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A PROJECT REPORT on BCM Submitted to KIIT Deemed to be University In Partial

Fulfillment of the Requirement for the Award of BACHELOR’S DEGREE IN Electronics &
Telecommunication Engineering BY ATUL SAH 2004813 UNDER THE GUIDANCE OF
Pranith K S Affiliation School of Electronics Engineering KALINGA INSTITUTE OF
INDUSTRIAL TECHNOLOGY BHUBANESWAR, ODISHA - 751024 May 2023
 A PROJECT REPORT on BCM Submitted to KIIT Deemed to be University In Partial
Fulfillment of the Requirement for the Award of BACHELOR’S DEGREE IN Electronics &
Telecommunication Engineering BY ATUL SAH 2004813 UNDER THE GUIDANCE OF
Pranith K S Affiliation School of Electronics Engineering KALINGA INSTITUTE OF
INDUSTRIAL TECHNOLOGY BHUBANESWAE, ODISHA -751024 May 2023
KIIT Deemed to be University School of Electronics Engineering Bhubaneswar, ODISHA
751024 CERTIFICATE This is certify that the project entitled BCM submitted by ATUL SAH
2004813 is a record of bonafide work carried out by them, in the partial fulfillment of the
requirement for the award of Degree of Bachelor of Engineering (Electronics) at KIIT
Deemed to be university, Bhubaneswar. This work is done during year 2022-2023, under
our guidance.

Date: 05 / 05 / 2023 Project Mentor

ACKNOWLEDGEMENT I am profoundly grateful to Pranith K S of Bosch Global Software
Technologies for his expert guidance and continuous encouragement throughout to see
that this project rights its target since its commencement to its completion. .....................
ABSTRACT The rapidly increasing demand for driving comfort and safety inevitably leads
to the need for a cutting-edge vehicle electrical system architecture. What is a body
control module? It is a comprehensive system that communicates and integrates the
work of all electronic modules through the vehicle bus.

Strictly speaking, body control module function is to control load drivers and
coordinates activation of auto electronics units. The microcontrollers and connectors
integrated into a BCM constitute the central structural unit of the system responsible for
the controlling part. Operating data is transmitted to the control module through input
devices. These may include sensors, vehicle performance indicators, and variable
reactors. After data is processed by the module, a response signal is generated through
integrated output devices, including relays and solenoids.

Through the system of output devices, the BCM coordinates the work of various
electronics systems. This diagram of a body control module design shows a customized
circuit that works as a gateway connecting and integrating smaller circuits. The
Volkswagen MQB37W BCM (Body Control Module) is an integral part of Volkswagen's
modular architecture, also known as the MQB platform. The BCM is responsible for
controlling various electrical components in the vehicle, such as lighting, wipers,
windows, and door locks, as well as monitoring various sensors and inputs from other
modules.

The MQB platform is a highly flexible and scalable platform that can accommodate a
wide range of vehicle sizes and body styles. It is used in various Volkswagen Group
vehicles, including Audi, SEAT, Škoda, and Volkswagen. The BCM in the MQB platform is
designed to be highly reliable and efficient. It is capable of handling a large number of
inputs and outputs, and it uses advanced communication protocols to exchange data
with other modules in the vehicle. The BCM is also designed to be easily programmable
and configurable, which makes it possible to customize the vehicle's behavior and
functionality to meet specific requirements.

In conclusion, the Volkswagen MQB37W BCM is a critical component in the MQB

platform, which is used in various Volkswagen Group vehicles. Its purpose is to control
various electrical components in the vehicle, as well as monitor sensors and inputs from
other modules. Its design is highly reliable, efficient, and customizable, making it a vital
part of Volkswagen's modern vehicles.
Introduction The Body Control Module (BCM), which is the heart of the vehicle electrical
architecture, integrates a fused electrical bus center for power distribution and a body
computer in a single module.

This integration concept is designed to streamline and optimize wiring and wiring
connections by removing redundant power feeds, increase the sharing of fusing, and to
fully utilize the capability of electronics and module foundation by including multiple
functions within the same housing thereby re-using microcontroller, power supply,
transient protections, housing, brackets, etc. The BCM contains the following main parts:
Electronic Body Function Controller - Many of the body and light functions are
controlled by the BCM. Switching and Fuse Block - The BCM will handle fusing and
switching of loads in the vehicle.

Electromechanical relays or power MOSFETs are used for the switching. Electrical
Junction and Distribution Block - The BCM acts as a connection block between several
cable harnesses. It is also the source of the different voltages used in the electrical
distribution system, based upon Power Mode. The sequencing of voltages at start-up
and shut down is controlled by the BCM. The BCM module contains one six layer,1oz
copper, FR4 Board PCB enclosed in a single plastic housing, PCB mounted relays as well
as fuse forks to interface with the Serviceable fuses and circuit breaker, Power Supply,
Microcontrollers, Communication ICs, Power Drivers, and interface circuits for analog
and digital inputs. All variants of the BCM share common PCB. The population of the
electronics components on the PCBs is variant dependent. There is one power feed to
this module.

The BCM has a Logic Ground and Power Ground, which is used for the GND reference
for the Door Locking H-Bridge Outputs. The module communicates with the other
vehicle electronic devices via high speed CAN, 4 LIN Channels. In addition, the module
controls and processes several digital and analog inputs and outputs. The electronic and
embedded control portion of the BCM controls typical body computer functions such
as: Interior Lighting – Courtesy Lighting, Switch Backlighting with PWM dimming,
Demand Lighting.

Exterior Lighting – Headlamps, Turn/Hazard Lamps, Stop Lamps and CHMSL, Park
Lamps, Reverse Lighting. Safety/Security –Panic Alarm, Door Lock/Unlock, Anti-Theft
Alarm. Power Door Locks – Control for all door locks via key fob, Lock/Unlock Switches,
Auto locking. Battery saver – turns off power to High beam, Low beam, Park & Interior
lamp and demand lighting loads after a predetermined period of time Delayed
Accessory – provides power to certain vehicle accessories (not limited to radio, power
windows) for a prescribed period of time provided certain conditions are present. Driver
information – provides low brake fluid, park brake, and door ajar switch status to the
instrument cluster and message center over the HS-CAN bus.

HSCAN Serial Interface – vehicle network communication link for diagnostics and inter-
module communication. LIN – There are four LIN busses – LIN_01 is dedicated for PATS,
LIN_02 for WIPER, LIN_03 for SIM and LIN_04 reserved for BMS. Brake Shift Interlock –
activate the brake shift interlock solenoid under specified functional spec conditions.
Ignition Switch – Directly read the ignition switch and provides the status over the HS-
CAN bus. Key-In Position – Directly read the key-in switch and provide the status over
the HS-CAN bus. Lift glass Release – monitor lift glass release button and provide
hardwired output for lift glass release.

Diagnostics –14229 Operational Mode Management (OMM) – hardware (Run/ACC relay,

Run/Start relay and Run bus) and software support. Safety Beacon System (SBS) –
Interface to RCM via CAN to activate horn and flash the hazards. Wake-Up – signal to
PCM and Transmission control module relays for power upon BCM wake-up Immobilizer
/ PATS – Recognizes valid start command and authorizes PCM to start. Energy
Management – Determine optimum system voltage and control input to PCM for
alternator charging control. RF Receiver - RKE Key fob for lock/unlock and alarm 315
Single channel & 434 MHz multichannel.
General Representation of a Body Control Module Mechanical View of a BCM
What are body control module functions? A BCM in automotive can perform a wide
range of functions. Output devices are managed based on data received from input
devices via CAN (Controller Area Network), LIN (Local Interconnect Network), or Ethernet
as the means of communication with modules and systems. Electronic systems that can
be integrated and controlled via a BCM include: Energy management systems Alarms
Immobilizers Access/driver authorization systems Advanced driver assistance systems
Power windows A BCM can perform multiple control-related operations simultaneously.
One of the major objectives of this module is to detect malfunctions in the work of
electrical system components.

