PRESENTATION : ELECTRIC VEHICLE ECONOMIC AEE2010 R3 MULTIPLEXED ARCHITECTURE

ELECTRIC DRIVE TRAIN

N.B. : (*) According to version.

1. Foreword
Multiplexing consists of sending several pieces of digital information between various items of electrical equipment, on a

single transmission channel made up of 2 wires, "CAN high" and "CAN low".

1.1. Definition of multiplexing

Multiplexing is a means of operating electrical equipment, needing a specially adapted electrical installation.

A multiplexed architecture consists of a single circuit, the bus, which connects all of the ECUs.

All the messages sent on this circuit comprise an "information" part and a part for "identification of the receiver" or

"identification of the transmitter".

N.B. : These messages are referred to as "data streams".

Multiplexing uses the CAN communication protocol (Controller Area Network).

The associated architecture simplifies the harnesses and makes it possible to offer the customer new functions.

1.2. Advantage of multiplexing

Multiplexing allows :

Electrical harnesses to be simplified

Improvement in the number of functions (for the same number of wires)

2. Electronic architecture
2.1. Presentation
The vehicle’s electrical architecture permits the following services :

Communication and operation of the various components of the system

ECU diagnostics, configuration or downloading

The electrical architecture consists of the following networks :

High-speed (HS) CAN 1, connecting all of the ECUs of the power train

HS CAN 2, linking the suspension systems

HS CAN 3, connecting the sequential gear lever (e-Toggle)

Passenger Compartment CAN, connecting the safety and comfort systems and acting as the vehicle’s man/machine

interface

INFO DIV CAN, linking the information and entertainment components

LIN

E-CAN connecting all the electric drive train ECUs

DIAG CAN, permitting the downloading of certain ECUs of the CAN

DIAG ON CAN, permitting vehicle downloading, configuration and diagnostics

2.2. Flow chart

Figure : D4EAPPEP

Key: flow chart symbols .

Identification Description
AE00 (*) Electric steering lock

BSG1 (*) Generic fuse box 1 (trailer)

BSI1 Built-in systems interface

BTC1 (*) Bodywork conversion unit

CV00 (*) Control under the steering wheel

C001 Diagnostic socket

0004 Instrument panel

1031 Battery charge status unit

1683 Sequential gear lever e-Toggle

1708 On-board charger / direct voltage transformer assembly

1760 ECU and traction battery assembly

1775 Electric drive train supervisor ECU

1917 Front electric drive machine

2524 Pedestrian horn

4001 (*) Head-up display unit

4746 Seat belt not fastened warning lamp unit

5007 (*) Rain and brightness sensor

6036 (*) Driver’s door electric windows and exterior mirrors control pad

6133 (*) Rear left door electric window reduction motor (with anti-pinch)

6134 (*) Rear right door electric window reduction motor (with anti-pinch)

6136 (*) Front left door anti-pinch electric window motor

6137 (*) Front right door anti-pinch electric window motor

6570 Airbags and pretensioners ECU

6606 (*) Dynamic headlamp beam height adjuster unit

70B4 Park finger locking actuator ECU

7051 (*) Traction control "PLUS" control

7126 Electric power steering ECU

7500 (*) Parking assistance ECU

7523 (*) Reversing assistance camera

7573 (*) Multifunction video camera

7574 (*) Video adaptor ECU

7800 Dynamic stability control ECU

80F5 Additional heating element

80G5 (*) Additional heating resistor 2

8020 Electric air conditioning compressor

8080 Air conditioning ECU

84C4 (*) Independent telematic unit

84C6 Multifunction control panel

84C9 (*) Upper multifunction control panel

8480 (*) Telematic ECU

8410 (*) RCE audio system

8602 (*) Intrusion alarm ECU

8605 (*) Intrusion alarm siren

(*) According to version

3. e-CAN
3.1. Presentation
The e-CAN connects all the electric drive train ECUs.

The data transmission speed is 500 kbit/s (High Speed).

The e-CAN network is a "multimaster" network, where each ECU constantly sends out information to the whole of the

network.

Each ECU processes the information for which it has a use.

The transmission of the messages on the network takes place periodically, with the exception of the messages relating to

events.

