Requested. Messages that are regularly sent without a request are Normal messages. Messages requiring a request are Requested

37、 messages. Normal messages are sometimes called Standard, Periodic, or Raw CAN (controller area network) messages. The term Normal will be used throughout this book. Requested messages are also referred to as Polled, Event-Driven, or Diagnostic messages in LD On-Board Diagnostics (OBD). 1.4.1 Normal

38、 Messages Normal messages share information across controllers and are critical to the vehicles operation. Either the Original Equipment Manufacturer (OEM) or the J1939 specification determines the necessary sample rate and resolution for the HD parameters that are sent within the Normal messages. T

39、he OEM has the challenge of not overloading the network bus by limiting the amount of Normal messages. Normal messages are on LD and HD vehicles, but only HD industries have standardized the information contained in the Normal messages. 2 Chapter 11.4.2 Requested (Diagnostic/Polled/Event) Messages R

40、equested messages are not required for normal vehicle operation, and they typically change very slowly. Examples are distance traveled (odometer) or total engine run time. 1.4.3 Requested Versus Normal Messages The Diagnostic/Polling/Request model used for LD OBD-II has the following traits 1-2: Inc

41、reases tool communication demands for parametric data Permits fully optimized point-to-point communication Is implemented in SAE J1978/SAE J1979 The Normal model used by J1939 for HD vehicles has the following traits: Transmits messages at specific time intervals to all controllers and the test tool

42、 Less demand on the test tool since requests are not being made Transmits only data that other controllers need; a key point is that the test tool will often not have access to the data if not transmitted as a Normal message Has a standard database defining messages (J1939/71 and J1939/DA) North Ame

43、rican HD vehicles have used normal messages since 1988 (starting with SAE J1708 discussed in chapter 5) 1.5 Comparing Light- and Heavy-Duty Vehicle Designs The HD vehicle test engineer will generally use Normal messages for data acquisition. In contrast, the LD vehicle tester primarily uses diagnost

44、ic messages. The reasons for this difference become clearer when we compare the two industries: Table 1.1 Characteristics of LD and HD Vehicles that Affect the Data Present on the In- Vehicle Network LD Car HD Truck One designmany copies Many designsfew copies Service as necessary Service as part of

45、 business One owner/car One owner1000 units Emotional decision to buy Business decision to buy 100,000+ miles = life 1M+ miles = life Light duty cycles Severe duty cycles OEM specs vehicle Customer specs vehicle Table 1.1 compares various attributes of (LD) and (HD) vehicles. The first and last bull

46、ets are key factors that affect the number of parameters available to the test engineer. The HD industry controllers are much more likely to share information with other controllers than LD industry controllers. An HD vehicle customer often specifies the manufacturers for various subsystems such as

47、the engine, transmission, HVAC (heating, ventilation, and air conditioning), and brakes as shown in Table 1.2. This means that each HD subsystem needs to share data with controllers from other manufacturers. 3 Benefits and Applications of the In-Vehicle Network for Data AcquisitionTable 1.2 Variatio

48、ns in Suppliers to Vehicle Manufacturers (Ref. 1-2) Truck Engine Transmission Rear Axle Autocar Cummins Allison Meritor, Dana Spicer CAT CAT CAT, Eaton Meritor Freightliner (Daimler) Detroit, Cummins Eaton Fuller, Allison Detroit, Meritor International (Navistar) Navistar, Cummins Eaton Fuller, Alli

49、son Meritor Kenworth PACCAR, Cummins Eaton Fuller, Allison Meritor, Dana Spicer Mack (Volvo Group) Mack, Cummins Allison Meritor Peterbilt PACCAR, Cummins Eaton Fuller, Allison Meritor, Dana Spicer Volvo Volvo, Cummins Volvo, Eaton Fuller Meritor, Dana Spicer Western Star (Daimler) Detroit, Cummins Eaton Fuller Detroit, Meritor Workhorse (Navistar) Navistar, Cummins Allison Dana Spicer The J1939 specification published in 2005 specified nearly 2000 parameters, and the 2012 version specifies over 5000 parameters. Typically, th