SECTION 1:

The Need For Training

 Corporate-Wide Impact
SALE & MARKETING – Customers asking for new features that can only be
accomplished through use of a datalink.

SOFTWARE & CONTROLS – Must consider the impact of our control system on
all information we send & receive via datalinks, and the system requirements &
behavior when replacing wired implementations with communication links.

PRODUCT ENGINEERS – Asked to specify how Allison products should interact

with other devices on the vehicle.

APPLICATION ENGINEERS – Almost all of our vehicle OEMs are using datalinks,
and we need to be able to help them integrate our product into their vehicle systems.

TECHNICIANS OR SERVICE ENGINEERS – When dealing with datalink-based

applications in the field, we need to understand how to diagnose and fix them.

Communication links affect virtually every area of Allison!

K. Karch – 2005 J1939 Training

3
 Product Evolution & Complexity
MECHANICAL – ‘Old school’ AT Things can be seen &
transmissions with kickdown touched; diagnose by
linkages and governor weights. eyeball and intuition.

ELECTRICAL – I/Os interacting Multi-meter or test light

with a vehicle through wiring & needed to tell what’s active
relays. and what’s not.

ELECTRONICS – WTEC. Basic Use of hand-held service

information links & diagnostics, plus tools like the Pro-Link to
simple items like throttle position. read out fault codes.

CONTROL NETWORKS – Lots PC-based tools, harder to

of information sharing & interaction, determine cause & effect,
devices controlling each other. who’s controlling whom.

K. Karch – 2005 J1939 Training

4
 Changing Responsibilities

TRADITIONALLY TODAY

 WIRING was the only interface  COMMUNICATION LINKS are

available – no other choice! becoming the interface of choice.
 WE defined specific I/O wiring to  Instead of wires, we now talk in
implement a vehicle functions. terms of messages & parameters.
 WE completed entire FMEAs on  As a part of the vehicle OEM’s
‘our’ features. system, we can’t complete a system
FMEA; we can only give advice.
 WE defined the exact physical
implementations; OEMs could not  OEMs are more aggressive and
deviate. creative in attempts to differentiate
their product in the marketplace.
 OEMs were passive in terms of
integration, simply packaging wires  OEMs are using our information in
& relays as necessary. ways we haven’t expected.
K. Karch – 2005 J1939 Training

5
 Training Goals

1. Understand why datalinks are important to Allison.

2. Be able to converse more intelligently about

datalinks – Know the terminology.

3. Learn the correct way to wire a J1939 system.

4. Understand the options available for connecting 4th Gen TCMs to J1939.

5. Understand datalink failure modes and troubleshooting principles.

6. Learn where additional information can be found.

7. Arm you with information to help DOEMs.

Not everyone is going to become a datalink expert…but it’s okay if you do!
K. Karch – 2005 J1939 Training

6
 SECTION 2:
Why Use a Communication
Link?

K. Karch – 2005 J1939 Training

7
 Complex Wiring for a Given
Function
 Traditionally, integrating
transmissions into vehicles
meant lots of hardware;
wires, switches, sensors,
and relays.

 Each vehicle function has

its’ own circuit diagram.

 Simple things like ‘enabling

a retarder’ aren’t so
simple… there can easily
be 30 or 40 wire
connections involved!

K. Karch – 2005 J1939 Training

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 Complex Function Integration

Following this path for …Interlocks between these …Driver interaction

each function means functions take more wires means more wires going
more wires, switches, and relays to connect through the cab firewall
sensors and relays. them. bulkhead connector.

WHAT A
MESS!
K. Karch – 2005 J1939 Training

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 Sensor Redundancy
Have you ever seen an engine cooling system manifold that looks like a porcupine?

One sensor to run the radiator fan…

One to run the cab temperature gauge…

One switch to run the cab coolant alarm… ALL measuring

the same piece
And, of course, adding electronic controls didn’t help:
of information!
One sensor for the engine controller…

One for the retarder controller…

K. Karch – 2005 J1939 Training

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 Standardization

Engine
 VERTICALLY INTEGRATED

INTEGRATED OEM
manufacturers make or specify all of the Transmission

VERTICALLY
components in-house.
Chassis
 Vertically integrated manufacturers have the
luxury of specifying how electronic Brakes / ABS
components interface with each other --
Standardization isn’t a problem; it’s dictated. Driver Interface

Gauges
 Auto manufacturers (like GM) are typically
vertically integrated.

 In the Heavy Duty industry, many European

OEMs tend to be vertically integrated
(Mercedes, for example).

K. Karch – 2005 J1939 Training

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 Horizontal Integration
 HORIZONTALLY INTEGRATED manufacturers assemble ‘generic’
components from many different suppliers, as specified by the customer.

 Typical heavy truck manufacturers only design frames, cabs and interiors.

 These vehicle manufacturers are faced with the task of making the many
potential component combinations work together. Custom wiring is a big part of
this.

Engine 1 Trans ‘A’ ABS ‘X’

Engine 2 Trans ‘B’ ABS ‘Y’

Chassis Cab Interior
OEM
K. Karch – 2005 J1939 Training

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 A Common Answer
It would be GREAT if there was a way to:
 Reduce the amount of wiring in vehicles.