The e-CAN network has a general acknowledgement system, which makes it possible to establish communication when at

least 2 ECUs are connected to the network.

The only ECUs which have terminating resistors for the e-CAN network are the following :

Electric drive train supervisor ECU (1775)

ECU and traction battery assembly (1760)

3.2. Topology of the e-CAN

Figure : D4EAO78D

Key: flow chart symbols .

Identification Description
1708 On-board charger/direct voltage transformer assembly

1760 ECU and traction battery assembly

1775 Electric drive train supervisor ECU

1917 Front electric drive machine

70B4 Park finger locking actuator ECU

3.3. Location of the ECUs of the e-CAN

Figure : D4EAPPHD

Identification Description
1708 On-board charger/direct voltage transformer assembly

1760 ECU and traction battery assembly

1775 Electric drive train supervisor ECU

1917 Front electric drive machine

70B4 Park finger locking actuator ECU

4. HS CAN
4.1. Presentation
4.1.1. HS CAN 1
The HS CAN 1 network connects all of the ECUs of the power train (The HS CAN 1 is the former IS CAN).

The data transmission speed is 500 kbit/s (High Speed).

The HS CAN 1 is a "multi-master" network, where each ECU continuously transmits information to the entire network.

Each ECU processes the information for which it has a use.

The transmission of the messages on the network takes place periodically, with the exception of the messages relating to

events.

The HS CAN 1 has a general acknowledgement system, which makes it possible to establish communication when at least

2 ECUs are connected to the network.

The only ECUs which have terminating resistors for the HS CAN 1 are the following :

Electric drive train supervisor ECU

Multifunction video camera (*)

Built-in systems interface (Only if the multifunction video camera is not present)

4.1.2. HS CAN 2
The HS CAN 2 network links the suspension systems (The HS CAN 2 network is the former LAS CAN).

The data transmission speed is 500 kbit/s (High Speed).

The HS CAN 2 is a "multi-master" network, where each ECU continuously transmits information to the entire network.

Each ECU processes the information for which it has a use.

The transmission of the messages on the network takes place periodically, with the exception of the messages relating to

events.

The HS CAN 2 has a general acknowledgement system, which makes it possible to establish communication when at least

2 ECUs are connected to the network.

The only ECUs which have terminating resistors for the HS CAN 2 are the following :

Multifunction video camera (*)

Built-in systems interface (Only if the multifunction video camera is not present)

Dynamic stability control ECU

N.B. : The HS CAN network is divided into 2 to distribute the load of the former IS CAN and LAS CAN networks.

The remote controlled triggering line permits early triggering of the ECUs.

N.B. : Cutting an HS CAN High or HS CAN Low wire prevents network communication.

N.B. : The frames circulating on the HS CAN 1 network are different from the frames circulating on the HS CAN 2

network.

4.1.3. HS CAN 3
The HS CAN 3 connects the sequential gear lever (e-Toggle).

The data transmission speed is 500 kbit/s (High Speed).

The HS CAN 3 is a "multi-master" network, where each ECU continuously transmits information to the entire network.

Each ECU processes the information for which it has a use.

The transmission of the messages on the network takes place periodically, with the exception of the messages relating to

events.

The HS CAN 3 has a general acknowledgement system, which makes it possible to establish communication when at least

2 ECUs are connected to the network.

The only ECUs which have terminating resistors for the HS CAN 3 are the following :

Sequential gear lever e-Toggle

Built-in systems interface

4.2. Topology of the HS CAN network

Figure : D4EAPPIP

Key: flow chart symbols .

Identification Description
BSI1 Built-in systems interface

C001 Diagnostic socket

CV00 (*) Control under the steering wheel

1683 Sequential gear lever e-Toggle

1775 Electric drive train supervisor ECU

2524 Pedestrian horn

6606 (*) Dynamic headlamp beam height adjuster unit

7051 (*) Traction control "PLUS" control

7126 Electric power steering ECU

7500 (*) Parking assistance ECU

7573 (*) Multifunction video camera

7800 Dynamic stability control ECU

84C4 (*) Independent telematic unit

(*) According to version

4.3. Remote controlled triggering line

ECUs connected to the remote controlled triggering line :

Built-in systems interface (BSI1)

Dynamic stability control ECU (7800)

Electric drive train supervisor ECU (1775)

ECU and traction battery assembly (1760)

On-board charger/direct voltage transformer assembly (1708)

Front electric drive machine (1917)

Headlamps dynamic height adjuster unit (6606) (*)

N.B. : The "remote controlled triggering positive" supply is provided by the built-in systems interface.