Integral body control module features include: Ensuring safety, testing, and control of
crucial electrical loads, including lights, immobilizers, air conditioning systems, locking
systems, and windscreen wipers. Maintaining communication between integrated
control units via the vehicle bus system (CAN, LIN, or Ethernet). Working as an
integration gateway. Providing a user-friendly interface for complex data management.
Using BCM in automotive electronics is challenging. But it’s also remarkably beneficial
You may have heard that programming a BCM can cost a bundle, but this is only part of
the issue. Developing body control module software is indeed a remarkably challenging
and complex process.

These are the major challenges associated with BCM programming: Increased
performance needs. Increased number of input/output processors and channels. The
need to develop a cycle of more complex modules. The problem of power consumption
in both run and sleep modes.
 In-car electronics controlled via BCM The benefits associated with a BCM substantially
outweigh these challenges and shortcomings, however. Once auto electronic units are
integrated and controlled via a body control module system, you can forget about
conventional replacement and repair of damaged electronics. Here’s what you get with a
BCM in car: Fewer electronic modules and fewer cables.

Reduced vehicle weight. Increased fuel efficiency. Lower manufacturing costs. Lower
total cost of ownership. BCM Development: Effectiveness Through Integration Electronic
control units (ECUs) in vehicles are constantly becoming more complex and continue to
increase in number. There are approximately 100 ECUs in a typical modern car, aimed at
reinforcing overall performance by improving human-machine interfaces, telematics,
engine function, battery life, and other things.

The complexity of ECUs is a major factor underlying the need to develop integrated
body control module software. OEMs should consider BCM programming a requirement
for their developers. Customized body control module software must be developed for
each specific case. Yet the general requirements of this software are the same: Cost-
efficient performance. Focus on reliability and safety. Energy efficiency. Scalability, cross-
model solutions, mastering of complexity.
Diversification and fast product cycles. Support of global OEM platforms and growth in
new markets. Integration of advanced data management features.

Compliance with ISO 26262, SPICE, and AUTOSAR 4.0 standards. Consumer and OEM
functionality improved with a BCM Embedded BCM Solutions The growing role of
embedded software is one of the major trends defining automotive development.
Demand for complex embedded automotive solutions stems primarily from the small
size of these systems. The embedded software development market is expected to reach
$233 billion by 2021. Advanced fleet management video telematics and embedded
electronics enable auto manufacturers to implement new location navigators in cars,
diagnose symptoms of potential malfunctions, and avoid premature replacement of
mechanical parts.

Embedded solutions and the Internet of Things (IoT) are also used extensively for
developing body control module in automotive. Today, embedded software is used to
develop two major types of architectures for BCMs: centralized and distributed.
Centralized architectures require fewer modules with high functionality compared to
distributed architectures, which are built with a smaller number of modules and more
communication interfaces. A distributed BCM architecture is more flexible, yet it’s not
possible to reach the level of optimization of an ECU with a centralized structure.
 ECU network in modern automobiles Overcoming Challenges of BCM Development The
four major challenges when developing body control module software are increased
performance needs, increased number of input/output processors and channels, the
need to develop a cycle of more complex modules, and the problem of power
consumption in both run and sleep modes. Several practical solutions can be applied to
overcome these challenges. Separate input/output processors can be used to offload
interrupt handling. Increased performance needs can also be met by applying
sophisticated software architectures like AUTOSAR.

To avoid problems associated with an increased number of input/output processors and

channels, eSwitches with a Serial Peripheral Interface (SPI) saving Pulse-Width
Modulation (PWM) channels can be used. Cost-effective Quad Flat Packages (QFPs) may
also help to resolve the issue of power consumption in run and sleep modes. Finally, to
develop a cycle of more complex modules, a rapid prototyping service can be applied.
The growing number of electronic control units in vehicles reinforces demand for a
specifically programmed solution to integrate, manage, and control car electronics
through a single gateway.

The automotive central body control module represents an indispensable solution to

meet growing market request by OEMs, Tier 1 vendors, and end users. A BCM module in
car lets a vehicle use fewer electronic modules and fewer cables, reducing the car’s
weight, improving fuel consumption and power efficiency, and reducing the
manufacturing costs as well as total cost of ownership. Most importantly, a BCM in car
increases safety and comfort, uncovering brand-new opportunities for self-driving
technology development.

BCM in automotive software development is based on complex embedded software

solutions that require profound expertise and advanced programming skills. As a trusted
Tier 2 and custom software development company, Intellias has a remarkable
portfolio of automotive software and lots of experience testing it in real cars. We’re
eager to deliver customized embedded BCM solutions to meet your most ambitious
goals. What is diagnostic communication? Diagnostic communication is communication
between a vehicle or mobile machine and external test equipment (tester).

Actually, the communication does not take place between the tester and the vehicle or
machine, but at a certain point in time, between the tester and one specifically selected
electronic control unit (ECU). Diagnostic Service Requests and Responses For the
purpose of diagnostic communication, the tester (TST) sends a diagnostic service
request to the ECU and receives the diagnostic service response from the ECU. To do so,
tester (TST) and vehicle (ECU) must be connected to each other by a Vehicle
Communication Interface (VCI).

Components of a Diagnostic Communication System

Diagnostic Communication in the OSI Model The OSI Model structures data
communication systems in seven layers. In the context of this White Paper, “UDS” is an
OSI Model application layer protocol. “CAN” is specified as OSI model physical and data
link layer protocols. The concatenations “UDS on CAN” and “UDS on IP” are diagnostic
protocol stacks that consist of several, independently specified OSI model layers. Other
examples are “KWP on K-Line” or “OBD on CAN”. Figure WP1903-03 shows how the
diagnostic communication protocol stacks “UDS on CAN” and “UDS on IP” are mapped
to the OSI Model.

UDS on CAN and UDS on IP protocol Stacks OSI Model Application Layer Services and
SIDs Table WP1903-01 lists the 27 Unified Diagnostic Service (UDS) requests as they are
specified in ISO 14229-1 (2018). Each service request comes with a uniquely assigned
service identifier (SID), such as 0x10 = diagnostic session control request, 0x22 = read
data by identifier request or 0x3E = tester present request. Each request has an assigned
positive response, whereas the SID of a response can be calculated by adding 0x40 to
the SID of the request. Table WP1903-02 shows examples. The SID of a negative
response is always 0x7F.
/ Services and Request SIDs according to ISO 14229-1 (2018) Request SID Service Pos.
Response SID 0x10 Diagnostic session control 0x50 0x22 Read data by identifier 0x62
0x31 Routine control 0x71 0x85 Control DTC settings 0xC5 Examples of request and
response SIDs Data Parameters and Sub-function Bytes UDS requests and responses can
be parameterized by sub-function bytes and/or data parameters. Data parameters are
identified by Data Identifier (DID).

DID Description 0xF180 Boot software identification 0xF18C ECU serial number 0xF190
Vehicle Identification Number (VIN) Examples of Data Identifier (DID) – Examples
Negative Responses and NRCs If an ECU is not able to support a request, for example if
it cannot deliver the requested data (0x22 = read data by identifier) or cannot process a
requested action (0x11 = ECU reset) – for what reason ever – the ECU will send a
negative response with the negative response SID 0x7F.
The negative response consists of three bytes: The first byte is the SID of the negative
response (0x7F), the second one is the SID of the denied request. The third byte is a
parameter named negative response code (NRC).

The NRC contains information, why the ECU is not sending a positive response. NRC
Comment 0x10 General reject 0x11 Service not supported 0x12 Sub-function not
supported 0x22 Conditions not correct Negative Response Codes (NRC) – Examples
UDS on CAN > DoCAN DoCAN is short for “Diagnostics on CAN” and specified in ISO
15765. It describes, how ISO 14229 services are transferred using the physical and data
link layers of CAN. A specific “problem” of CAN is the limited number of data bytes that
fit in a single CAN frame.

The Vehicle Identification Number, for example, consists of 17 bytes and does not fit in a
single CAN message frame. The request to read the VIN reads 0x[22,F1,90]. The positive
response could be 0x[62,F1,90,35,48,44,31,47,56,34,31,39,38,4B,33,32,36,32,32,35],
whereas the 17 data bytes after the 0x [62,F1,90...] represent the VIN of a Harley
Davidson motorcycle type FXWG MY 1981. Data blocks that do not fit in a single CAN
frame must be segmented and sent with several, consecutive CAN frames. The
description of how that works is colloquially named ISO TP, whereas TP is short for
transport protocol.