 Eliminate redundant sensors.

 Simplify vehicle manufacturing.

 Reduce the failure modes in a system &

simplify troubleshooting.
A datalink can help
 Increase component compatibility across with all of these!
markets.
 Add new vehicle functions with minimal TCM
Instrument Adaptive Exhaust
Cluster CC Brake
hardware redesign or changing pin-outs.
 Allow various vehicle systems to
communicate what’s going on in their area, Engine ABS PTO Shift

using the same language. Controller Controller Controller Selector

K. Karch – 2005 J1939 Training

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 Allison Reasons: BENEFITS
 LOWER INSTALLED COST
 Component standardization and interchangeability throughout the industry
 A more common vehicle interface between LCT and WT
 Fewer wires in a vehicle…and just as important, less specialized wiring

 IMPROVED DURABILITY via Shift Energy Management (SEM)

 UPRATES & EXPANDED APPLICATIONS through features like LRTP

 SIMPLIFIED FAILURE ANALYSIS & TROUBLESHOOTING

 Datalink failures are very definable
 Responsibility for wiring failures rests more on the vehicle OEM

 NEW, ADVANCED FEATURES

 Grade Braking and Cruise Grade Braking
 Vehicle Mass Detection
 Mass custom shift patterns for better performance and fuel economy
K. Karch – 2005 J1939 Training

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 Allison Reasons: COMPETITION
 COMMUNICATION LINKS ARE A BASIC REQUIREMENT – To remain
a player, electronic integration with the entire vehicle is a ‘must’. Also, Heavy
Duty OBD is coming soon, and we must meet government regulations.
 AUTOMATED MANUAL TRANSMISSIONS (AMTS) – A high level of
electronic integration has been required for their success:
 Closely integrated from inception; better poised to take advantage of it.
 We’re stilling catching up to their level of integration with brakes, cruise, etc.

 CUSTOMERS EXPECT MORE FROM US – Longer life, better shift quality.

 CUSTOMERS WANT MORE FEATURES – Engine control & communication

with other on-board controllers are necessary to make those features happen.
 WE WANT TO LEAD OR AT LEAST KEEP PACE – The level of
transmission integration shouldn’t be a deciding factor for our end customers.

IF WE DON’T SUPPORT DATALINKS, WE WILL BE LEFT BEHIND!

K. Karch – 2005 J1939 Training

15
 SECTION 2:
Why Use a Communication
Link?

K. Karch – 2005 J1939 Training

16
 SECTION 3:
Datalinks Basics & Some
History

K. Karch – 2005 J1939 Training

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 Terminology: Many Ways to
Say the Same Thing!
 In practice, the following ‘base’ terms are used interchangeably:
LINK – Any path of communication path between two or more computers.
NETWORK – A set of computers connected together.
BUS – The main avenue of communication inside a computer (or system).

 These are often prefaced with words like Data, ‘Comm’, Communication, Serial,
Vehicle, etc. I prefer:
DATALINK - Any path of communication between two or more computers for
the purpose of transmitting and receiving data.

 Another important definition to note:

SERIAL COMMUNICATION – Method of transmitting data one bit at a
time. Only ONE controller can be talking at any given point in time; all others
are listening.

 Beyond these are specific words referring to software and / or hardware

standards being used: ‘SAE J1587’, ‘SAE J1939’, CAN, ‘ISO 11898’, etc.
K. Karch – 2005 J1939 Training

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 Basic Communication Flow
In simplest form, a datalink is one controller sending information across a network to
another controller:

CONTROLLER ‘A’ CONTROLLER ‘B’

CEIVER

CEIVER
TRANS-

TRANS-
CAN CAN
MICRO MICRO
CHIP CHIP

(SENDER) NETWORK (RECEIVER)

Regardless of size or type, all networks share some similar, basic characteristics:
 TRANSFER MEDIUM  ACCESS & CONVERSATION
 TOPOLOGY  NAMING & ADDRESSING
 MESSAGE STRUCTURE  DATA STRUCTURE

K. Karch – 2005 J1939 Training

19
 SAE J1708 and J1587
 First came into use around 1988.
Prolink Tool
 J1708 is the hardware specification; it defines the
physical datalink -- microchips, wires, etc.

 ‘Point-to-point’ wiring; no significant restrictions.

Engine
 J1587 is the communication protocol; defines
messages and parameters.

 J1587 is still used today to...

Gauges
 Communicate information (“engine speed is…”)
 Calibrate and troubleshoot (service tools)
 Relatively cheap and simple
Transmission
 Two major drawbacks:
 Destructive communication
ABS
 Slow -- 9600 baud rate
K. Karch – 2005 J1939 Training

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 SAE J1939
 Established by SAE in 1994.

 Based on the Bosch CAN 2.0B specification.

 J1939 is a series of documents that define PC-based

Tools
everything about the protocol; hardware, messaging
and overall datalink structure.
Engine
 Key benefits:
 Over 25x faster than J1587 (250Kb vs. 9.6Kb)
 Message arbitration (NO destructive collisions) Gauges

 Intelligent error detection by the hardware.

