Hats off to Enovation Controls for doing what major OEMs would refuse to do because it would hurt their bottom line in service repairs. This is exceptional customer service!
Theory of operation is always useful , troubleshooting techniques are indispensable . Thanks for giving both , and practical points too for using a DMM as the primary analytical aid.
Super demonstration of the CAN Bus system. I'm electronic automobile master technician and most of the content would apply to car and motorcycle as well. I'n car, the resistance are included in some device such as ECM and cluster or fuse box.
I've had battle with bad connections on our A&B Devicenet system on a rolling mill. I finally found a good spot in the middle of the loop I can break into and hook up my meter. I use a Fluke with a detachable face and I take the meter face with me and go around to the different components on the loop and lightly give each one a tap and watch the resistance to find the culprit. The Profibus is similar and they use a higher value termination resistors. They use plugs with a D-connectors at the nodes that also have a switch in the plug to switch in or out a termination resistor and sometimes the switch can get dirty and cause problems. I hook up the meter and tap the connectors to find the offensive plug. Your troubleshooting example is spot on. Very good indeed. There is still a lot more for me to learn about these systems.
Great video, exceptionally clear for an introduction to CAN bus. Troubleshooting scenarios were great information for just learning the characteristics of the bus connections vs it’s comms.
Let me add my voice to the chorus: Thank you! (My interested is automotive) Not to detract from that, there is one thing I think is "missing" and may be confusing to some students. It would be good to run a third wire below the CAN pair showing ground going to all the units, and to which the CAN signals are referenced. ( in fact power might not be bad to show as each of those devices is connected also to power and ground). The problem is that in conventional circuits (non CAN) a pair of wires (particularly a twisted pair) carries one signal, the voltage in one being in respect to the other. In CAN, each wire caries a signal with respect to ground AND also with respect to the other. One signal being the mirror of the other (with respect to 2.5 volts) . While in trouble shooting one looks at the individual signals, each device actually looks at the differential signal. The reason for all this is that it is a very noise immune topography. Noise that gets into one signal also gets into the other, and thus the difference signal is unaffected by noise. BTW, the reason the signal rides on the 2.5 volt carrier is 1) it is tricky in the electronics to handle signals that approach zero (zero crossing issues), and 2) at low and zero volts, no current is carried. The higher the voltage, the higher the current being pulled into the termination resistors. The higher, the current, the greater the signal is with respect to any inducted noise signal. Inducted noise can create high voltages in a high impedance line, but since inducted noise is of low power potential, it produces relatively little voltage in a low impedance line. Thus CAN architecture uses four tricks to overcome noise 1) low impedance transmission (on the backbone), 2) differential signal pair transmission, 3) A base line offset from zero and 4) twisted pair transmission line (decreases inducted noise in the differential signal) . Thanks again for you excellent tutorial !
Had a weird problem with Flight Attendant call lights where three non-consecutive rows of call function (lights and chime) were inop which seemed to be related, yet no obvious connection in the system. HOWEVER.....a system self-test illuminates all the lights, yet the individual call button would not illuminate the call light. D.E.U. (Decoder Encoder Unit) did not seem to be the problem......and the plane had to fly before further troubleshooting could be accomplished. If I'm not mistaken I believe the Att call system is a CAN Bus system. The troubleshooting manual addresses failures in consecutive seat rows (a DEU or wiring) but not for separate rows spaced throughout the cabin. How can all the lights be lit during system self test and yet the individual buttons don't activate the call light in certain rows? (Yes, the circuit boards with the push buttons were swapped out. No help.) Any ideas?
Think they are a given, as it's another 2 wire interface. Just like with I2C they will show SDA and SCL, but of course there is ground and power. Again with SWD, it is called Single Wire Debugger but uses 3 wires. I think once used to that common standard, it would perhaps complicate to run the additional wires.
