disassemble a binary file ecu

[munro]

here is more info about the can line as basically my idea is to be able to reprogram various ecu using not the classic port the obd but by implementing the pc with the tool reprogramming, properly conformed to be able to follow in real time both work and the ecu,then micro,ram, and flash,and accordingly to implement pieces of code for the recalibration of the same unfortunately, as you can see below, it is feasible but it is particularly difficult because, precisely, each frame of data to the canbus has a code identifier and one of the priorities through the various nodes in the can is from time to time processed.

The CAN protocol
There are currently two main versions of the CAN protocol
standard: 2.0 with 11bit identifiers
a standard CAN extended: 2.0 B with 29bits identifiers
CAN is defined in ISO_11519 and ISO_11898.

ISO 11898-2 defines high speed CAN up to 1Mbit / sec

The ISO 11898-2 high-speed

ISO 11898-2 is the standard of ****llo physical used to CAN networks. It describes the unit of access to the bus (implemented as a transceiver CAN high-speed) functions, as well as some features of the interface medium-dependent.
In this standard the data rate is defined up to 1 Mbit / s with a theoretically possible bus length of 40 m at 1 Mbit / s. The high-speed standard specifies a differential bus, two wires for which the number of nodes is limited by the busload power. The line impedance characteristic is 120 Ohms, the common-mode voltage ranges from -2 V on CAN_L to +7 V CAN_H. The nominal specific propagation delay of the bus line two-wire is specified at 5 ns / m. All of these figures are only valid for a transfer speed of 1 Mbit s and a length-of-network maximum of 40 m.
To get compatibility the physical all the nodes in the network must use the same or a similar bit-timing. For automotive applications the SAE published the specifications in SAE J2284. For applications non-automotive, industrial, and other, the system designer can use the recommendation CiA 102. This specification defines the bit-timing for rates of 10 kbit / s to 1 Mbit / s. It also provides recommendations for the bus lines and the connectors and pin assignment.

ISO 11.898-3 (aka ISO 11.519-2) defines the fault-tolerant (and lower speed) can up to 125Kbit / sec

ISO 11.898-3 fault-tolerant

An alternative form of the interfacing bus and to the disposition of the bus lines is specified in ISO-11.898-3 (fault-tolerant CAN). This standard is mainly used for the electronics of the body in the automotive industry. Given that this specification is based on the premise of the circuit short, the problem of the reflection signal is not as important as for the bus lines long. This makes the use of a bus line open as possible.
This means the driver to lower the bus can be used for networks with very low power consumption and the bus topology is not limited to a linear structure. It is possible to transmit data asymmetrically over just one bus line in case of electrical failure of one of the bus lines.
ISO 11.898-3 defines data transfer speeds of up to 125 kbit / s maximum length of bus depends on the speed of data transmission used, and the tide. Are specified up to 32 nodes per network. The common-mode voltage ranges between -2 V and +7 V. The power supply is defined at 5 V.
Transceiver Chip, which support this standard are available from several companies. The transceivers fault-tolerant can support the management of the full error including the detection of bus errors and automatic switching to the transmission of the signal asymmetrical.


****mem voltage ISO 11898-2 (CAN high speed)

Signal state recessive state dominant
min nominal max min nominal max
CAN-high 2.0 2.5 3.0 or 2.75 3.5 4.5 Volts
CAN-Low 2.0 2.5 3.0 0.5 1.5 2.25 Volt

Note that the status is recessive, the nominal voltage for the two wires is the same. This decreases the power consumption by the nodes through the termination resistors. These resistors are 120ohm and are located on each end of the wires. Some people have played with the use of termination resistors in the middle (i.e., put them in a place on the bus). This is not recommended, because this configuration will not prevent any reflection problems.

ISO 11519 ****mem voltage (CAN low speed)



Signal state recessive state dominant
min nominal max min nominal max
CAN-high 1.6 1.75 1.9 3.85 4.0 5.0 Volts
CAN-Low 3.1 3.25 3.4 0 1.0 1.15 Volts

ISO 11519 does not require termination resistors. They are not necessary because the rates are bit limited (maximum 125 kb / s) makes the bus insensitive to reflections. The ****th e voltage on the CAN bus is recessive when the bus is idle.


lengths of bus
The maximum length of the bus of a CAN network depends on the bit rate used. It is necessary that the wave front of the bit signal has time to travel to the node most remote and vice versa first is to sample the bit. This means that if the bus length is near the maximum for the bit rate used, you should
choose the point of sampling with the utmost care - a the other hand, you should always do it!
Below is a table of the different lengths of the bus and the transmission speed corresponding maximum.


bus length (m) Maximum bit rate (bit / s)
40 1 Mbit / s
100 500 kbit / s
200 250 KPIT / s
500 125 kbit / s
6 km 10 kbit / s



cables
According to the standard ISO 11898, the impedance of the cable must be 120 + - 12 ohms. You must be twisted pair, shielded or unshielded. The work is in progress on the standard single-wire can SAE J2411.