ISO TP for UDS on CAN is specified in ISO 15765-2. UDS on IP > DoIP DoIP is specified
in ISO 13400 and describes, how ISO 14229 services are transferred using the Internet
Protocol IP and IEEE 802 Ethernet. TST Technology Figure 1903-04 shows the software
components of a diagnostic tester. ODX is short for the Open Diagnostic Data Exchange
format and OTX for the Open Test Sequence exchange format. The Smart Diagnostic
Engine (SDE) processes service requests and responses using the ODX data that mainly
contains the specification of the diagnostic communication protocol stack and
computational methods to translate hex coded diagnostic data into meaningful
information. The OTX data base contains scripts that describe diagnostic sequences, e.g.
for guided fault finding or flash reprogramming of a control unit.
 Software Components of a Diagnostic Tester The application can be software on a WIN-
based PC or an APP on an Android-/iOS- based smart device. The VCI and its firmware
are connected to the SDE via one of the interfaces D-PDU API, RP1210 or SAE J2534,
whereby a VCI is not necessary anymore if a regular PC with a RJ45 Ethernet port and
UDS on IP are employed.
Controller Area Network (CAN) A controller area network (CAN) is ideally suited to the
many high-level industrial protocols embracing CAN and ISO-11898:2003 as their
physical layer.

Its cost, performance, and upgradeability provide for tremendous flexibility in system
design. This application report presents an introduction to the CAN fundamentals,
operating principles, and the implementation of a basic CAN bus with TI's CAN
transceivers and DSPs. The electrical layer requirements of a CAN bus are discussed
along with the importance of the different features of a TI CAN transceiver.

The CAN bus was developed by BOSCH as a multi-master, message broadcast system
that specifies a maximum signaling rate of 1 megabit per second (bps). Unlike a
traditional network such as USB or Ethernet, CAN does not send large blocks of data
point-to-point from node A to node B under the supervision of a central bus master. In a
CAN network, many short messages like temperature or RPM are broadcast to the entire
network, which provides for data consistency in every node of the system.

Once CAN basics such as message format, message identifiers, and bit-wise arbitration
-- a major benefit of the CAN signaling scheme are explained, a CAN bus
implementation is examined, typical waveforms presented, and transceiver features
examined. The CAN Standard CAN is an International Standardization Organization (ISO)
defined serial communications bus originally developed for the automotive industry to
replace the complex wiring harness with a two- wire bus. The specification calls for high
immunity to electrical interference and the ability to self- diagnose and repair data
errors. These features have led to CAN’s popularity in a variety of industries including
building automation, medical, and manufacturing.

The CAN communications protocol, ISO-11898: 2003, describes how information is

passed between devices on a network and conforms to the Open Systems
Interconnection (OSI) model that is defined in terms of layers. Actual communication
between devices connected by the physical medium is defined by the physical layer of
the model. The ISO 11898 architecture defines the lowest two layers of the seven layer
OSI/ISO model as the data-link layer and physical layer. The Layered ISO 11898 Standard
Architecture
Here, the application layer establishes the communication link to an upper-level
application specific protocol such as the vendor-independent CANopen™ protocol.

This protocol is supported by the international users and manufacturers group, CAN in
Automation (CiA). Additional CAN information is located at the CiA Web site, can-cia.de.
Many protocols are dedicated to particular applications like industrial automation, diesel
engines, or aviation. Other examples of industry- standard, CAN-based protocols are
KVASER's CAN Kingdom and Rockwell Automation's DeviceNet™. Standard CAN or
Extended CAN The CAN communication protocol is a carrier-sense, multiple-access
protocol with collision detection and arbitration on message priority (CSMA/CD+AMP).

CSMA means that each node on a bus must wait for a prescribed period of inactivity
before attempting to send a message. CD+AMP means that collisions are resolved
through a bit-wise arbitration, based on a preprogrammed priority of each message in
the identifier field of a message. The higher priority identifier always wins bus access.
That is, the last logic high in the identifier keeps on transmitting because it is the highest
priority.

Since every node on a bus takes part in writing every bit "as it is being written," an
arbitrating node knows if it placed the logic-high bit on the bus. The ISO-11898:2003
Standard, with the standard 11-bit identifier, provides for signaling rates from 125 kbps
to 1 Mbps. The standard was later amended with the “extended” 29-bit identifier. The
standard 11-bit identifier field in Figure 2 provides for 211, or 2048 different message
identifiers, whereas the extended 29-bit identifier in Figure 3 provides for 229, or 537
million identifiers.

The Bit Fields of Standard CAN and Extended CAN Standard CAN Standard CAN: 11-Bit
Identifier The meaning of the bit fields of Figure 2 are: SOF–The single dominant start of
frame (SOF) bit marks the start of a message, and is used to synchronize the nodes on a
bus after being idle. Identifier-The Standard CAN 11-bit identifier establishes the priority
of the message. The lower the binary value, the higher its priority. RTR–The single
remote transmission request (RTR) bit is dominant when information is required from
another node. All nodes receive the request, but the identifier determines the specified
node.

The responding data is also received by all nodes and used by any node interested. In
this way, all data being used in a system is uniform. IDE–A dominant single identifier
extension (IDE) bit means that a standard CAN identifier with no extension is being
transmitted.
r0–Reserved bit (for possible use by future standard amendment). DLC–The 4-bit data
length code (DLC) contains the number of bytes of data being transmitted. Data–Up to
64 bits of application data may be transmitted.

CRC–The 16-bit (15 bits plus delimiter) cyclic redundancy check (CRC) contains the
checksum (number of bits transmitted) of the preceding application data for error
detection. ACK–Every node receiving an accurate message overwrites this recessive bit in
the original message with a dominate bit, indicating an error-free message has been
sent. Should a receiving node detect an error and leave this bit recessive, it discards the
message and the sending node repeats the message after re-arbitration. In this way,
each node acknowledges (ACK) the integrity of its data.

ACK is 2 bits, one is the acknowledgment bit and the second is a delimiter. EOF–This
end-of-frame (EOF), 7-bit field marks the end of a CAN frame (message) and disables bit
stuffing, indicating a stuffing error when dominant. When 5 bits of the same logic level
occur in succession during normal operation, a bit of the opposite logic level is stuffed
into the data. IFS–This 7-bit inter-frame space (IFS) contains the time required by the
controller to move a correctly received frame to its proper position in a message buffer
area.

Extended CAN Extended CAN: 29-Bit Identifier As shown in Figure 3, the Extended CAN
message is the same as the Standard message with the addition of: SRR– The substitute
remote request (SRR) bit replaces the RTR bit in the standard message location as a
placeholder in the extended format. IDE– A recessive bit in the identifier extension (IDE)
indicates that more identifier bits follow. The 18-bit extension follows IDE. r1– Following
the RTR and r0 bits, an additional reserve bit has been included ahead of the DLC bit.
A CAN Message Arbitration A fundamental CAN characteristic shown in Figure 4 is the
opposite logic state between the bus, and the driver input and receiver output.
Normally, a logic-high is associated with a one, and a logic-low is associated with a zero
- but not so on a CAN bus. This is why TI CAN transceivers have the driver input and
receiver output pins passively pulled high internally, so that in the absence of any input,
the device automatically defaults to a recessive bus state on all input and output pins.

The Inverted Logic of a CAN Bus Bus access is event-driven and takes place randomly. If
two nodes try to occupy the bus simultaneously, access is implemented with a
nondestructive, bit-wise arbitration. Nondestructive means that the node winning
arbitration just continues on with the message, without the message being destroyed or
corrupted by another node. The allocation of priority to messages in the identifier is a
feature of CAN that makes it particularly attractive for use within a real-time control
environment. The lower the binary message identifier number, the higher its priority.