This is great, nice simple introduction to the CAN system for someone like me with long experience of servicing good old fashioned analogue electronics and old simple classic car electrics. And the signal reflection action is probably a bit like what happens when setting up a CB radio rig where you get too much RF reflected back down the cable when the aerial, or antenna, is not properly tuned. And this system reminds me a bit of the digital control systems for model railways where just one power supply can feed all the track but each train, or locomotive will only respond to it's own control commands sent through the same tracks as they each have their own decoder fitted which are all different and only recognise their own codes. But of course even with the CAN system there will still be the age old problems of intermittent connections often caused by corrosion or vibration over time etc. and in my experience with some more modern vehicles I've found that some wiring connectors are ok until they're unplugged and they sometimes start playing up and go intermittent after they're reconnected so I suppose that can happen with this system too, and some more recent vehicles have far too much stuff crammed into too small a vehicle making some wiring well nigh impossible to get at.
I kind of understood can bus in automotive field, but this knocked it put of the park. What a great video and explanation for a not so smart guy like me. Thanks!
Excellent video, thank you. I have a Marklin Central Station 2 controller unit for my G-Scale model railway which uses a CAN Bus and Gateway to control the trains and various accessories via Decoders, such as points (switches) and signals, model lights, motors, etc. This has really helped me understand how my bus should be setup, and the purpose and use of terminators (snubbers?), and how stubs (track feeders) are used to connect at regular intervals to the centre of electrically isolated sub-sections of railway track, which in so doing also helps to isolate and more easily find bad track connections (caused by weather/corrosion), and reduces bus data reflections. Plus you show how to perform diagnostics on it all. Really VERY useful and well taught. Thanks, Jim
How long can a CAN BUS be? What gauge of wire should be used? Using a CAN BUS to connect up a number of security keypads to a controller, 8 devices per floor , 10 floors, (device into a room via average cable length of 50ft, coming back out to wiring closet, daisy chained to next room, then go back into that next room, repeating down the line until last device, no resistors used). There is a controller device in cabinet with the bus network wired out directly to first device
Very helpful information! Thanks. I spent all day today trying to diagnose a bobcat track loader that wont fire up. Everything I come up with points to the panel being the issue. When I check ohms from either can hi or low it only reads 14.5K ohms which obviously isn’t Mega ohms or OL. Its just always nerve racking to call a $1500 dollar non returnable part especially when its a customer who doesn’t have alot of money to blow. Anyway, hopefully its fixed up with a new panel!
Было бы замечательно, если бы Евгений на своём канале сделал видео в таком же формате! Как я понял, это видео о возможных проблемах с CAN и их обнаружения. Но так, как не владею английским языком, то очень тяжело принять информацию. А у Евгения, как ни у кого другого, получиться донести информацию.
It is all very easy to understand and "trouble shoot/repair" on the demonstration board. The issue is when the circuit is buried in the deepest recesses of the vehicle, inside wiring harness bundles and 20 different modules are on line... and any cut, crimp, or corrosion anywhere in the circuit or any malfunctioning module can disrupt the network. The difficulty is in finding that damaged point in the circuit.
Awesome video!! Thanks for sharing. One thing you did but didn't mention was when measuring termination resistors you had the power off. If on and communicating this can throw reading off. So make sure power is off for termination resistor measurement.
Interesting video, thank you, made easier by having the components neatly laid out. My experience of trying to diagnose CAN Bus problems in the real world of a complex car is that are just too many potential failure points, everything is inaccessible and fault finding becomes very difficult.
highly informative. Appreciate the explanation while using the bare minimum tools as well. I already played the process of elimination game to figure out the short to Gnd on CAN bus. but knowing how the CAN voltage responds to specific conditions is helpful AF
Been trying to figure out a problem in a Kenworth truck, either its s $3,000 gauge cluster, or a $2,500 cab control module😮 this really breaks down the testing procedure. Hopefully ee now can narrow it down instead of throwing both parts at it.
At frame 17:50 you show 50 ohms resistance between the PV380 and ground as being too high. What should it be? Excellent, well demonstrated of a complicated subject, BTW.