[munro]

CAN frames
Here is some information on the data frame CAN
the following picture is from http://www.jcelectronica*****/articl...tutorial_2.htm
The Standard frames and extended are shown, and the different length of the address field can be seen.

CAN reliability
The CAN communications bus are generally very reliable, and rather insensitive to external noise (from outside interference affect similarly both wires, the difference between the voltages remains unchanged), and the single failure of a control unit. Devices can often also work in the case of the bus being badly connected bad cable (a cable shorted to ground or Vcc). There is a need for a common ground and increases the robustness. This reliability is among the properties that have made it the current standard in difficult environments, with a wide range of temperatures, and very diverse environmental situations.

Detection CAN
Since there are many wires, it is not easy to locate the appropriate ones.
signals 0.CAN usually are not present if the key is not turned on to power the dashboard. (Normally it is not necessary that the motor is powered).
the wires 1.can usually are interwoven.
2.Checking signal CAN presence without using an oscilloscope: A simple test to see if the bus works properly is to use a multimeter and measure the voltage between the two wires. In situations "perfect", if the bus is active and working it will show a 2.5 V or 0.5 V stable (in the absence of changes of the signal), or a quick alternation between 0.5 and 2.5 V. If it does not work, it will be 0V as one of the CAN controllers on the network is pulling the bus low (known as Bus Off).
3. Working with a two-channel oscilloscope, and using the function to subtract between the two signals CAN-H and CAN-L, you should get a constant (because the two signals have phases opposite). The oscilloscope can also help to detect the speed of the CAN bus signals. (Add details here).
4. An indicator of presence can indirectly could be the test for the correct termination. The proper termination of a can bus can be easily tested with a multimeter: when the bus is not used, a resistance of 60ohm shall be measured between the two cables (two 120 ohm terminators in parallel to the sides sends a global resistance of 120 / 2 = 60 ohms).
5. As a useful tool for the detection, can control the Würth CANfinder device .
6. CAN signals could not be present where they should be (that is, in the connector, OBD2) if a correct setting is not performed on the gateway device.
right on the gateway I would like to pause just because this "can bus port" is the object of study as it seems to be present on the different cars,in reality, there are interfaces specifically sviluupate with a lot of sw that allows already to implement a pc on-line can making it another node or module, like the ecu, because if you think about it the ecu behaves a bit like a pc with hard disk(flash eprom).Moreover, as we shall see, there are a variety of other hardware that can interface to the can network.


Interfacing with CAN
In terms of the circuits, each device connecting to the CAN bus usually interfaces via a CAN controller, which acceses the bus via a driver CAN line (actually a transceiver).


The controller can actually talk to the device in some way (for example via a serial RS232 interface) and on the other Many manufacturers produce integrated circuits of the driver line CAN, for example, by Dallas Semiconductors / MAXIM MAX13050 or Microchip MCP2551 .or Philips PCA82C250 . or Philips / NXP TJA1054

Proper bus termination must be present at each end of the bus to dampen the reflection of the electrical signals (echoes). It is also important to minimize the length of the connection between the bus and the transceiver of each device connected (to minimize side effects eco).


Modules are collections of ECU
In a vehicle, a module usually identifies a collection of two or more electronic control units.
The control of the engine is the first and most critical, the corresponding control units are the most complex. Engine Control Unit (ECU) is supported by transmission control unit (TCU) and the two are sometimes referred to as the control module Powertrain (PCM). The Transmission Control Unit, among other things, takes care of gear shifting.

The electronic control unit of its users are often referred to as a whole with the term module body computer or BCM.

[munro]

different networks
The different criticality of the signaling between the electronic devices of the vehicle, has created a push to isolate the networks of the different modules, for security needs, but also for different interfaces of equipment being at different speeds.
These different networks are grouped into 3 main classes:

Frame Body, that require speeds of up to 10Kbps (electric windows, doors, etc) [as an example of BCM see subsequent references to Peugeot BSI Built-in System Interface]
the instrumentation of the dashboard, which requires speed range 50-125Kbps (instrumentation, air conditioning, etc.)
The engine and transmission, requiring high-speed (up to 1Mbps)

Some of these networks, the vehicle can also be non-CAN. There are other standards used in the networks of vehicles, such as LIN (used for the low-cost, low-speed use is not critical, see also here ), FlexRay (used for high speed, critical needs, in a BMW SUV), MOST (Media Oriented System Transport ) for multimedia and infotainment.