An identifier consisting entirely of zeros is the highest priority message on a network

because it holds the bus dominant the longest. Therefore, if two nodes begin to transmit
simultaneously, the node that sends a last identifier bit as a zero (dominant) while the
other nodes send a one (recessive) retains control of the CAN bus and goes on to
complete its message. A dominant bit always overwrites a recessive bit on a CAN bus.
Note that a transmitting node constantly monitors each bit of its own transmission.

This is the reason for the transceiver configuration of Figure 4 in which the CANH and
CANL output pins of the driver are internally tied to the receiver's input. The
propagation delay of a signal in the internal loop from the driver input to the receiver
output is typically used as a qualitative measure of a CAN transceiver. This propagation
delay is referred to as the loop time (tLOOP in a TI data sheet), but takes on varied
nomenclature from vendor to vendor. Figure 5 displays the CAN arbitration process that
is handled automatically by a CAN controller.

Because each node continuously monitors its own transmissions, as node B's recessive
bit is overwritten by node C’s higher priority dominant bit, B detects that the bus state
does not match the bit that it transmitted. Therefore, node B halts transmission while
node C continues on with its message. Another attempt to transmit the message is
made by node B once the bus is released by
node C. This functionality is part of the ISO 11898 physical signaling layer, which means
that it is contained entirely within the CAN controller and is completely transparent to a
CAN user.

Arbitration on a CAN Bus The allocation of message priority is up to a system designer,

but industry groups mutually agree on the significance of certain messages. For
example, a manufacturer of motor drives may specify that message 0010 is a winding
current feedback signal from a motor on a CAN network and that 0011 is the
tachometer speed. Because 0010 has the lowest binary identifier, messages relating to
current values always have a higher priority on the bus than those concerned with
tachometer readings.

In the case of DeviceNet™, devices from many manufacturers such as proximity switches
and temperature sensors can be incorporated into the same system. Because the
messages generated by DeviceNet sensors have been predefined by their professional
association, the Open DeviceNet Vendors Association (ODVA), a certain message always
relates to the specific type of sensor such as temperature, regardless of the actual
manufacturer. Message Types The four different message types, or frames (see Figure 2
and Figure 3), that can be transmitted on a CAN bus are the data frame, the remote
frame, the error frame, and the overload frame.

The Data Frame The data frame is the most common message type, and comprises the
Arbitration Field, the Data Field, the CRC Field, and the Acknowledgment Field. The
Arbitration Field contains an 11-bit identifier in Figure 2 and the RTR bit, which is
dominant for data frames. In Figure 3, it contains the 29-bit identifier and the RTR bit.
Next is the Data Field which contains zero to eight bytes of data, and the CRC Field
which contains the 16-bit checksum used for error detection. Last is the
Acknowledgment Field.

The Remote Frame The intended purpose of the remote frame is to solicit the
transmission of data from another node. The remote frame is similar to the data frame,
with two important differences. First, this type of
message is explicitly marked as a remote frame by a recessive RTR bit in the arbitration
field, and secondly, there is no data. The Error Frame The error frame is a special
message that violates the formatting rules of a CAN message. It is transmitted when a
node detects an error in a message, and causes all other nodes in the network to send
an error frame as well. The original transmitter then automatically retransmits the
message.

An elaborate system of error counters in the CAN controller ensures that a node cannot
tie up a bus by repeatedly transmitting error frames. The Overload Frame The overload
frame is mentioned for completeness. It is similar to the error frame with regard to the
format, and it is transmitted by a node that becomes too busy. It is primarily used to
provide for an extra delay between messages. A Valid Frame A message is considered to
be error free when the last bit of the ending EOF field of a message is received in the
error-free recessive state. A dominant bit in the EOF field causes the transmitter to
repeat a transmission.

Error Checking and Fault Confinement The robustness of CAN may be attributed in part
to its abundant error-checking procedures. The CAN protocol incorporates five methods
of error checking: three at the message level and two at the bit level. If a message fails
any one of these error detection methods, it is not accepted and an error frame is
generated from the receiving node. This forces the transmitting node to resend the
message until it is received correctly. However, if a faulty node hangs up a bus by
continuously repeating an error, its transmit capability is removed by its controller after
an error limit is reached.

Error checking at the message level is enforced by the CRC and the ACK slots displayed
in Figure 2 and Figure 3. The 16-bit CRC contains the checksum of the preceding
application data for error detection with a 15-bit checksum and 1-bit delimiter. The ACK
field is two bits long and consists of the acknowledge bit and an acknowledge delimiter
bit. Also at the message level is a form check. This check looks for fields in the message
which must always be recessive bits. If a dominant bit is detected, an error is generated.
The bits checked are the SOF, EOF, ACK delimiter, and the CRC delimiter bits. At the bit
level, each bit transmitted is monitored by the transmitter of the message.

If a data bit (not arbitration bit) is written onto the bus and its opposite is read, an error
is generated. The only exceptions to this are with the message identifier field which is
used for arbitration, and the acknowledge slot which requires a recessive bit to be
overwritten by a dominant bit. The final method of error detection is with the bit-
stuffing rule where after five consecutive bits of the same logic level, if the next bit is not
a complement, an error is generated.
Stuffing ensures that
rising edges are available for on-going synchronization of the network. Stuffing also
ensures that a stream of bits are not mistaken for an error frame, or the seven-bit
interframe space that signifies the end of a message. Stuffed bits are removed by a
receiving node’s controller before the data is forwarded to the application. With this
logic, an active error frame consists of six dominant bits—violating the bit stuffing rule.
This is interpreted as an error by all of the CAN nodes which then generate their own
error frame. This means that an error frame can be from the original six bits to twelve
bits long with all the replies.

This error frame is then followed by a delimiter field of eight recessive bits and a bus idle
period before the corrupted message is retransmitted. It is important to note that the
retransmitted message still has to contend for arbitration on the bus. The CAN Bus The
data link and physical signaling layers of Figure 1, which are normally transparent to a
system operator, are included in any controller that implements the CAN protocol, such
as TI's TMS320LF2812 3.3-V DSP with integrated CAN controller. Connection to the
physical medium is then implemented through a line transceiver such as TI's
SN65HVD230 3.3-V CAN transceiver to form a system node as shown in Figure 6.

Details of a CAN Bus Signaling is differential which is where CAN derives its robust noise
immunity and fault tolerance. Balanced differential signaling reduces noise coupling and
allows for high signaling rates over twisted-pair cable. Balanced means that the current
flowing in each signal line is equal but opposite in direction, resulting in a field-
canceling effect that is a key to low noise emissions. The use of balanced differential
receivers and twisted-pair cabling enhance the common-mode rejection and high noise
immunity of a CAN bus.

The High-Speed ISO 11898 Standard specifications are given for a maximum signaling
rate of 1 Mbps with a bus length of 40 m with a maximum of 30 nodes. It also
recommends a maximum unterminated stub length of 0.3 m. The cable is specified to be
a shielded or unshielded twisted-pair with a 120-O characteristic impedance (Zo). The
ISO 11898 Standard defines a single line of twisted-pair cable as the network topology
as shown in Figure 6, terminated at both ends with 120- O resistors, which match the
characteristic impedance of the line to prevent signal reflections.
According to ISO 11898, placing RL on a node must be avoided because the bus lines
lose termination if the node is disconnected from the bus. The two signal lines of the
bus, CANH and CANL, in the quiescent recessive state, are passively biased to ? 2.5 V.
The dominant state on the bus takes CANH ? 1 V higher to ? 3.5 V, and takes CANL ? 1 V
lower to ? 1.5 V, creating a typical 2-V differential signal as displayed in Figure 7. CAN
Dominant and Recessive Bus States The CAN standard defines a communication network
that links all the nodes connected to a bus and enables them to talk with one another.

There may or may not be a central control node, and nodes may be added at any time,
even while the network is operating (hot-plugging). The nodes in Figure 8 and Figure 9
could theoretically be sending messages from smart sensing technology and a motor
controller. An actual application may include a temperature sensor sending out a
temperature update that is used to adjust the motor speed of a fan. If a pressure sensor
node wants to send a message at the same time, arbitration ensures that the message is
sent.