Hello Enovation, this is brilliant work you have done here and i would like to have the same set in my lab for better understanding and competency. Could you please state out the devices you have used for this setup please and their respective links
Thanks for a great video. Especially troubleshooting was really great for me. I miss only one scenario there, how the CAN bus behave when there is short circuit between CANH and CANL. How this can be detected and troubleshooted?
As a newbie to car electronics, I found this a very useful help in understanding the can bus system. But there was no explanation of timings. From the oscilloscope, the signals appeared clocked. Is the system clocked as in computers and where does the clock reside on a typical vehicle. I presumed there must be a central controller that orchestrates the system but your remark that it is a multi-master data bus seems to squelch that view. I do however feel more enlightenedly confused, which I think is an improvement.
9:34 im confused why were seeing 26.95 and noy OLM infinant resistance since wouldnt that be a open? or is that 26.95m because its getting feedback through the actual wire insulation?
Nice video - most people struggle with CAN bus troubleshooting. If Enovation Controls / CANcapture are interested -> It would be great if the CANcapture software were a more active product. No new features or bug fixes have been done in >8 years. The ECOM and CANcapture software work very well and have great features for the money. However, not updating the manual to include the application builder, no support for multi-plexed messages, bugs with the panels, and no controls with the GUI (keyboard presses can be recognized as triggers; indicators only - no GUI controls such as slider, button, etc.) mean either you become very comfortable with the Angel Script language or you write your own application in a different language and use the hardware. The lower priced "locked" hardware is a great alternative if you package a rudimentary application with the tool or write your own application. The support forum was strangely hosted by FWMurphy (now part of the same company), but then the forum seemed to go away. A support message from the company indicated the product was still active. However, no new releases, etc. would seem to indicate 'active' means you can still purchase it and it has not been discontinued.
What if you have a device that provides 3 terminals and includes can_gnd in addition to can_hi and can_lo? Ignore it? Connect it to power supply/chassis ground?
Interesting to learn about for a home tinkering project, thanks! You mentioned linking a TI Article about termination resistors and stub lengths. Did I miss that link somewhere?
Hi Kris, this video is part of a full article on our support website. The TI article mentioned is linked there: support.enovationcontrols.com/hc/en-us/articles/360038856494-CAN-BUS-Troubleshooting-Guide-with-Video- Thanks!
Thank very informative, helped me while troubleshooting As per in video checked all values found normal but still some times can communication values not showing in display any suggestt
o-my... this is obviously a wonderful troubleshooting video...👌🏽 there are more-N-more CAM devices being installed on the factory floor connected to PLCs...😉 thanks a lot. 👍👍
I can see the benefit in layout and troubleshooting using stubs, but electrically I think the daisy chain approach was how the system was envisioned. In some automobile installations it looks like the stubs are longer than the backbone, but it appears the bus is not corrupted beyond use.
I wish they would also talk about single wire CAN bus (SWCAN). As the video show, I have been able to create multi wire CAN (MWCAN) bus and have all the equipment talk to each other but I am not having success with SWCAN. Would you please provide some explanation on SWCAN? Is there a terminal resistor required? What size and how is it connected?
I imagine the ECOM determines priorities for data transmission, who gets to go first so to speak. Highest priority goes to safety concerns, especially in automobiles I would guess. It would be nice to see an actual, virtual setup in a typical modern car.
Great video. My 2003 f350 6.0 diesel truck has 1 ohm of resistance between high and low can. Voltage on these are high 2.75, low 2.37. Is this an end of line terminator going bad? If so, where is it. No one seems to know. I suspect the 4x4 module, as they cause so many problems when they go bad.
Put a scope on it and look at Allen Bradleys documentation to determine node number. Then pull one node at a time and use either the scope or determine node number loss.