Transmission
 Because of the higher speed, a linear network is
used; more wiring requirements than J1708.

 We will learn more detail about each of these as the

ABS
training package continues.
K. Karch – 2005 J1939 Training

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 SECTION 4:
Datalink Basics & Some
History

Q & A Time

K. Karch – 2005 J1939 Training

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 SECTION 4:
Industry Uses for J1939

K. Karch – 2005 J1939 Training

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 Sharing Information
 INSTRUMENT CLUSTERS; virtually all major truck OEMs in NA and
Europe, including International, Volvo, Freightliner, PACCAR, Mack, etc.

 ENGINE OEM DRIVER INFORMATION DISPLAYS, such as the

Cummins Road Relay, Caterpillar’s ID, or Detroit Diesel’s Pro Driver.

 AFTERMARKET GAUGES, such as the Vansco transmission gear display.

 SERVICE TOOLS, such as Cummins QuickCheck.

International Truck Detroit Diesel Vansco Gear Cummins

Instrument Cluster ProDriver Display QuickCheck
K. Karch – 2005 J1939 Training

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 Anti-Lock Brake Systems ( ABS )

 Prevents tires from skidding or locking up

under hard braking or low traction conditions.

 On heavy vehicles, ABS systems use J1939

communication to disable any retarders on
the vehicle, including engine compression
brakes, exhaust brakes, & driveline retarders.

 To prevent engine drag from causing the rear

wheels to skid, automatic transmissions
release torque converter lockup clutches Bendix ABS Controller
upon receipt of a J1939 ABS active signal. and Valve Assembly

K. Karch – 2005 J1939 Training

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 Automatic Traction Control ( ATC )

 Sometimes known as ASR, or

Automatic Slip Reduction.

 During hard acceleration or low traction

conditions, ATC stops wheel spin by
sending J1939 messages to the engine
to reduce its’ torque output.

 Typically they immediately tell the

engine to produce zero torque, then
ramp up the allowable engine torque
as traction is regained.

 During wheel spin, foundation brakes

may also be individually applied to
transfer torque to wheels with traction;
however, this is not done via J1939.
K. Karch – 2005 J1939 Training

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 Automated Manual Trans ( AMTs)
Typically use J1939 commands in a 4-step shift process:

1) REDUCE ENGINE TORQUE to take the load off

of the transmission gears.

2) “WIGGLE” TORQUE across the zero threshold to

help the shift actuators attain neutral.

3) COMMAND ENGINE SYNCHRONOUS SPEED

for the next gear. During skip upshifts, engine Eaton Automatic
compression braking may be commanded on to
increase engine deceleration rate.

4) RAMP TORQUE BACK UP to the driver’s desired

level, once the next gear is engaged,.

In addition, some transmissions have automated clutches

that use J1939 commands during the clutch engagement
process. Meritor FreedomlineTM
K. Karch – 2005 J1939 Training

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 Fire Pump Controllers

 Fire pump controllers control engine speed and

torque to maintain proper line pressure.

 Prevents pressure surges and ‘hose whipping’ when

individual nozzles are shut off.

 Sometimes coupled with the ability to read various Fire Research

engine information, such as speed, temperature, etc. Pressure Governor

K. Karch – 2005 J1939 Training

28
 Headway Controllers
 Sometimes referred to as ACC, or ADAPTIVE CRUISE CONTROL.

 On-board radar tracks the distance

to the next vehicle ahead.

 If the truck gets too close, ACC

sends J1939 commands to limit
engine speed to maintain the gap.

 If the gap remains too small, or

continues to decrease, the engine
brakes may be activated via J1939.

 May also be integrated with AMTs

which downshift to maintain the
Eaton SmartCruise®
proper distance.

K. Karch – 2005 J1939 Training

29
 Electronic Braking Systems (EBS)
 Electro-pneumatic brake system; electronically
controlled with air backup.

 Major players today: Knorr-Bremse & WABCO.

 Optimized, seamless blending of retarder(s) and

service brakes for a desired deceleration rate.
 Reduce brake lining wear & maintenance.
 Load-independent ‘passenger car’ brake
pedal feel.

 Requires accurate torque converter output &

retarder control information.

 Heavily integrated with ABS, ATC, Trans, ACC…

 Foundation for stability & roll control; some talk

that EBS may be legislated in Europe.
K. Karch – 2005 J1939 Training

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 SECTION 4:
Industry Uses for Datalinks

Q & A Time

K. Karch – 2005 J1939 Training

31
 SECTION 5:
J1939 Physical Layer
TRANS-

TRANS-
CEIVER

CEIVER
CAN CAN
MICRO MICRO
CHIP CHIP

NODE ‘A’ (SENDER) NETWORK NODE ‘B’ (RECEIVER)

K. Karch – 2005 J1939 Training

32
 Physical Layer of a Network

J1939
TRANSFER MEDIUM – Components that physically convey the data.

 Wiring is most common on vehicles, and is what J1939 uses.

 Power Line Carrier (PLC) is superimposes the communication signals on AC or

DC power lines. Used with J1587 in tractor-to-trailer ABS communication.

 Other methods include Fiber Optics & Radio Frequency (Wi-Fi, Bluetooth, etc).