For example, Node A in Figure 8 and Figure 9 finishes sending its message (on the left
side of Figure 8) as nodes B and C acknowledge a correct message being received.
Nodes B and C then begin arbitration—node C wins the arbitration and sends its
message. Nodes A and B acknowledge C's message, and node B then continues on with
its message. Again note the opposite polarity of the driver input and output on the bus.
 CAN Bus Traffic CAN Test Bus CAN Transceiver Features 3.3-V Supply Voltage Most CAN
transceivers require a 5-V power supply to reach the signal levels required by the ISO
11898 standard. However, by superior attention to high-efficiency circuit design, the TI
3.3-V CAN transceiver family operates with a 3.3-V power supply and is fully
interoperable with 5-V CAN transceivers on the same bus. This allows designers to
reduce total node power by 50% or more (Figure 10).
 3.3-V CAN Transceiver Power Savings In addition to the inherent power savings of using
a 3.3-V transceiver, for applications using 3.3-V technology, such as the TI TMS320C28xx
family of DSPs with integrated CAN controllers, the need for a 5-V power supply can be
eliminated. This lowers the overall part count for the node, reducing system cost and
increasing system reliability.

For designers with an existing system design which requires a 5-V-powered transceiver,
the TI 5-V transceivers are available with a wide variety of features such as high ESD
protection and wide common-mode range. ESD Protection Static charge is an
unbalanced electrical charge at rest, typically created by the physical contact of different
materials. One surface gains electrons, whereas the other surface loses electrons. This
results in an unbalanced electrical condition known as a static charge. When a static
charge moves from one surface to another, it is referred to as an electrostatic discharge
(ESD).

It can occur only when the voltage differential between the two surfaces is sufficiently
high to break down the dielectric strength of the medium separating the two surfaces.
ESD can occur in any one of four ways: a charged body can touch an integrated circuit
(IC), a charged IC can touch a grounded surface, a charged machine can touch an IC, or
an electrostatic field can induce a voltage across a dielectric sufficient to break it down.
The main threat of ESD damage occurs during the assembly and manufacturing of
circuits. After assembly and installation, the main protection required for the bus pins is
surge protection.

Common-Mode Voltage Operating Range Common-mode voltage is the difference in

potential between grounds of sending and receiving nodes on a bus. This is often the
case in the networked equipment typically found in a CAN application. Possible effects
of this problem are intermittent reboots, lock-ups, bad data transfer, or physical damage
to a transceiver. Network interface cards, parallel ports, serial ports, and especially
transceivers are prime targets for some form of failure if not designed to accommodate
high levels of ground shift and power supply imbalance between typical CAN nodes.

With this in mind, most TI CAN transceivers are designed to operate with complete
safety well beyond the bus voltage range of –2 V to 7 V required by the ISO 11898
Standard
Common-Mode Noise Rejection Common-mode noise of varied magnitudes exist within
the networks associated with CAN applications. Noise from pulsing motor controllers,
switch-mode power supplies, or from fluorescent lighting load are the typical sources of
noises that couple onto bus lines as displayed in Figure 11. These would otherwise be
straight lines.

Common-Mode Noise Coupled Onto Four Twisted-Pair Bus Lines A CAN transceiver's
receiver not specifically designed to reject this coupled noise can respond to common-
mode noise as if it were data on a bus and send meaningless data to a controller. TI CAN
transceivers are specifically designed and tested for their ability to reject this common-
mode noise. Controlled Driver Output Transition Times Controlling the driver output
slew rate dampens the rise time of a dominant bit to improve signal quality and
provides for longer stub lengths and a better bit-error rate.

For a discussion on how slew-rate control provides for longer stub lengths, see
application report SLLA270. Low-Current Bus Monitor, Standby and Sleep Modes Many
applications are looking to lower-power opportunities as more electronics are added to
designs. The standby mode in many TI transceivers is generally referred to as the “listen
only” mode, because in standby, the driver circuitry is switched off while the receiver
continues to monitor bus activity. In the occurrence of a dominant bit on the bus, the
receiver passes this information along to its DSP/CAN controller which in turn activates
the circuits that are in standby. This is achieved by placing a logic-low level on the Rs pin
(pin 8) of the device.

The difference between the standby mode and the sleep mode is that both driver and
receiver circuits can be switched off to create an extremely low-power sleep mode with
no bus monitor. The local controller actively places the device into and out of sleep
mode. The HVD1040 contains the best of both standby and sleep features with a low-
power (5 µA typical) bus monitor. The device driver and receiver circuitry is switched off
while a small comparator monitors the bus and toggles the receiver output on bus
activity.
Bus Pin Short-Circuit Protection The ISO 11898 Standard recommends that a transceiver
survive bus wire short-circuits to each other, to the power supply, and to ground. This
ensures that transceivers are not damaged by bus cable polarity reversals, cable crush,
and accidental shorts to high power supplies. The short-circuit protection in TI devices
protects for an unlimited time. Once a problem is removed, the devices perform as
designed whereas the CAN transceivers offered from competing vendors are
permanently damaged and require replacement.

Thermal Shutdown Protection Another desirable safety feature for a CAN transceiver is
the thermal shutdown circuitry of TI CAN transceivers. This feature protects a device
against the destructive currents and resulting heat that can occur in a short-circuit
condition. Once thermal shutdown is activated, the device remains shut down until the
circuitry is allowed to cool. Once cooled down to normal operating temperature, the
device automatically returns to active operation without damage.

Bus Input Impedance A high bus input impedance increases the number of nodes that
can be added to a bus above the ISO 11898 Standard’s 30 nodes. The high impedance
restricts the amount of current that a receiver sinks or sources onto a bus over common-
mode voltage conditions. This ensures that a driver transmitting a message into such a
condition is not required to sink or source a damaging amount of current from the sum
of the receiver leakage currents on a bus.

Glitch-Free Power Up and Power Down This feature provides for hot-plugging onto a
powered bus without disturbing the network. The TI driver and receiver pins are
passively pulled high internally while the bus pins are biased internally to a high
impedance recessive state. This provides for a power up into a known recessive
condition without disturbing ongoing bus communication. Unpowered Node Protection
Many CAN transceivers on the market today have a low output impedance when
unpowered. This low impedance causes the device to sink any signal present on the bus
and shuts down all data transmission.

TI CAN transceivers have a high output impedance in powered and unpowered

conditions and maintain the integrity of the bus any time power or ground is removed
from the circuit. Reference Voltage Reference voltage on a CAN transceiver is the Vref
pin (pin 5) of what is considered to be the standard CAN transceiver footprint. This is the
footprint of the first CAN transceiver to market, the NXP PCA82C250. When first
introduced, the Vcc/2 Vref pin served a particular NXP CAN controller as a voltage
reference used to compare the bus voltage of a remaining single bus line in the event of
an accident.
If the voltages were the same, it was a recessive bit; if different, it was a dominant bit.
Although some users consider it handy for use as an actual voltage reference at the
node, it is typically unused. V-Split split is a fortified Vcc/2 Vref pin with the same ESD
protection rating, short-circuit protection, and common-mode operating range as the
bus pins. It is used to stabilize bus voltage at Vcc/2 and prevent it from drifting to a high
common-mode voltage during periods of inactivity. It also filters unwanted high-
frequency noise from bus lines with the termination technique of Figure 12.

This is accomplished with a coupling capacitor between two ~60 O ±1% termination
resistors to couple high-frequency noise to a solid ground potential. Care must be taken
to match the two resistors carefully so as not to reduce the effective immunity. This
technique improves the electromagnetic compatibility of a network. A typical value of CL
for a high-speed CAN is 4.7 nF, which generates a 3-dB point at 1.1 Mbps. This, of
course, is a signaling-rate-dependant value. Split Termination Loopback This function
places the bus input and output in a high-impedance state.

The remaining transceiver circuitry remains active and available for driver-to-receiver
loopback and self-diagnostic node functions without disturbing the bus. Autobaud
Loopback In autobaud loopback, the “bus-transmit” function of the transceiver is
disabled, while the “bus- receive” function and all of the normal operating functions of
the device remain intact. With the autobaud function engaged, normal bus activity can
be monitored by the device. Autobaud detection is best suited to applications that have
a known selection of baud rates.