@@marklangren3142 I found the power supply to the ecm to be low. My breakout box was showing ecm voltage down to 9 volts while cranking and 11.9 while running. It was causing all kinds of codes and false issues. I found 2 things wrong. First one was, I bough 2 brand new batteries and one was dead from the factory.. so I was cranking on one battery. Replacing that helped the ecm voltage during cranking. However, the running voltage was still low. I found the 2 red wires on each battery + post were isolating.. those 10mm nuts, have build in swiveling flat washers. The washers had rusted somewhat and were isolating the nuts from the wires. Then the battery posts themselves had a very thin layer of corrosion that also acted as an isolating material. Once I polished the battery terminals, wires and installed new nuts, the run voltage on my ecm came up to 14.4 while the engine was running.. all my problems went away at that point. Those 2 wires feed the ecm, ficm, fusebox, and glow plugs. Low voltage on these feed wires will make a perfect truck, a junk truck...
Excellent video and representation. Question; Why do we have such a large voltage difference between CAN High and CAN Low, meaning a flood of data when we disconnected all the devices from the network except one? Isn't the concept like, more devices connected to the CAN Bus results into more data travel which results into a large voltage difference between CAN High and CAN Low, and, less connected devices results into less data travel and low voltage difference between CAN High and Low?
![I.N "HALLUCINATION" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/n5B5q1Hwt_U/mqdefault.jpg)
Hats off to Enovation Controls for doing what major OEMs would refuse to do because it would hurt their bottom line in service repairs. This is exceptional customer service!
assumption
@@user-jt5vm3mi1w ass
It is much easier to understand when you can see the system as a whole. You are a great teacher. This knowledge is worth more then gold.
I'd rather have a couple of oz of gold.
Theory of operation is always useful , troubleshooting techniques are indispensable . Thanks for giving both , and practical points too for using a DMM as the primary analytical aid.
Super demonstration of the CAN Bus system. I'm electronic automobile master technician and most of the content would apply to car and motorcycle as well.
I'n car, the resistance are included in some device such as ECM and cluster or fuse box.
This is the best educational video on CAN bus I've ever seen. Thank you for explaining in such good detail
I've had battle with bad connections on our A&B Devicenet system on a rolling mill. I finally found a good spot in the middle of the loop I can break into and hook up my meter. I use a Fluke with a detachable face and I take the meter face with me and go around to the different components on the loop and lightly give each one a tap and watch the resistance to find the culprit. The Profibus is similar and they use a higher value termination resistors. They use plugs with a D-connectors at the nodes that also have a switch in the plug to switch in or out a termination resistor and sometimes the switch can get dirty and cause problems. I hook up the meter and tap the connectors to find the offensive plug. Your troubleshooting example is spot on. Very good indeed. There is still a lot more for me to learn about these systems.
Fluke 233a, good meter. Mine died after 10years. Now I've got a flir dm93. More durable, and can like to your phone.
Great video, exceptionally clear for an introduction to CAN bus. Troubleshooting scenarios were great information for just learning the characteristics of the bus connections vs it’s comms.
Let me add my voice to the chorus: Thank you! (My interested is automotive) Not to detract from that, there is one thing I think is "missing" and may be confusing to some students. It would be good to run a third wire below the CAN pair showing ground going to all the units, and to which the CAN signals are referenced. ( in fact power might not be bad to show as each of those devices is connected also to power and ground). The problem is that in conventional circuits (non CAN) a pair of wires (particularly a twisted pair) carries one signal, the voltage in one being in respect to the other. In CAN, each wire caries a signal with respect to ground AND also with respect to the other. One signal being the mirror of the other (with respect to 2.5 volts) . While in trouble shooting one looks at the individual signals, each device actually looks at the differential signal. The reason for all this is that it is a very noise immune topography. Noise that gets into one signal also gets into the other, and thus the difference signal is unaffected by noise. BTW, the reason the signal rides on the 2.5 volt carrier is 1) it is tricky in the electronics to handle signals that approach zero (zero crossing issues), and 2) at low and zero volts, no current is carried. The higher the voltage, the higher the current being pulled into the termination resistors. The higher, the current, the greater the signal is with respect to any inducted noise signal. Inducted noise can create high voltages in a high impedance line, but since inducted noise is of low power potential, it produces relatively little voltage in a low impedance line. Thus CAN architecture uses four tricks to overcome noise 1) low impedance transmission (on the backbone), 2) differential signal pair transmission, 3) A base line offset from zero and 4) twisted pair transmission line (decreases inducted noise in the differential signal) .