K. Karch – 2005 J1939 Training

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 J1939-13 Service Connector

A = Ground
E B = +12 Volt (Unswitched)
D
C = J1939 High (Yellow)
C
D = J1939 Low (Green)
F A B
E = J1939 Shield
J F = J1587 + (typ. Blue)
G H G = J1587 – (typ. White)
H & J = OEM use

12 volt pin must be an UNSWITCHED supply. Some vehicle and

engine controllers require cycling of the ignition switch during the reflash
or reprogramming process. If service tool power is lost during a key
switch cycle, the controller being programmed may ‘lock up’!

K. Karch – 2005 J1939 Training

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 3-Pin Connectors

WEDGE LOCK

A
C
WEDGE LOCK

PLUG connectors use ‘female’ RECEPTACLE connectors use

pins. They also retain the seal for ‘male’ pins. Both mating
the connection joint. connectors must have color-
matched wedge locks.

K. Karch – 2005 J1939 Training

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 Plug Connector Improvements
RETAINING GROOVE EXTENDED SEAL

NEW

LIP ON WEDGE
LOCK

On grey plugs, the seal tended to roll New black plugs designed to capture &
off the connector when unplugged. lock in the new extended seal.
Without the seal, water intrusion can The orange wedge locks have been
short circuit the datalink. changed to green.

Components are NOT interchangeable; the correct seals & wedge locks
must be used with the correct connector body. However, both plug
assemblies fit the same receptacle connectors.
K. Karch – 2005 J1939 Training

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 J1939-11 Cable Basics

Manufacturers
J1939-11 Twisted Shielded Pair Cable include Belden,
CAN Low BICC Brand-Rex,
[Pin ‘B’; typically green] Champlain,
Northwire and
Drain Wire [Pin ‘C’]
Raychem.

Piping One specification

(maintains you can’t see is
Outer Cover wire twist) that J1939 cable
MUST have
Foil Shield 120 impedance.
Insulation CAN High
[Pin ‘A’; typically yellow] So what’s
impedance?

K. Karch – 2005 J1939 Training

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 Cable Impedance
IMPEDANCE affects the ‘the rate of
traffic flow’ in the wires. It must match
the intended volume and rate of traffic.
Properly sized, traffic flows smoothly.

If the wrong impedance wire is used,

traffic jams and crashes may result.
Messages may get lost, or reflect back
in the wrong direction.

Sources of Impedance Problems

 Mismatched cables -- Automotive wire (GXL,TXL,etc.) will not work!

 Extremely tight bends in the cable
 Long breaks in shielding, or mixed shielded and unshielded cable.
 Separated conductor strands within the cable
 Spacing of controllers (‘nodes’) on the backbone
K. KarchBuilding
– 2005 J1939 Training
a specific impedance cable is not intuitive; leave it to the cable manufacturers!
38
 Cable Shielding
Original J1939 cable is defined in J1939-11, and calls
for shielding. Sometimes referred to as ‘-11’ or ‘J1939
Heavy’ cable.

 Protects signal integrity; noise hits the shield & shorts to battery ground.
PRO
 Also helps reduce the amount of noise emitted by the datalink.

 Relatively expensive.  Difficult to repair in the field.

CON 
Less flexible, difficult to route.  Misapplied, can do more harm than good.

THE SHIELD DRAIN MUST HAVE ONLY ONE LEAD TIED TO

BATTERY GROUND, near the center of the backbone. Tying both ends
to ground creates a ‘ground loop’, which can create noise on the link.

THE SHIELD MUST BE TIED TO THE SHIELD PIN ON EACH

CONTROLLER. Their internal connections typically use an RC circuit;
they do not tie directly to ground.
K. Karch – 2005 J1939 Training

39
 J1939 ‘Lite’ Cable
Shielding woes led vehicle OEMs to develop SAE
J1939-15 -- ‘J1939 Lite’ – without the shield or drain.
Cheaper, easier to route, manufacture and repair.

 The price is susceptibility to external noise. Quoting SAE J1939-15:

“…vehicle manufacturer shall control … routing to prevent

mutual inductance and / or capacitive coupling of unwanted
signals onto the … wires. Coupled signals may interfere with ‘Lite’ cable MUST be
communications and may degrade or damage the CAN routed away from:
transmission line transceivers over an extended period of time.
The risk of coupling can be reduced by routing … cable away  Solenoids
from high current, rapidly switched loads and the wires  Relays
connected to these devices, including return paths of ECU
ground or power.  Flashers
… devices and associated wiring to avoid include: starter  Starters
motors, wiper relays, turn signal (flasher) relays, and lamp
relays. Additionally, the routing of the network and stubs should  Alternators
avoid close proximity to emission sensitive components (e.g.  High-power CBs, etc.
radios, CBs, and other electronic components).”
K. Karch – 2005 J1939 Training

40
 Allison Position on J1939 ‘Lite’
WE DO NOT RECOMMEND USE OF J1939 LITE.

 Vehicle OEMs are responsible for J1939 wiring, just like other vehicle wiring.

 First line of responsibility for diagnosis and repair relating to any vehicle CAN link
or interface wiring lies with the vehicle manufacturer.