For example, a popular industrial application has optional settings of 125 kbps, 250
kbps, or 500 kbps. Once a logic high has been applied to pin 5 (AB) of the HVD235,
assume a baud rate such as 125 kbps; then wait for a message to be transmitted by
another node on the bus. If the wrong baud rate has been selected, an error message is
generated by the host CAN controller. However, because the “bus-transmit” function of
the device has been disabled, no other nodes receive the error message of the
controller.

This procedure makes use of the CAN controller’s status register indications of message
received and error warning status to signal if the current baud rate is correct or not. The
warning status
indicates that the CAN chip error counters have been incremented. A message-received
status indicates that a good message has been received. If an error is generated, reset
the CAN controller with another baud rate and wait to receive another message. When
an error-free message has been received, the correct baud rate has been detected.

CAN Transceiver Selection Guide Transceiver Supply Voltage (V) Short Circuit Voltage
(V) CommonMode Voltage Range (V) ESD (kV) Standby Sleep Silent Shutdown
(SHDN) Low-Power Bus Monitor Vref Vsplit Loopback Autobaud Slew Rate Control
Fault VIO 5-Mbps FD SN65HVD230 3.3 -4 to 16 -2 to 7 HBM: ±16 X X X
SN65HVD231 3.3 -4 to 16 -2 to 7 HBM: ±16 X X X SN65HVD232 3.3 -4 to 16 -2 to
7 HBM: ±16 SN65HVD233 3.3 ±36 -7 to 12 HBM: ±16 X X X
SN65HVD234 3.3 ±36 -7 to 12 HBM:±16 X X X SN65HVD235 3.3

±36 -7 to 12 HBM: ±16 X X X SN65HVD251 5 ±36 -7 to 12 HBM: ±12 X X X

SN65HVD1040 5 -27 to 40 ±12 IEC ±6 HBM: ±12 X X SN65HVD1050 5 -27
to 40 ±12 IEC: ±6 HBM: ±8 X X SN65HVD255 5 -27 to 40 -2 to 7 IEC: ±8
HBM: ±12 X X SN65HVD256 5 -27 to 40 -2 to 7 IEC: ±8 HBM: ±12 X X
X SN65HVD257 5 -27 to 40 -2 to 7 IEC: ±8 HBM: ±12 X X X SN65HVD265 5
-27 to 40 -2 to 7 IEC: ±8 HBM: ±12 X X SN65HVD266 5 -27 to 40 -2 to 7 IEC:
±8 HBM: ±12 X X X SN65HVD267 5 -27 to 40 -2 to 7 IEC: ±8 HBM: ±12 X
X X SN65HVDA540- 5-Q1 5 -27 to 40 ±12 IEC: ±7 HBM: ±12 X
SN65HVDA541- 5-Q1 5 -27 to 40 ±12 IEC: ±7 HBM: ±12 X SN65HVDA542- 5-
Q1 5 -27 to 40 ±12 IEC: ±7 HBM: ±12 X SN65HVDA540- Q1 5 -27 to 40 ±12
IEC: ±7 HBM: ±12 X X SN65HVDA541- Q1 5 -27 to 40 ±12 IEC: ±7 HBM: ±12
X X SN65HVDA542- Q1 5 -27 to 40 ±12 IEC: ±7 HBM: ±12 X X
HVDA551-Q1 5 -27 to 40 ±12 IEC: ±7 HBM: ±12 X X HVDA553-Q1 5 -27 to
40 ±12 IEC: ±7 HBM: ±12 X X TCAN330(G) 3.3 ±14 ±12 IEC ±12 HBM: ±4 X
X X X(G) TCAN332(G) 3.3 ±14 ±12 IEC ±12 HBM: ±4 X(G) TCAN334(G)
3.3

±14 ±12 IEC ±12 HBM: ±4 X X X(G) TCAN337(G) 3.3 ±14 ±12 IEC ±12 HBM:
±4 X X X X(G) TCAN1042(H)( G)(V)-Q1 5 ±58 ±70 (H) ±30 IEC: ±8 HBM: ±10 X
X X(V) X(G) TCAN1051(H)( G)(V)-Q1 5 ±58 ±70 (H) ±30 IEC: ±8 HBM: ±10 X X
X(V) X(G) CAN is ideally suited in applications requiring a large number of short
messages with high reliability in rugged operating environments.

Because CAN is message based and not address based, it is especially well suited when
data is needed by more than one location and system-wide data consistency is
mandatory.
Fault confinement is also a major benefit of CAN. Faulty nodes are automatically
dropped from the bus, which prevents any single node from bringing a network down,
and ensures that bandwidth is always available for critical message transmission. This
error containment also allows nodes to be added to a bus while the system is in
operation, otherwise known as hot-plugging.

The many features of the TI CAN transceivers make them ideally suited for the many
rugged applications to which the CAN protocol is being adapted. Among the
applications finding solutions with CAN are automobiles, trucks, motorcycles,
snowmobiles trains, buses, airplanes, agriculture, construction, mining, and marine
vehicles. The BCM is responsible for controlling and monitoring various electrical
components in the vehicle's body.

It receives signals from different sensors and switches placed around the vehicle, and it
sends out the necessary commands to control various components like headlights,
taillights, door locks, and more. The architecture of BCM can vary depending on the
make and model of the vehicle. Most modern vehicles use a network of modules that
communicate with each other over a CAN (Controller Area Network) or LIN (Local
Interconnect Network) bus. In this network, the BCM is the primary module that
manages and controls the body-related functions of the vehicle. The BCM comes with a
range of features that enhance the driving experience and make the vehicle more user-
friendly.

For example, some BCMs come equipped with remote keyless entry, which allows the
driver to unlock the car without using a key. Some BCMs also feature automatic lighting,
which switches on the headlights and other lights automatically in low-light conditions.
The BCM is integrated with other vehicle systems, including the powertrain,
infotainment, and driver assistance systems. This integration enables the BCM to provide
the necessary control signals to these systems and ensure that the vehicle operates
safely and efficiently. The BCM comes with various safety features to ensure that the
vehicle operates safely and efficiently.

For example, it can detect a short circuit in the electrical system and shut down the
affected circuit to prevent damage to the system. It also features overvoltage protection
to prevent damage to the electrical system in case of a voltage surge. Communication
Protocols: BCMs communicate with other modules in the vehicle over various
communication protocols, such as CAN, LIN, FlexRay, and Ethernet. These protocols
ensure that the modules exchange data and control signals efficiently, and the vehicle's
systems work together seamlessly.
Diagnostic Capabilities: BCMs are equipped with diagnostic capabilities that enable
technicians to identify and troubleshoot faults in the electrical system. For example,
most BCMs have onboard self-diagnostic routines that can detect faults in the system
and provide diagnostic trouble codes (DTCs) to help identify the problem. Power
Management: BCMs are responsible for managing the electrical power distribution in
the vehicle. They ensure that the electrical loads are balanced to prevent overloading of
the system and maintain the battery's charge level.

Customization: BCMs can be customized to meet specific vehicle requirements. For

example, the BCM can be programmed to control different lighting functions or enable
specific safety features. Cybersecurity: BCMs are also designed to include cybersecurity
features to protect the vehicle's electrical system from cyber attacks. They can detect and
prevent unauthorized access to the system and ensure that the vehicle's systems operate
securely. Integration with Advanced Driver Assistance Systems (ADAS): BCMs are
increasingly being integrated with advanced driver assistance systems (ADAS) to enable
features such as automatic emergency braking, blind-spot monitoring, and lane-keeping
assistance.

The BCM communicates with other modules in the vehicle, such as the radar or camera,
to provide the necessary control signals to the ADAS. Hardware Components: BCMs are
typically comprised of a microcontroller, memory, input/output circuits, and
communication interfaces. The microcontroller processes data received from the sensors
and switches and generates control signals for the output circuits.