4.4. Location of the ECUs of the HS CAN network

Figure : D4EAPPKD

Identification Description
BSI1 Built-in systems interface

1775 Electric drive train supervisor ECU

2524 Pedestrian horn

6606 (*) Dynamic headlamp beam height adjuster unit

7126 Electric power steering ECU

7500 (*) Parking assistance ECU

7573 (*) Multifunction video camera

7800 Dynamic stability control ECU

(*) According to version

Figure : D4EAPPMD

Identification Description
CV00 (*) Control under the steering wheel

1683 Sequential gear lever e-Toggle

7051 (*) Traction control "PLUS" control

84C4 (*) Independent telematic unit

(*) According to version

5. ADAS CAN
5.1. Representation of the HS CAN 1, HS CAN 2, HS CAN 3 or e-CAN

Figure : D4EAGMCD
Key :

"A" Udiff : Difference in voltage between the two CAN High - CAN Low wires

"B" CAN message (Status "0" or status "1")

(V) Voltage (In volts)

(ms) Time (In milliseconds)

The CAN message is determined by the difference in voltage Udiff between the CAN High and CAN Low wires :

If Udiff is higher than or equal to 2 : The bit is at 0

If Udiff is equal to 0 : The bit is at 1

5.2. Voltage level of the HS CAN 1, HS CAN 2, HS CAN 3 or e-CAN

Figure : D4EAFNVD

Key :

"C" CAN network on standby

"D" CAN active

(V) Voltage (In volts)

(ms) Time (In milliseconds)

The CAN network is characterised by its two average voltages during the network’s phases of activity :

CAN High : 2,65V

CAN Low : 2,35V

The CAN is active when CAN High + CAN Low = 5 V.

N.B. : The voltage values represented are average voltages.

5.3. Reference graphs of the HS CAN 1, HS CAN 2, HS CAN 3 or e-CAN

Figure : D4EA3WDD

Key :

"E" CAN High

"F" CAN Low

Scales (/div.) :

Voltage : 1 Volts

Time : 100 milliseconds

Offset : -2

Test conditions :

Electric drive machine stopped

Ignition on

Results :

Observe a direct voltage component of approximately 2,5 volts and a sequence of variable pulses of amplitude 1 volt

representing the information circulating on the CAN

The CAN Low signal is inverted in relation to the CAN High signal

6. Passenger Compartment CAN

6.1. Presentation
The Passenger Compartment CAN connects all the safety and comfort components and provides the vehicle’s

Man/Machine interface.

The data transmission speed is 125 KBits/s (Low Speed).

The transmission of the information is continuous on the entire Passenger Compartment CAN.

The Passenger Compartment CAN is a "multimaster" network on which each ECU continuously transmits information to the

entire network.

The transmission of the messages on the network takes place periodically and each ECU processes the information for

which it has a use.

The network communication is managed and the "CAN +" electrical supply is established by the built-in systems interface.

The ECUs of the Passenger Compartment CAN have their own adaptation and are supplied depending on the

circumstances by the "CAN+", the "Switched ancillaries battery positive" or the "Ancillaries battery positive".

N.B. : The cutting of one of the two wires or a short circuit between the "Passenger Compartment CAN High" or
"Passenger Compartment CAN Low" wires permits network communication, with the recording of fault information.

6.2. Topology of the Passenger Compartment CAN

Figure : D4EAFHHD

Key: flow chart symbols .