 While J1939 Lite presents potential advantages of simplicity and lower initial
cost, lack of shielding can make the vehicle system susceptible to EMI.

Such interference is extremely difficult to quantify, predict, and diagnose, and

could be generated or influenced by components or modifications performed on
the vehicle after manufacture by the primary OEM.

 OEM’s install J1939 Lite at their own risk and are responsible for the design and
validation to assure unwanted signals are not induced in the CAN wires.

 If the use of J1939 Lite causes the transmission to malfunction, Allison is not
responsible for costs associated with vehicle modifications or repairs.
K. Karch – 2005 J1939 Training

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 J1939 Backbone

BACKBONE – Cable between the two Typically, the connectors at

connectors used for the termination the ends of the backbone are
resistors (not shown in this view). It ‘plugs’; however, ‘receptacle’
must be 120 impedance cable and no connectors may also be seen
longer than 40 meters. in some installations.

OR
On backbones so equipped, the SHIELD must:
(1) Connect directly to the battery ground terminal.
(2) Break out of the backbone as close to its center as possible.

K. Karch – 2005 J1939 Training

42
 J1939 Termination Resistors
A TERMINATION RESISTOR is a 120 Since some vehicle OEMs
resistor found at each end of the backbone. use receptacles on their
Two are required, and they typically use backbones, a plug version
blue wedge locks. is also available.

To reduce cost & components, some controllers have an INTERNAL

TERMINATION RESISTOR. Such controllers are found an end of the
backbone, such as an ABS controller at the back of the vehicle. Allison 4th
Gen TCMs and J1939-based shift selectors have this option.
K. Karch – 2005 J1939 Training

43
 Why are termination resistors
required ?
 In a word, REFLECTIONS.
In a normal datalink trace, the
 Electricity travels FAST; ~ 200 million MPH. bit states are well defined.

 Reflections happen when fast-traveling pulses

reach the end of a cable. Like waves hitting the
side of a pool, smaller waves are reflected back. 1 1 1 1 1 0 1 1 1 1 1 0 1 1

 Termination resistors act as ‘shock absorbers’,

keeping pulses from reflecting right back down
the cable they came from.
With no termination resistors,
the bits states are unclear!
 Without proper shock absorbers, reflections
bounce around on the datalink and typically
cause everything to stop communicating.
Extremely high bus loading is a common
symptom when termination resistors are ? ? ? ? ? ? ? ? ? ? ? ? ? ?
left out.
K. Karch – 2005 J1939 Training

44
 Termination Mistakes

Example 1: A termination resistor that’s TOO SMALL is just

like a shock absorber that’s too small; it can’t soak
up the amount of energy it needs to.

While the bit states aren’t as muddy as with no

Termination resistor too small
(< 120 ohm) termination resistor at all, they’re still pretty unclear.

A termination resistor in a WRONG LOCATION

Example 2: can cause all sorts of strange corruption as bits are
reflected.

This mistake commonly occurs when

extending a backbone for a new controller.
Termination not at the end of
the backbone
You MUST move the termination resistor
to the “new end” of the backbone!
K. Karch – 2005 J1939 Training

45
 Engine A NODE is the J1939 device
Controller attached at the end of a stub.
K. Karch – 2005 J1939 Training

46
 J1939 Stub Spacing

STUB SPACING is
like a roadway; with
intersections spread
apart, it’s much easier
for vehicles to merge
onto the road.

If nodes are placed too

close together, a traffic
jam is created.

Terminal strips
STOP! cannot be used
as backbones!

K. Karch – 2005 J1939 Training

47
 J1939 Network Overview: TCM & SelectorStub Interfaces
A = CAN High
 TCM and selector internal termination resistorsCANNOT be used with component ‘stub’ installations.
B = CAN Low
 TCM ‘pass through’ connections CANNOT be used with TCM ‘stub’ installations.
C = Shield
K. Karch - 10/11/04

>

< 8

o
D
E C
F A B
G J
H

A E
B F
C G
D H J

R
N
D

48
 Connecting 4th Gen TCMs & Shift
Selectors to a J1939 Network
To meet OEM demands of cost and convenience, Allison 4th Generation TCMs can
be interfaced to a vehicle’s J1939 network IN ONE OF THREE WAYS:

 OPTION 1 – Traditional Stub

 OPTION 2 – Backbone Termination

 OPTION 3 – Pass Through

Similarly, 3000 / 4000 Series J1939-based shift selectors can interfaced by:

 OPTION 1 – Traditional Stub

 OPTION 2 – Backbone Termination

Let’s take a look…

K. Karch – 2005 J1939 Training

49
 4th Gen TCM Internal
Termination Resistor
4th Gen TCMs have an optional
INTERNAL TERMINATION
J1939 SHIELD 49
RESISTOR that can be connected via a
INTERNAL TR 7
jumper wire in the OEM’s harness.
J1939 HIGH 28
CAN1
J1939 LOW 8
HIGH PASS-THRU 48 If our TCM is located at one end of the
LOW PASS-THRU 68 J1939 backbone, this feature can
eliminate some hardware for the OEM.
4th Gen TCM
Our J1939-based shift selectors also have
an internal termination resistor available.