Thanks again for you excellent tutorial !
Had a weird problem with Flight Attendant call lights where three non-consecutive rows of call function (lights and chime) were inop which seemed to be related, yet no obvious connection in the system. HOWEVER.....a system self-test illuminates all the lights, yet the individual call button would not illuminate the call light. D.E.U. (Decoder Encoder Unit) did not seem to be the problem......and the plane had to fly before further troubleshooting could be accomplished. If I'm not mistaken I believe the Att call system is a CAN Bus system. The troubleshooting manual addresses failures in consecutive seat rows (a DEU or wiring) but not for separate rows spaced throughout the cabin. How can all the lights be lit during system self test and yet the individual buttons don't activate the call light in certain rows? (Yes, the circuit boards with the push buttons were swapped out. No help.) Any ideas?
Think they are a given, as it's another 2 wire interface. Just like with I2C they will show SDA and SCL, but of course there is ground and power. Again with SWD, it is called Single Wire Debugger but uses 3 wires. I think once used to that common standard, it would perhaps complicate to run the additional wires.
This is great, nice simple introduction to the CAN system for someone like me with long experience of servicing good old fashioned analogue electronics and old simple classic car electrics. And the signal reflection action is probably a bit like what happens when setting up a CB radio rig where you get too much RF reflected back down the cable when the aerial, or antenna, is not properly tuned. And this system reminds me a bit of the digital control systems for model railways where just one power supply can feed all the track but each train, or locomotive will only respond to it's own control commands sent through the same tracks as they each have their own decoder fitted which are all different and only recognise their own codes. But of course even with the CAN system there will still be the age old problems of intermittent connections often caused by corrosion or vibration over time etc. and in my experience with some more modern vehicles I've found that some wiring connectors are ok until they're unplugged and they sometimes start playing up and go intermittent after they're reconnected so I suppose that can happen with this system too, and some more recent vehicles have far too much stuff crammed into too small a vehicle making some wiring well nigh impossible to get at.
I kind of understood can bus in automotive field, but this knocked it put of the park. What a great video and explanation for a not so smart guy like me. Thanks!
Dieses Video ist das beste was ich jemals über CAN Bus gesehen habe, ein Riesen Applaus Dankeschön. Viel Glück und Gesundheit wünsche ich Ihnen
I am new to these systems. This is by far the best explanation I have seen. Thank you so much.
This is absolutely fantastic! Short, informative just as it should be.
Thanks for your time and effort making this! It’s appreciated! 👌🏽
Absoluely fantastic informattived thankyou somuch all controlled tress bled all welcomed
Thanks so much for this. I am actually an automotive technician but the principles of CAN are the same in our industry.
Best video ever about CAN systems! God bless you!
This is what I have been looking for for years, nobody explained it better than this.
Excellent video, thank you. I have a Marklin Central Station 2 controller unit for my G-Scale model railway which uses a CAN Bus and Gateway to control the trains and various accessories via Decoders, such as points (switches) and signals, model lights, motors, etc. This has really helped me understand how my bus should be setup, and the purpose and use of terminators (snubbers?), and how stubs (track feeders) are used to connect at regular intervals to the centre of electrically isolated sub-sections of railway track, which in so doing also helps to isolate and more easily find bad track connections (caused by weather/corrosion), and reduces bus data reflections. Plus you show how to perform diagnostics on it all. Really VERY useful and well taught. Thanks, Jim
The troubleshooting shortcuts and wrong impediance is very good. Thank you
One of the best CAN bus videos I've ever seen.
How long can a CAN BUS be? What gauge of wire should be used?
Using a CAN BUS to connect up a number of security keypads to a controller, 8 devices per floor , 10 floors, (device into a room via average cable length of 50ft, coming back out to wiring closet, daisy chained to next room, then go back into that next room, repeating down the line until last device, no resistors used).