Separation Bus

Engine control, Airbag, subsystem, braking, speed control and ABS, are the systems most critical to safety, require high-speed, and then they are usually kept separate from the systems that are less critical.

The separation between the different buses can allow a lot more capacity for the recovery of critical systems in the case of a control unit is not critical fails (the car engine still starts if you have a problem in the CD player or in the lights of the cabin).



The gateway between different networks
In most vehicles, many CAN networks are there, operating at different speed, and that there are gateways that allow data transfers between the various buses.
The presence of these gateways allow filtered transfer of information, together with any change of speed. A gateway could act as a firewall by only allowing the propagation of specific packages. Gateway are actually electronic devices connected to multiple buses, and may be programmed to allow the filtering of packages.
There is a specific interesting called Pass-Through SAE J2534-1 which is designed to allow a sort of common protocol (!! vendor and brand independent !!) crossing in-between the gateway bus (can or cannot). This standard must be supported on all vehicles produced after 2004. specific pass-through is aimed at reprogramming and re-flashing of the individual electronic control units, but also allows you to read and write I / O, and periodic messages definition. There is also a set of defined API's (Application interfaces for programs), through which the dialog can be implemented.

Here is the description of the document recommendation SAE J2534-1, as taken from J2534/1: Recommended Practice for Pass-Thru Vehicle Programming SAE International September 22, 2011.


"This recommended practice SAE provides the framework to enable software applications to reprogramming by every automaker the opportunity to work with more instruments of the connection interface vehicle data from multiple tool suppliers. This system enables each vehicle manufacturer to control the programming sequence for electronic control unit (ECUS ) in their vehicles, but allows a single set of hardware interface programming, and vehicles to use to program modules for all vehicle manufacturers. This document does not limit the possibilities of hardware for the connection between the PC used for the software application and the tool ( for example, RS-232, RS-485, USB, Ethernet ...). tooling suppliers are free to choose the hardware interface appropriate for their instrument. the objective of this document is to ensure that the software of the reprogramming by any vehicle manufacturer is compatible with hardware supplied by any tool manufacturer. the agency the u.s. Environmental Protection (EPA) and the California Air Resources Board (ARB) have proposed the requirements for the reprogramming of vehicles for all manufacturers by the aftermarket repair. The present document aims to meet these proposed requirements for vehicles of model year 2004. Additional requirements for the model year 2005, may request the revision of this document, in particular, the inclusion of SAE J1939 for some heavy-duty vehicles. This document will be reviewed for possible revision after those regulations are finalized and requirements are better understood. Possible revisions include specific software SAE J1939 connector and an alternative vehicle, but it provides the basic hardware of a device interface SAE J2534 remain unchanged ".

Also check out this article by Dan Demaggio from Drew Technologies : http://www.drewtech*****/support/j2534/intro.html for the history of the development of this recommendation SAE.


Here is an example of a gateway device dual CAN bus interface: CAN / CAN Gateway CG-ARM7, product from EMS Dr. Thomas Wünsche: http://www.ems-wuensche*****/?menu=_...atasheets/html / cgarm7_e


This device is in fact a firewall with a sophisticated filter the content of packages and the ability to rewrite.
Here is a document that describes a device that can input in a car Volkswagen Golf
The following two paragraphs are taken from http://www.my-gti*****/2296

The role of the Gateway (also known as the data bus J533 diagnostic interface) is the exchange of data between the bus systems CAN data ( 'Powertrain CAN data bus', 'convenience CAN data bus' and 'bus infotainment CAN data') and the conversion of diagnostic data from the bus systems of the CAN data to K-cable and vice versa so that the data can be used for the diagnosis of vehicles, information systems, and experimentation, as tools, dealer VAS and Vagcom / VCDS.

For various reasons, including problems of energy consumption with a head unit of the third generation or the addition of new modules is not supported, the gateway CAN bus must be upgraded to a new version. This guide covers the replacement of the gateway CAN bus in a 2005 MY06 Volkswagen Golf GTI. The update replaces the 1K0 907 530 E (1K0907530E) with a 1K0 907 530 AA (1K0907530AA).