BCM Programming: BCMs are typically programmed using a software application that
allows the technician to configure the module's parameters and functions. Programming
may involve setting thresholds for sensor inputs, defining control signals for output
circuits, and customizing features for specific vehicle models. BCM Failure: A BCM can
fail due to several reasons such as a short circuit, overvoltage, or water ingress. When a
BCM fails, it may cause various electrical problems in the vehicle, such as non-
functioning headlights or power windows.

A failed BCM may also generate diagnostic trouble codes (DTCs) that can help
technicians diagnose and repair the issue. BCM Replacement: When a BCM fails, it may
need to be replaced. Replacement BCMs are typically programmed with the same
parameters and functions as the original module, ensuring that the vehicle operates as
intended. Some BCMs require special programming tools to configure the module, and
the technician must follow the manufacturer's instructions carefully to avoid damaging
the new module.
Future Developments: BCM technology is constantly evolving, and future BCMs may
integrate even more advanced features, such as machine learning algorithms and
artificial intelligence. These advancements could enable the BCM to learn the driver's
behavior and preferences and adjust the vehicle's settings accordingly. BCM Suppliers:
There are several companies that manufacture BCMs, including Bosch, Delphi,
Continental, and Denso. These companies provide BCMs for various vehicle makes and
models and work closely with the automotive manufacturers to ensure that the modules
meet the required specifications and standards.

Integration with other systems: BCMs are often integrated with other systems in the
vehicle, such as the engine control module (ECM) and transmission control module
(TCM), to enable coordinated control of the vehicle's systems. For example, the BCM may
communicate with the ECM to reduce the engine power output in the event of an
electrical overload or communicate with the TCM to adjust transmission shift points for
better fuel efficiency. Inputs and Outputs: BCMs have inputs that receive signals from
various sensors, switches, and other control modules in the vehicle. These inputs may
include signals from door switches, headlight switches, brake light switches, and more.

The BCM processes these signals and generates outputs that control various functions,
such as turning on the headlights, activating the windshield wipers, or unlocking the
doors. Security features: BCMs often include security features to prevent unauthorized
access to the vehicle's systems. For example, the BCM may control the power locks and
be programmed to disable the locks if an incorrect code is entered multiple times. Some
BCMs also have encryption features that prevent the system from being hacked or
tampered with.

Battery drain management: BCMs are responsible for managing the power distribution
to various electrical components in the vehicle, which includes monitoring the battery
voltage and reducing power consumption when necessary. This helps prevent battery
drain and ensures that the battery stays charged. Advanced functions: Some BCMs
include advanced functions, such as automatic headlight control, which turns on the
headlights when the ambient light levels are low, or automatic rain-sensing wipers,
which turn on the windshield wipers when rain is detected.

These features improve driver convenience and safety. Diagnostics: BCMs include
diagnostic features that can detect faults in the electrical system and generate
diagnostic trouble codes (DTCs) to help technicians diagnose and repair the issue. These
features can save time and reduce repair costs. Types of BCMs: There are two main types
of BCMs - standalone and integrated. Standalone BCMs are separate modules that
control various electrical functions in the vehicle, while integrated BCMs are integrated
with other modules, such as the instrument cluster or radio.

Integrated BCMs are more common in modern vehicles, as they help reduce wiring
complexity and improve system integration. BCM software updates: Just like other
vehicle systems, BCMs may require software updates to address issues, improve
functionality, or add new features. BCM software updates can be performed by
authorized dealers or repair facilities, and in some cases, may require specialized
equipment.

BCM design considerations: When designing a BCM, several factors must be considered,
including power consumption, reliability, and electromagnetic compatibility (EMC). The
BCM must be designed to consume minimal power to prevent battery drain, be reliable
to ensure proper operation of the vehicle's electrical system, and be EMC compliant to
prevent interference with other electronic components in the vehicle. BCM failure
modes: BCMs can fail due to various reasons, including water damage, overvoltage, and
component failure.

BCM failure can cause several issues, such as non-functioning electrical components,
warning lights on the instrument cluster, and even prevent the vehicle from starting.
BCM repair and replacement: When a BCM fails, it may need to be repaired or replaced.
Repairing a BCM may involve replacing faulty components or repairing damaged
circuits. If the BCM cannot be repaired, it may need to be replaced with a new or
remanufactured unit. After replacement, the BCM must be programmed to match the
vehicle's configuration to ensure proper operation. BCM and vehicle security: BCMs are
an important component in ensuring the security of the vehicle.

They control various functions such as door locks, immobilizers, and alarm systems. In
modern vehicles, BCMs are integrated with keyless entry systems and are responsible for
authenticating the key fob signal and unlocking the doors. Additionally, the BCM may
also be programmed to prevent the engine from starting if an incorrect key is used.
BCM and vehicle customization: BCMs allow for customization of various features in a
vehicle. With the use of software, the BCM can be programmed to activate or deactivate
certain functions, such as automatic door locks, lighting preferences, and seat position
memory.

This customization allows for a personalized driving experience and can also be used to
adapt the vehicle to different driving conditions or situations. BCM and vehicle data
collection: BCMs can collect data from various sensors and systems in the vehicle. This
data can include information on the vehicle's speed, mileage, fuel economy, and more.
This information can be used for diagnostics, monitoring vehicle performance, and
identifying potential issues. BCM and remote access: In modern vehicles, BCMs can be
accessed remotely through telematics systems, such as OnStar or BMW Assist.

These systems allow for remote diagnostics, vehicle tracking, and remote control of
certain functions, such as door locks and engine starting. BCM and electric vehicles: In
electric vehicles, BCMs are responsible for managing the high-voltage battery pack and
controlling the electric motor. The BCM monitors the battery's state of charge,
temperature, and voltage, and regulates the flow of power to the motor.

Additionally, the BCM can also control the regenerative braking system, which converts
the kinetic energy from braking into electrical energy that is stored in the battery pack.
BCM and autonomous vehicles: In autonomous vehicles, BCMs will play an even more
critical role. They will be responsible for controlling all aspects of the vehicle, including
steering, braking, and acceleration. Additionally, BCMs will communicate with other
autonomous vehicles and with the infrastructure to ensure safe and efficient operation.

BCMs and network communication: BCMs use various communication protocols to

interact with other electronic control units (ECUs) in the vehicle. These protocols include
CAN (Controller Area Network), LIN (Local Interconnect Network), and FlexRay. By using
these protocols, the BCM can share data with other ECUs, such as the engine control
module, transmission control module, and electronic stability control system. BCM and
power management: BCMs are responsible for managing the power distribution in the
vehicle. They control the power supply to various electrical components, such as the
lighting, HVAC (heating, ventilation, and air conditioning), and audio systems.

This power management function helps ensure that the vehicle's electrical system
operates efficiently and minimizes the risk of battery drain. BCM and diagnostics: BCMs
store diagnostic trouble codes (DTCs) that help technicians identify issues with the
vehicle's electrical system. These codes can be accessed through the vehicle's OBD-II
(On-Board Diagnostics) system, which allows technicians to quickly diagnose and repair
issues.

BCM and security access: In addition to controlling vehicle security features, BCMs also
provide security access to authorized personnel. For example, authorized repair
technicians may need to access the BCM to perform repairs or updates to the vehicle's
electrical system. This access is typically granted through a password-protected
interface, and access is logged for security purposes. BCM and aftermarket
modifications: If aftermarket modifications are made to a vehicle's electrical system, the
BCM may need to be reprogrammed to ensure proper operation.
For example, if a new audio system is installed, the BCM may need to be reprogrammed
to recognize the new system and prevent issues with other electrical components. BCM
and vehicle lifespan: BCMs are designed to last the lifetime of the vehicle, but failures
can occur due to a variety of factors, such as moisture or electrical overload. When a
BCM fails, it may be necessary to replace or repair the unit to restore proper vehicle
operation. BCMs and vehicle lighting: BCMs are responsible for controlling various
aspects of a vehicle's lighting system.