There is a controller device in cabinet with the bus network wired out directly to first device
Love it! Clear and condensed troubleshooting guide. Must see for a DIY person.
Very helpful information! Thanks. I spent all day today trying to diagnose a bobcat track loader that wont fire up. Everything I come up with points to the panel being the issue. When I check ohms from either can hi or low it only reads 14.5K ohms which obviously isn’t Mega ohms or OL. Its just always nerve racking to call a $1500 dollar non returnable part especially when its a customer who doesn’t have alot of money to blow. Anyway, hopefully its fixed up with a new panel!
This is an absolutely fantastic demonstration. Thankyou for spending the time to make this video.
Thank You so much for this video lesson!
The IT is to Empower yourself and the DTT is to Empower others this is how the technology is moving now days its a time for us to empower other
Было бы замечательно, если бы Евгений на своём канале сделал видео в таком же формате! Как я понял, это видео о возможных проблемах с CAN и их обнаружения. Но так, как не владею английским языком, то очень тяжело принять информацию. А у Евгения, как ни у кого другого, получиться донести информацию.
Привет ! Евгений ждём от Вас такого же видео только на русском !!! СПАСИБО !
Женя я переведу тебе,повесь на своем канале,было бы здорово
No better way to explain and to show how CAN BUS works! 👍
It is all very easy to understand and "trouble shoot/repair" on the demonstration board. The issue is when the circuit is buried in the deepest recesses of the vehicle, inside wiring harness bundles and 20 different modules are on line... and any cut, crimp, or corrosion anywhere in the circuit or any malfunctioning module can disrupt the network. The difficulty is in finding that damaged point in the circuit.
Simply awesome, chased a can bus in a Nissan for weeks because someone cut can-high installing a stereo, wish I had this info then, thank you
Wow that was a great explanation. Thank u for your time explaining this
Wow Just Wow What You Learn In Helf Year you Explain Only In 18:08 And Even Better Than The Teachr.Thank You Very Much Very Helpful For Electrican
Happy to see video like this in RUclips ,Thank you
Not only you... because this really helps me alot
Excellent content, thanks for putting it together in a concise well edited video.
Finally, a video that explains it best. I retired from a rf tech working on radio equipment so have kind of a clue. This is very helpful.
Great video, now I have a better understanding of this system. Thank you!
Extremely clear and lucid explations. Thanks a lot
Awesome video!! Thanks for sharing. One thing you did but didn't mention was when measuring termination resistors you had the power off. If on and communicating this can throw reading off. So make sure power is off for termination resistor measurement.
This is an excellent demonstration, thank you! Now I see why they call NMEA 2000 a modified CANbus system. Thank you, sir.
Thank you so much, mister. You explained and covered this topic properly and answered majority of the anticipated questions.
Great explaination and easy understanding. Spending 18 minutes to watch your video can save many working hours for us. thanks alot!
A superb well explained video, thank you.
I can't believe no one has commented on this video.....Great job on simplifying the CAN Bus system. Thank you!!
Absolute gem. Exactly what I needed to know. Thanks
Interesting video, thank you, made easier by having the components neatly laid out. My experience of trying to diagnose CAN Bus problems in the real world of a complex car is that are just too many potential failure points, everything is inaccessible and fault finding becomes very difficult.
That exactly why you wouldn't want to buy a flood damaged car
highly informative. Appreciate the explanation while using the bare minimum tools as well. I already played the process of elimination game to figure out the short to Gnd on CAN bus. but knowing how the CAN voltage responds to specific conditions is helpful AF
Been trying to figure out a problem in a Kenworth truck, either its s $3,000 gauge cluster, or a $2,500 cab control module😮 this really breaks down the testing procedure. Hopefully ee now can narrow it down instead of throwing both parts at it.
At frame 17:50 you show 50 ohms resistance between the PV380 and ground as being too high. What should it be? Excellent, well demonstrated of a complicated subject, BTW.