If used by the OEM, they MUST label the component to indicate that the
internal termination resistor is being use.
Otherwise, service techs might think one or both termination resistors
are missing – when in fact, they’re not.
K. Karch – 2005 OEMPA Training

50
 TCM & Selector J1939Backbone Termination Interfaces
 Components must be clearly labeled indicating ‘internal termination resistor’ use.
A = CAN High  TCM ‘pass through’ connections CANNOT be used if the TCM internal termination resistor is utilized.
B = CAN Low  Only 120 ohm impedance wire may be used for the jumper wires.
C = Shield  Jumper wire length should be kept to a minimum. K. Karch - 10/11/04

R
N
D

8 8

7 7

D
E C
F A B
G J
H

51
 4 Gen TCM ‘Pass Through’ Pins
th

BACKBONE
“STUB”
PASS THROUGH PINS allow an
J1939 SHIELD 49 OEM to create a backbone without a
INTERNAL TR 7 spliced stub for the TCM.
J1939 HIGH 28
CAN1
J1939 LOW 8
The backbone is run in one set of
HIGH PASS-THRU 48
LOW PASS-THRU 68
pins and out the other…The ‘stub’
for the TCM is actually the circuit
inside the TCM.
4th Gen TCM
BACKBONE

K. Karch – 2005 J1939 Training

52
 TCMJ1939 ‘Pass Through’ Interface
K. Karch - 10/11/04

 The TCM internal termination resistor CANNOT be used with TCM ‘pass through’ installations.
A = CAN High
 In J1939-11 installations, the shield drain wire must be spliced such that the shield remains continuous.
B = CAN Low
 Allison-manufactured 3000 / 4000 Series shift selectors do not have ‘pass through’ capability; must use ‘stub’ or
C = Shield
‘termination resistor’ installation.

The TCM INTERNAL TERMINATION The SHIELD DRAIN WIRE

RESISTOR CANNOT be utilized when MUST be spliced such that
the TCM is installed in a ‘pass through’ the shield remains continuous
configuration. throughout the backbone.

NOTE: Wire twist is not shown for clarity.

28

49
68
48
7

Allison 4th Generation TCM

INTERNAL TR
J1939 HIGH

J1939 LOW
J1939 SHIELD
LOW PASS-THRU
HIGH PASS-THRU
D
E C J1939-13 9-Pin
F A B Diagnostic
G
H
J
Connector

3000 / 4000 Series

Engine
CAN1

R
N Shift Selector
Controller D

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53
 SECTION 5:
J1939 Physical Layer

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54
 SECTION 6:
Voltage Signals
TRANS-

TRANS-
CEIVER

CEIVER
CAN CAN
MICRO MICRO
CHIP CHIP

NODE ‘A’ (SENDER) NETWORK NODE ‘B’ (RECEIVER)

K. Karch – 2005 J1939 Training

55
 Oscilloscope View of J1939
Yellow Trace
Signal lead connected CAN High ~3.5V
to CAN High (Pin ‘A’).
Signal reference
connected to ground. ~2.5V

~2.5V
Green Trace CAN Low ~1.5V
Signal lead connected
to CAN Low (Pin ‘B’).
Signal reference 4 S
connected to ground.

Characteristics
 CAN High and CAN Low are ‘balanced’; when one is ‘up’, the other is ‘down’.
 Voltages changes are low; everything is pretty much  1.0 volt.
 Voltage traces are fairly square, and have only two ‘states’.
 These ‘state changes’ occur at 4 S intervals.
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 Balanced Signal Concept
Why are CAN High & CAN Low ‘balanced’?
 Electromagnetic Interference is generated by sharp, fast
edge changes in voltage. Edges create magnetic waves
that can interfere with other electronic components.
 Balanced systems reduce these emissions. With signals
on each wire nearly equal but opposite, the radiated signals
tend to cancel each other out.
 Ideally, the signals on each wire are exact opposites.
However, this is impossible -- both wires can’t occupy the
exact same physical space. The best scenario is to keep
the wires as close to each other as possible.

Why are the CAN voltage levels so low?

 Low level voltages also help keep radiated emissions to a
minimum. The lower step change in voltage reduces the
amount of overshoot seen in the rising edges.
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57
 Differential Voltage
The ‘balanced system’ approach
used to prevent radiated EMI can Differential voltage
be manipulated to reduce datalink
susceptibility to incoming EMI.

When voltage traces from the link

are processed, CAN Low is
subtracted from the CAN High
signal to come up with a
DIFFERENTIAL VOLTAGE,
which defines the bus states.

J1939 wiring is a twisted pair, so any electrical noise hits CAN

High & CAN Low at almost the exact same time. By subtracting
the voltages, noise on the wires is subtracted out. The resulting
differential voltage trace is much smoother than the traces of
either individual CAN wire.
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 Bus States

The datalink voltage is BINARY; it Dominant State

consists of two parts or components.

A bus is in a DOMINANT state Recessive State

when the transport media is being
activated -- for wires, this means a
voltage is being applied. When
voltage is not being applied, or the
datalink is idle (no activity), the bus
is in a RECESSIVE state.