Identification Description
AE00 (*) Electric steering lock

BSI1 Built-in systems interface

BSG1 (*) Generic fuse box 1 (trailer)

BTC1 (*) Bodywork conversion unit

CV00 Controls under the steering wheel

6036 (*) Driver’s door electric windows and exterior mirrors control pad

6570 Airbags and pretensioners ECU

8080 Air conditioning ECU

(*) According to version

6.3. Location of the ECUs of the Passenger Compartment CAN

Figure : D4EAFHID

Identification Description
AE00 (*) Electric steering lock

BSI1 Built-in systems interface

BSG1 (*) Generic fuse box 1 (trailer)

BTC1 (*) Bodywork conversion unit

CV00 Controls under the steering wheel

6036 (*) Driver’s door electric windows and exterior mirrors control pad

6570 Airbags and pretensioners ECU

8080 Air conditioning ECU

(*) According to version

7. CAN INFO DIV (Entertainment Information CAN)

7.1. Presentation
The data transmission speed is 125 KBits/s.

The INFO DIV CAN is a "multimaster" network, in which each ECU permanently transmits information to the network as a

whole.

The transmission of the messages on the network takes place periodically and each ECU processes the information for

which it has a use.

The network communication is managed and the "CAN +" electrical supply is established by the built-in systems interface.

The ECUs of the INFO DIV CAN have their own terminating resistor and are supplied depending on the circumstances by

the "CAN+", the "Ancillaries battery positive", the "Switched ancillaries battery positive" or the "Ignition positive".

N.B. : The cutting of one of the two wires or a short circuit between the "INFO DIV CAN High" or "INFO DIV CAN Low"

wires permits network communication, with the returning of fault information.

7.2. Topology of the INFO DIV CAN

Figure : D4EAPPOD

Key: flow chart symbols .

Identification Description
BSI1 Built-in systems interface

0004 Instrument panel

4001 (*) Head-up display unit

7500 (*) Parking assistance ECU

84C4 (*) Independent telematic unit

84C6 Multifunction control panel

8410 (*) RCE audio system

8480 (*) Audio-navigation ECU

(*) According to version

7.3. Location of the ECUs of the INFO DIV CAN

Figure : D4EAPPQD

Identification Description
BSI1 Built-in systems interface

0004 Instrument panel

4001 (*) Head-up display unit

84C4 (*) Independent telematic unit

84C6 Multifunction control panel

8410 (*) RCE audio system

8480 (*) Audio-navigation ECU

(*) According to version

Figure : D4EAFHLD

Identification Description
7500 (*) Parking assistance ECU

(*) According to version

7.4. Representation of the Passenger Compartment CAN, INFO DIV CAN

Figure : D4EAFO2D

Key :

(V) Voltage (In volts)

(ms) Time (In milliseconds)

CAN High voltage - CAN Low voltage = 3,6 - 1,4 V = 2,2 V (Logic level 0)

7.5. Passenger Compartment CAN, Info Div CAN voltage level

Figure : D4EA5AKD
Key :

"G" CAN High

"H" CAN Low

Time scale :

Voltage : 2 Volts

Time : 1 millisecond

Test conditions :

Front electric drive machine stopped

Ignition on

Results : Series of variable pulses represent the information circulating on the High line of the CAN.

The CAN Low signal is additional to the CAN High signal.

CAN Low voltage levels :

Low level : The voltage has to be included between 1 and 1,4 V

High level : The voltage has to be included between 4,8 and 5,6 V

CAN High voltage levels :

Low level : The voltage has to be included between 0 and 0,2 V

High level : The voltage has to be included between 3,8 and 4,2 V

8. LIN
The LIN network is a "master-slave" network.

The data transmission speed is 19,2 KBits/s.

The LIN network consists of two wires, the first dedicated to data transmission, the second for the electrical supply.

The "slave" ECUs only respond to a request from the "master" ECUs.

8.1. Topology of the LIN

Figure : D4EAPPRP

Key: flow chart symbols .