I must agree! Great video. We see this in all the vehicles we integrate electronics into
Hello Enovation, this is brilliant work you have done here and i would like to have the same set in my lab for better understanding and competency. Could you please state out the devices you have used for this setup please and their respective links
Excellent tutorial! You explained the CAN bus and trouble shooting so clearly - Thank You!
i respect your authority sir. you are very knowledgeable
Nice breadboard/posterboard design. Has just the right components! You put a lot of thought into this!
Quality instructional video. Far surpasses the typical cursory generic attempts. I’m new to some of this..what is the function of the PV380..?
That demonstration board is really neat, thank you for posting this.
wow! great explanations!! thank you so very much for making this and helping me understand can bus from a hardware point of view so much better!
Thanks for a great video. Especially troubleshooting was really great for me. I miss only one scenario there, how the CAN bus behave when there is short circuit between CANH and CANL. How this can be detected and troubleshooted?
A short would give ZERO resistance as opposed to 60 ohms (the 2 terminating 120 ohm resisters in parallel...) 😉
Brilliant video. Clear layout and processes. Well done !
excellent in terms of the experiment made, verbal communication, content everything
That was as close to a perfect presentation as I have ever seen. Thanks!
Can you determine the CAN BUS high/low by using an amp clap on either wire?
I love your question 😂
Boils it down to basic multimeter troubleshooting concepts well. Thank you!
Excellent, fantastic video. Thanks. Do you have some video about profibus?
As a newbie to car electronics, I found this a very useful help in understanding the can bus system. But there was no explanation of timings. From the oscilloscope, the signals appeared clocked. Is the system clocked as in computers and where does the clock reside on a typical vehicle. I presumed there must be a central controller that orchestrates the system but your remark that it is a multi-master data bus seems to squelch that view. I do however feel more enlightenedly confused, which I think is an improvement.
Nice thorough explanation. Thank you! Great job!
This was a great presentation! Much appreciated!
Super informative, the demonstration really clarifies everything, thank you!
9:34
im confused why were seeing 26.95 and noy OLM infinant resistance since wouldnt that be a open? or is that 26.95m because its getting feedback through the actual wire insulation?
Thanks for your effort to put this video, really very useful information about CAN.
Nice video - most people struggle with CAN bus troubleshooting. If Enovation Controls / CANcapture are interested -> It would be great if the CANcapture software were a more active product. No new features or bug fixes have been done in >8 years. The ECOM and CANcapture software work very well and have great features for the money. However, not updating the manual to include the application builder, no support for multi-plexed messages, bugs with the panels, and no controls with the GUI (keyboard presses can be recognized as triggers; indicators only - no GUI controls such as slider, button, etc.) mean either you become very comfortable with the Angel Script language or you write your own application in a different language and use the hardware. The lower priced "locked" hardware is a great alternative if you package a rudimentary application with the tool or write your own application. The support forum was strangely hosted by FWMurphy (now part of the same company), but then the forum seemed to go away. A support message from the company indicated the product was still active. However, no new releases, etc. would seem to indicate 'active' means you can still purchase it and it has not been discontinued.
Thanks for this video! 3 minutes in and my question is answered 😊.
have to say canbus on vehicles have given me fits. this helps me understand trouble shooting a little better!!!
Thanks for this. This just helped me sort thru CAN bus issue in a Fusion. Saved for future reference.
What if you have a device that provides 3 terminals and includes can_gnd in addition to can_hi and can_lo? Ignore it? Connect it to power supply/chassis ground?
Why is this not more popular.
It was canned
😅
open and more advanced education .... i would like to thank so much for your amazing explanation.
Interesting to learn about for a home tinkering project, thanks!
You mentioned linking a TI Article about termination resistors and stub lengths. Did I miss that link somewhere?
Hi Kris, this video is part of a full article on our support website. The TI article mentioned is linked there: support.enovationcontrols.com/hc/en-us/articles/360038856494-CAN-BUS-Troubleshooting-Guide-with-Video-
Thanks!