Binary systems can be described by BINARY NUMBERS – 0 or 1. Binary numbers

just happen to be well suited for computers, since many electrical devices have just
two states – on or off.

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 Baud Rate and Bits
BAUD RATE – Speed at which information can be transferred. Expressed as
the maximum number of state transitions per second (bits per second).
BIT – Short for ‘binary digit’. Smallest piece of information used by a computer.
J1939 runs at 250 kbps, so up to 250,000 bits of information can be shared each
second. The width of a single bit is 1 bit  250,000 bits per second or 4 μS.
Looking at an oscilloscope trace:
Each tick mark on our scope 0011000001000100
represents 4 μS, so the trace
between tick marks is a bit.
Assigning ‘0’ to each dominant bit
and ‘1’ to each recessive bit, we
end up with a STRING OF
BINARY DATA, which is what
computers use to communicate.
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 Connecting to the Datalink:
CAN Transceiver

TRANS-
CEIVER

TRANS-
CEIVER
CAN CAN
MICRO MICRO
CHIP CHIP

NODE ‘A’ (SENDER) NETWORK NODE ‘B’ (RECEIVER)

CAN TRANSCEIVER – A device that performs both transmitting and receiving

functions. The transceiver is a node or controller’s connection to the outside world.

 During broadcast, transceivers are fed the bits to be sent, and they ‘shape’ them.
They may trim or ‘round off’ the edges of bit state transitions in order to reduce
EMI radiation.

 During reception, transceivers are the first stop beyond the datalink pins on the
controller… A layer of ‘protection’ between errant voltages and the CAN chip.
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 SECTION 6:
Voltage Signals

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 SECTION 7:
CAN Chip & Protocol

CEIVER

CEIVER
TRANS-

MICRO
CAN TRANS- CAN
MICRO
CHIP CHIP

NODE ‘A’ (SENDER) NETWORK NODE ‘B’ (RECEIVER)

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 CAN Overview

TRANS-
CEIVER

TRANS-
CEIVER
CAN CAN
MICRO MICRO
CHIP CHIP

NODE ‘A’ (SENDER) NETWORK NODE ‘B’ (RECEIVER)

CAN (Controller Area Network) – A chip-imbedded low level protocol which

uses a stringent set of rules to handle and ensure communication.

 CAN chips do the ‘dirty work’ of serial communication, ensuring that any node’s
message is properly sent to & received by ALL other network nodes.

 Basis for many different networks used in automobiles, heavy trucks, marine,
trains, agriculture, construction, medical, manufacturing…

 CAN is a building block – to make a functional network, a higher level protocol is

needed. J1939 is one of those protocols.
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 CAN Chips Do Good Things!
PROVIDE A BASIC MESSAGE FRAMEWORK
CAN DATA FRAME – Group of ordered bit fields used to convey
data. Like an empty box or envelope used for delivering information.

A typical CAN data frame is 143 bits long, we really only care about the 29-bit
identifier (think of a blank shipping label) & the 64-bit data field. J1939 defines
these areas further.

ARBITRATE MESSAGES
On a serial communication link, only one person can talk at one time. Using a
‘priority’ specified in every J1939 message, CAN makes sure:
…the most important message gets on the link first.
…messages are arbitrated ‘on the fly’, with no additional delay or destruction.

ENSURE SYSTEM-WIDE DATA CONSISTENCY

Through error detection, signaling and management, CAN chips ensure that
K. Karch – 2005 J1939 Training
nobody receives a corrupted message.
65
 System-Wide Data Consistency
 CAN chips ensure that ANY controller’s message is
properly received by ALL controllers on the network.

 Every CAN chip in every controller...

 Actively participates all bus activity. PC-based
Tools
 Receives a copy of every message.
 Acknowledges reception of every valid message,
regardless of the parent controller’s interest. Engine

 Forces bad messages to be re-broadcast.

Gauges
 EVERYBODY has access to good messages when
ALL CAN chips agree it was transmitted correctly,
Transmission
 NOBODY has access to a message if just ONE
CAN chip says there was something wrong with it.

 CAN ensures messages are received as sent; it

ABS
does not ensure that the right information was sent!
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 CAN-Based Datalink
Failure Modes
 The CAN chip’s ability to detect & reject corrupt messages makes CAN-based
system failures different than those using analog or ‘hard-wired’ connections:

ANALOG – A properly generated analog electrical signal may be corrupted on

the way to the receiver by such problems as electrical noise or shorts to ground
or power. This corruption may or may not affect the value received.

CAN – Wiring problems cannot change the values being sent; they can only
PREVENT them from arriving at their destination.

 CAN protocol ensures a message is only accepted EXACTLY as the sender

generated it. Messages affected by noise or wire faults are rejected.

 When a message is rejected, the CAN chip sends out an:

ERROR FRAME – A special series of bits sent out by a CAN chip when it
detects that a message has been corrupted. An Error Frame will cause all
CAN chips on the network to reject that message.
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 CAN Chip & Protocol: Summary

TRANS-
CEIVER

TRANS-
CEIVER
CAN CAN
MICRO MICRO
CHIP CHIP

NODE ‘A’ (SENDER) NETWORK NODE ‘B’ (RECEIVER)

 If a message is sent by one CAN chip and received by another, and

neither detect any sort of error during the process…

 It’s virtually GUARANTEED that the message was

received EXACTLY as generated by the sender.