Identification Description ECU type (ECUs of the LIN)

BSI1 Built-in systems interface Master

1031 Battery charge status unit Slave

1775 Electric drive train supervisor ECU Master

4746 Seat belt not fastened warning lamp unit Slave

5007 (*) Rain and brightness sensor Slave

6036 (*) Driver’s door electric windows and exterior mirrors control pad Master

6133 (*) Rear left door electric window reduction motor (with anti-pinch) Slave

6134 (*) Rear right door electric window reduction motor (with anti-pinch) Slave

6136 (*) Front left door anti-pinch electric window motor Slave

6137 (*) Front right door anti-pinch electric window motor Slave

7500 (*) Parking assistance ECU -

7523 (*) Reversing assistance camera Slave
7574 (*) Video adaptor ECU Slave
7800 Dynamic stability control ECU -

80F5 Additional heating element Slave

80G5 (*) Additional heating resistor 2 Slave

8020 Electric air conditioning compressor Slave

84C6 Multifunction control panel Master

84C9 (*) Upper multifunction control panel Slave

8602 (*) Intrusion alarm ECU Slave

8605 (*) Intrusion alarm siren Slave

(*) According to version

8.2. Location of the ECUs of the LIN

Figure : D4EAPPTD

Identification Description
1031 Battery charge status unit

4746 Seat belt not fastened warning lamp unit

7574 (*) Video adaptor ECU

80F5 Additional heating element

80G5 (*) Additional heating resistor 2

8020 Electric air conditioning compressor

8605 (*) Intrusion alarm siren

(*) According to version

Figure : D4EAPPVD

Identification Description
1775 Electric drive train supervisor ECU

5007 (*) Rain and brightness sensor

6036 (*) Driver’s door electric windows and exterior mirrors control pad

6133 (*) Rear left door electric window reduction motor (with anti-pinch)

6134 (*) Rear right door electric window reduction motor (with anti-pinch)

6136 (*) Front left door anti-pinch electric window motor

6137 (*) Front right door anti-pinch electric window motor

7523 (*) Reversing assistance camera

8602 (*) Intrusion alarm ECU

(*) According to version

Figure : D4EAPPXD

Identification Description
BSI1 Built-in systems interface

84C6 Multifunction control panel

84C9 (*) Upper multifunction control panel

(*) According to version

9. Diagnostic socket
9.1. Role
The diagnostic socket permits connection of the diagnostic tool to the vehicle and communication with all of the ECUs on

the vehicle.

9.2. Connections

Figure : D4EAPPZD

16 way central diagnostic socket

Terminal number Allocation of tracks of connector
1 Ignition positive

2 Track not connected

3 DIAGNOSTIC CAN high

4 Electric earth

5 Electric earth

6 HS CAN 1 High

7 Track not connected

8 DIAGNOSTIC CAN low

9 Track not connected

10 Track not connected

11 Track not connected

12 Track not connected

13 Track not connected

14 HS CAN 1 Low

15 Track not connected

16 Diagnostic socket "ancillaries battery positive" supply

9.3. Diagram of the diagnostic socket networks

Figure : D4EAGEQD

Key: flow chart symbols .

Identification Description
BSI1 Built-in systems interface

C001 Diagnostic socket

"J" ECUs of the HS CAN 1 network connected to the remote-controlled control line

"K" ECUs of the HS CAN 1 network

10. e-CAN
The speed of transmission of the CAN DIAG is 500 Kbits/s.

The DIAG CAN permits downloading of the software for the ECUs present on the CAN.

The DIAG CAN network is specially integrated in to the multiplexed architecture of the vehicle to download the software of

the ECUs of the HS CAN 1.

N.B. : The CAN DIAG permits downloading of the software of the ECUs in a few minutes.

11. DIAG ON CAN network

The speed of transmission of the DIAG ON CAN network is 500 Kbits/s.

Functions of the DIAG ON CAN :

ECU diagnostics

Downloading of the software of the ECUs

Configuration of the ECUs

11.1. Diagnosis
The DIAG ON CAN allows diagnostics to be carried out on the various ECUs of the HS CAN 1, HS CAN 2, passenger

compartment CAN, INFO DIV CAN, e-CAN and LIN.

11.2. Downloading
The DIAG ON CAN downloads the ECU software for the HS CAN 1, HS CAN 2, passenger compartment CAN, INFO DIV

CAN, e-CAN, LIN and the built-in systems interface.

11.3. Configuration
The configuration function of the DIAG ON CAN network enables the user, via the diagnostic tool, to set the parameters of

the various components of the system.