Thank very informative, helped me while troubleshooting
As per in video checked all values found normal but still some times can communication values not showing in display any suggestt
o-my... this is obviously a wonderful troubleshooting video...👌🏽 there are more-N-more CAM devices being installed on the factory floor connected to PLCs...😉 thanks a lot. 👍👍
OMG! Great training! can you do a video on bit stuff errors? how about more advanced troubleshooting topics?
straight to the point ..good video ..this is a must see video for can bus diagnostics Tech .this is a fundamental Diagnostics steps
Great teaching and explanation of individual components. Now a "bad kitty" every now and then would be hilarious!
When using the ohm meter to diag the network at pin 6/14 it should be emphasized to disconnect the negative battery terminal C
I can see the benefit in layout and troubleshooting using stubs, but electrically I think the daisy chain approach was how the system was envisioned. In some automobile installations it looks like the stubs are longer than the backbone, but it appears the bus is not corrupted beyond use.
Are these principles/information applied on any CAN bus regardless of the Make, Model and whether it is CAN C, CAN B, CAN D, .. etc?
Thank you, great tutorial on troubleshooting CAN Bus problems.
Keep up the good work Dan! You are a God send . . . Thank you!
I wish they would also talk about single wire CAN bus (SWCAN). As the video show, I have been able to create multi wire CAN (MWCAN) bus and have all the equipment talk to each other but I am not having success with SWCAN. Would you please provide some explanation on SWCAN? Is there a terminal resistor required? What size and how is it connected?
Thank you! Simple and clear demonstration!
Excellent. Very informative & precise.
I imagine the ECOM determines priorities for data transmission, who gets to go first so to speak. Highest priority goes to safety concerns, especially in automobiles I would guess. It would be nice to see an actual, virtual setup in a typical modern car.
Very clear and concise presentation.
This was very Helpful ! Thank You for this demonstration.
if we can't attached termination resistor at one of the end in this setup, Data packets will not received by meters right?
Thank You so much sir for this well explained presentation video. I gained knowledge and understanding on how to check and troubleshoot the CAN Bus.
Great video. My 2003 f350 6.0 diesel truck has 1 ohm of resistance between high and low can. Voltage on these are high 2.75, low 2.37. Is this an end of line terminator going bad? If so, where is it. No one seems to know. I suspect the 4x4 module, as they cause so many problems when they go bad.
Put a scope on it and look at Allen Bradleys documentation to determine node number. Then pull one node at a time and use either the scope or determine node number loss.
@@marklangren3142 I found the power supply to the ecm to be low. My breakout box was showing ecm voltage down to 9 volts while cranking and 11.9 while running. It was causing all kinds of codes and false issues. I found 2 things wrong. First one was, I bough 2 brand new batteries and one was dead from the factory.. so I was cranking on one battery. Replacing that helped the ecm voltage during cranking. However, the running voltage was still low. I found the 2 red wires on each battery + post were isolating.. those 10mm nuts, have build in swiveling flat washers. The washers had rusted somewhat and were isolating the nuts from the wires. Then the battery posts themselves had a very thin layer of corrosion that also acted as an isolating material. Once I polished the battery terminals, wires and installed new nuts, the run voltage on my ecm came up to 14.4 while the engine was running.. all my problems went away at that point. Those 2 wires feed the ecm, ficm, fusebox, and glow plugs. Low voltage on these feed wires will make a perfect truck, a junk truck...
Excelente trabalho. Congratulations from Brazil.
Excellent keep up the good work exactly what I wanted to learn
Do we need to have common ground, or when its needed ?
Excellent video and representation. Question; Why do we have such a large voltage difference between CAN High and CAN Low, meaning a flood of data when we disconnected all the devices from the network except one? Isn't the concept like, more devices connected to the CAN Bus results into more data travel which results into a large voltage difference between CAN High and CAN Low, and, less connected devices results into less data travel and low voltage difference between CAN High and Low?
👍 I am very glad to have learned from this presentation. Thank you, 🙏
Excellent, I feel like I CAN troubleshoot this now!
A very well scripted and presented video, kudos.
At 2:50, please clarify whether it is 2.5V or 2V.