This includes the headlights, tail lights, turn signals, and interior lighting. In modern
vehicles, BCMs may also control adaptive lighting systems, which adjust the direction
and intensity of the headlights based on vehicle speed and steering input. BCMs and
power door locks: BCMs control the power door lock system in a vehicle. This includes
the ability to lock and unlock doors remotely with a key fob or through the vehicle's
central locking system. In some vehicles, the BCM may also control the power windows
and sunroof. BCMs and climate control: In vehicles with automatic climate control, the
BCM may play a role in controlling the HVAC (heating, ventilation, and air conditioning)
system.

This includes the ability to adjust fan speed, temperature, and airflow direction. BCMs
and driver assistance systems: In modern vehicles, BCMs may play a role in controlling
various driver assistance systems, such as lane departure warning and collision
avoidance systems. These systems rely on information from various sensors and cameras
throughout the vehicle, which are processed by the BCM to provide alerts and assist
with vehicle control.

BCMs and theft prevention: In addition to controlling the vehicle's power door locks and
alarm system, BCMs may also play a role in theft prevention through the use of
immobilizer systems. Immobilizers prevent the engine from starting unless a key with a
specific code is present, making it more difficult for thieves to steal the vehicle. BCMs
and over-the-air updates: In modern vehicles with telematics systems, BCMs may receive
over-the-air updates to improve functionality or address security vulnerabilities.

These updates can be delivered remotely through the vehicle's cellular or Wi-Fi
connection, eliminating the need for a physical visit to a dealership for updates. BCMs
and vehicle customization: BCMs can be programmed to allow for vehicle customization.
This includes adjusting the behavior of various systems, such as the lighting, power door
locks, and climate control, to meet the preferences of the driver. BCMs and crash
detection: In modern vehicles, BCMs may be equipped with sensors that detect a
collision. When a collision is detected, the BCM may deploy the airbags, turn off the fuel
pump, and unlock the doors to aid in rescue efforts.
BCMs and battery management: BCMs may also play a role in managing the vehicle's
battery. This includes monitoring the battery's charge level and adjusting the electrical
load to ensure that the battery is not drained excessively. BCMs and data logging: In
addition to storing diagnostic trouble codes, BCMs may also store data related to
vehicle performance and driver behavior. This data can be used for diagnostic purposes
or to provide insights into vehicle usage and driver behavior. BCMs and energy
efficiency: BCMs can help to improve the energy efficiency of a vehicle's electrical
system. This includes turning off systems when they are not in use and adjusting the
electrical load to minimize energy consumption.

BCMs and maintenance: BCMs can be used to monitor the health of various systems in
the vehicle, such as the lighting and climate control systems. By monitoring system
performance, the BCM can provide alerts to the driver or technician when maintenance
is required. BCMs and wiring harness simplification: BCMs can help to simplify the wiring
harness in a vehicle. By centralizing control of various systems, the BCM can reduce the
number of wires required to connect these systems, which can reduce the weight and
complexity of the wiring harness.

BCMs and CAN bus communication: In modern vehicles, BCMs communicate with other
control modules in the vehicle using the CAN bus protocol. This allows for fast and
efficient communication between systems, which is critical for the proper operation of
various vehicle functions. BCMs and remote keyless entry: BCMs are responsible for
controlling the remote keyless entry system in a vehicle. This includes the ability to lock
and unlock doors remotely, as well as the ability to start the engine remotely. BCMs and
diagnostics: BCMs can provide valuable diagnostic information to technicians when
troubleshooting issues with the vehicle.

By storing diagnostic trouble codes and other data, the BCM can help to identify the
root cause of issues and facilitate repairs. BCMs and aftermarket modifications:
Aftermarket modifications to a vehicle, such as installing a new stereo or alarm system,
may require modifications to the BCM programming. This is typically done by a
professional technician using specialized software and equipment. BCMs and security:
BCMs play a critical role in the security of a vehicle.

By controlling the door locks, immobilizer system, and alarm system, the BCM can help
to prevent theft and protect the vehicle and its contents. BCMs and advanced features:
In addition to controlling basic systems like lighting and door locks, some BCMs can also
control more advanced features like automatic headlights, rain-sensing wipers, and
adaptive cruise control. These features are typically found on higher-end vehicles and
require a more complex BCM to operate. BCMs and user profiles: Some BCMs can store
multiple user profiles, which allows for easy customization of the vehicle for different
drivers.

This can include things like seat position, mirror position, and audio settings. BCMs and
communication with the driver: BCMs can provide important information to the driver
through the instrument cluster and other displays in the vehicle. This can include things
like warning messages, status updates, and notifications. BCMs and system redundancy:
In critical systems like lighting and safety, BCMs may have redundant circuits or backup
systems to ensure that these systems continue to operate even if there is a failure in one
of the components.

BCMs and software updates: Just like other computer systems, BCMs may require
software updates to fix bugs, add new features, or improve performance. These updates
can be performed by a technician using specialized software and equipment. BCMs and
vehicle security: BCMs play an important role in the security of a vehicle by controlling
access to various systems and features. Some BCMs may include features like anti-theft
alarms, immobilizers, and GPS tracking to help prevent theft and locate stolen vehicles.

BCMs and power management: BCMs can help to manage power consumption in a
vehicle by turning off systems that are not being used or reducing power to systems
that are in standby mode. This can help to conserve battery life and reduce the load on
the vehicle's electrical system. BCMs and customization: Some BCMs allow for
customization of various vehicle settings, such as the duration of interior lighting after
the doors are closed, the chime volume, and the sensitivity of the rain-sensing wipers.

This allows drivers to tailor their driving experience to their preferences. BCMs and data
logging: Some BCMs have the ability to log data on the vehicle's performance and
operation. This data can be used for diagnostic purposes or to monitor the vehicle's
health and performance over time. BCMs and vehicle networking: In addition to
communicating with other control modules in the vehicle, some BCMs can also
communicate with other vehicles or with external systems, such as traffic management
systems.

This can help to improve overall traffic flow and reduce congestion on the roads. BCMs
and vehicle safety: BCMs are critical components in vehicle safety systems, such as
airbags, anti-lock brakes, and stability control. They can also help to improve visibility by
controlling exterior lighting and providing warning messages to the driver. BCMs and
environmental considerations: BCMs can help to reduce the environmental impact of a
vehicle by controlling systems like the engine idle speed and the air conditioning
system.

This can help to reduce fuel consumption and emissions, which is an important
consideration for modern vehicles. BCMs and remote control: Some BCMs can be
controlled remotely through a smartphone app or a key fob. This allows drivers to
perform functions like locking and unlocking the doors, starting the engine, and
activating the climate control system from a distance. BCMs and energy recovery: Some
BCMs can recover energy from the vehicle's braking system and use it to power other
systems in the vehicle. This can help to improve fuel efficiency and reduce emissions.

BCMs and sensor integration: BCMs can integrate data from various sensors in the
vehicle, such as the temperature sensor, rain sensor, and light sensor. This allows the
BCM to make intelligent decisions about how to control different systems in the vehicle
based on environmental conditions. BCMs and diagnostics: BCMs can provide diagnostic
information to a technician in the event of a fault or failure. This information can help
the technician quickly diagnose and repair the problem.

BCMs and communication protocols: BCMs use various communication protocols to

communicate with other systems in the vehicle, such as CAN (Controller Area Network)
and LIN (Local Interconnect Network). These protocols allow different systems to
communicate with each other in a standardized way, which makes it easier for
technicians to diagnose and repair problems. BCMs and software development: BCMs
require specialized software to operate. This software is developed by the manufacturer
and is tested extensively to ensure that it is reliable and safe. Software updates are
released periodically to fix bugs, add new features, and improve performance.

In conclusion, the Body Control Module (BCM) is a critical component of a vehicle's

electrical system, managing and controlling the electrical systems in the vehicle's body. It
is responsible for controlling various components like lighting, power windows, and
door locks. The BCM's design, features, and integration with other systems ensure that
the vehicle operates safely and efficiently.
References Controller Area Network, Basics Protocols, Chips and Applications; Dr. Konrad
Etschberger CAN Systems Engineering, From Theory to Practical Applications; Wolfhard
Lawrenz Softing Automotive Electronics GmbH intellias.com www.infineon.com

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