 The odds of a J1939 bit state error going undetected during the transfer
process are about 3.1 trillion to 1, or 1 ‘bad’ bit in 400 years of operation!
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 SECTION 7:
CAN Chip and Protocol

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 SECTION 8:
4th Gen TCM Datalink
Connections

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 MY06 Datalink Connections
J1939 SHIELD 49
INTERNAL TR 7

CAN1
J1939 HIGH 28
250 Kb CAN link for J1939 and
J1939 LOW 8
Allison DOC.
HIGH PASS-THRU 48
LOW PASS-THRU 68

SHIELD 67
INTERNAL TR 26
HIGH 6
CAN2
LOW 27
500 Kb CAN link for Allison DOC ONLY.
HIGH PASS-THRU 66
LOW PASS-THRU 47

J1587 + 32
J1708 J1587 on WT ONLY. Requires A42 or A43 TCM.
J1587 - 72

K-LINE ISO 9141 46 ISO 9141 requires A43 TCM.

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 COMMUNICATION PROTOCOL
Availability vs. TCM Connection
PROTOCOL – Hardware & Speed, message structure, message content (parameters)

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 MY06 Datalink Connection Use

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 SECTION 8:
4th Gen TCM Datalink
Connections

Q & A Time

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74
 SESSION TWO

KEVIN KARCH
ELECTRONIC INTEGRATION
MAY 10TH – 11TH, 2005
 SECTION 9:
J1939 Communication
Protocol – Messages &
Parameters

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76
 J1939 Communication Protocol
MICROPROCESSOR – The brains of a controller; run by software & calibrations.

TRANS-
CEIVER

TRANS-
CEIVER
CAN CAN
MICRO MICRO
CHIP CHIP

NODE ‘A’ (SENDER) NETWORK NODE ‘B’ (RECEIVER)

J1939 – Complete definition of a high speed communications network to support

real-time closed loop control functions between electronic control devices which may
be physically distributed throughout a vehicle.

 CAN provides robustness in terms of getting information from one place to

another; however, it provides little definition as to the content.

 J1939 defines, refines or restricts the generic capabilities of CAN data frames.
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 J1939 Messages ( PGNs )
MESSAGE or ‘PGN’ (Parameter Group Number) – Collection of J1939
parameters that are specified by information within the 29-bit identifier. May
consist of one or more CAN data frames in length.

Message broadcast rates vary, and some messages may support more than one:
 ‘Continuous Broadcast’ – Messages that go out at a fixed rate, like every
100 ms or every 5 seconds.
 ‘On Request’ – Only sent when someone asks for the message. These are
often larger message that convey information that doesn’t change ‘on the fly’.
 ‘Intermittent Broadcast’ – Only sent when necessary, which may be event
or request driven.

Messages can also have different destinations:

 ‘Global’ – Message & contents are for anyone’s use.

 ‘Destination Specific’ – Intended for a specific component.

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 J1939 Parameters ( SPNs )
 Every message contains a set of parameters defined by SAE.

PARAMETER – A specific piece of information conveyed in a PGN.

 For example, this could be a speed, a temperature, a switch state, or a
command from one controller to another.
 Parameters are what we really care about. Messages are simply the way
parameters get around.

SUSPECT PARAMETER NUMBER (SPN) – Identifies an item for which a

J1939 diagnostic code may be reported.

 All parameters are assigned an SPN (ex: SPN 597 – Brake Switch), but not all
SPNs assigned to a parameter.
 ‘Parameter’ and ‘SPN’ are used interchangeably.

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 J1939 Parameter Values
SAE defines TRANSMITTED VALUE RANGES which divide up available bit
values for a parameter into several specific uses:

 VALID RANGE – Contains data known to be accurate by the component

broadcasting the parameter.

 PARAMETER SPECIFIC INDICATOR & Reserved – Relevant information

that can’t be conveyed within the bounds of the parameter’s scaling. (For
example, the parameter Selected Gear contains numeric values such as 1,2,3,
but has PSI 251 defined as ‘Park’).

 ERROR – The parameter is supported by the component broadcasting it, but

that component currently can’t determine an accurate value. This typically traces
back to a sensor failure. For example, if our sump temperature sensor fails, we
indicate ‘error’ in our TF Transmission Oil Temperature broadcast.

 NOT AVAILABLE – Parameter is not supported by the message sender.

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 J1939 Addressing
SA03: Transmission #1 Allison OEM SA33: Body Controller
SA16: Retarder – Driveline Controller Controller SA17: Cruise Controller

SA11: Brakes – ABS Engine SA00: Engine #1

System Controller Controller Controller SA15: Retarder – Engine

 Source Addresses not based on physical controllers, but on functional entities.

 One node (physical controller) may use several SA’s based on its functions.
 Source Addresses may also used be used as Destination Addresses:

DESTINATION ADDRESS (DA) – Specific address to which a J1939

message is sent; any other devices should ignore this message. The global
destination address is 255.
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