Here is a picture of the Volkswagen / Audi gateway (part no: 1K0907530AA), based on the http://www.my-gti*****/1101

This gateway in terms of Volkswagen is called the "data bus diagnostic interface J533". It is used in many car models from this provider. I found a technical document of Audi (Audi A5 owners group site Audi_A5 _-_ Networking_en_2.pdf ) that describes the version 4 different of this gateway component (differences are in terms of interfaces), for different car models. It is connected to many bus different (different cans, Lin, most). The document states that the "mode of transport" can be activated on request. I believe that this mode of transport could allow the flow of information between the different bus routes through the gateway itself (which in this mode acts a bit like a router).

[munro]

parlaimo a bit of the port is obd or serial port that allows the reprogramming of the parameters in the ecu(not all-it depends,but this is another topic)then that is the one that affects us all.
the reason for this extensive post which I would like to excuse a little I repeat, is the implementation of new functions also do not impengnando physically to that port.let's see how it works.

OBD: On Board Diagnostic
Due to the progressive diffusion of electronic devices in the vehicle sector, also diagnostic procedures have begun to rely on querying these different pieces of electronics, troubleshooting, and tuning of the parameters.
The standard on-board diagnostic (OBD) define how these diagnoses can be performed. Each control unit has a series of diagnostic trouble codes (DTC) that can help identify your status or any faults.
actual diagnosis is performed by a technician connecting an inspection device to a plug specific to the interior of the vehicle, and the analysis by running.
In many vehicles, the OBD connector (currently usually compliant to OBD-2 standards) is within easy reach of the driving seat and allows access to at least one of the vehicle's can bus.

In the course of the years, many different versions of the OBD standard appeared, and the current one is labeled OBD-2 or OBD-II, which uses a 16-pin (2x8) Connector female SAE J1962) on the vehicle. specific configurations of the gateway may be needed in order to allow specific units, electronic traffic control (filtering) is available on the OBD-2 interface CAN. Also, depending on the manufacturer and the model, the availability of the CAN bus on the OBD connector-2 may be required a specific configuration elsewhere (perhaps jumpers in the switch panel).
Be present in many vehicles, the OBD connector-2 usually allows access to many diagnostic signals. Sometimes more than one CAN bus is made available on the connector, on a different map.

Here is the connector pinout of FIAT OBD-2: http://pinoutsguide*****/CarElectron...i_pinout.shtml



Some "rules" about the connector the OBD-2
(information from http://www.auterraweb*****/obdiipinout.html and 404 - Beitrag nicht gefunden )
If the pin 5,6,14,16 are connected, the pins 6 and 14 are CAN-HI / LOW (ISO_15765-4 / SAE_J2284), while pin 5 is ground and pin 16 is 12Vcc
If they are connected to pins 5,7,16, and optionally 15, the connector supports access to ISO_9141-2 (aka KWP): pin 5 is ground, pin 16 is 12Vcc, pin 7 is the ISO-data (aka ISO_K-line), as well as the pin is optional 15, that is more old ISO_9141-2 (aka ISO_L-line).
If they are connected to the pins 2,5,16, the connector supports access to VPW_J1850: pin 5 is ground, pin 16 is 12 Vdc and pin 2 is VPW-data

If you are connected to the pin 2,5,10,16, the connector supports access to PWM_J1850: pin 5 is ground, pin 16 is 12 Vdc and pin 2 and 10 are PWM-data

Connector Pins 1,3,8,9,11,12,13 (if connected) are used differently from different vehicle manufacturers, and the standard OBD-2 does not define their role.

Use contact certain manufacturers (table 404 - Beitrag nicht gefunden ):
pin SAE J1979,
ISO 15031 GM Fiat Opel Saab Isuzu GM-FI
from 5,2002
1 Manufacturer sent second UART ABS, brakes, K-Line reserved the Saab Instruments (+) SIR (GM8192 Prot.) SW-LS-CAN (33kb)
or
DW-FT-CAN ( + ) (<125KB)
2 J1850 (+) PWM / VPW J1850 (+) VPW DW-FT-CAN (+) n / a n / a n / a n / a
3 the Manufacturer sent Comfort Airbag K-Line, K2, TCM, sunroof, CDL, Multi-Timer n / a ABS (KW81-Prot.) MS-CAN (+) (95kb)
4 chassis ground chassis ground chassis ground chassis ground chassis ground chassis ground chassis ground
5 signal ground signal ground signal ground signal ground signal ground signal ground signal ground
6 ISO 15765 HS-CAN (+) PCM ISO 15765 HS-CAN (+) Blinkcode Blinkcode TCM ISO 15765 HS-CAN (+) (500kB)
7 ISO 9141 K-Line n / a ISO 9141 K-Line (motor) K-Line, K1 (engine) K-Line, K1 (engine) K-Line, K1 (engine) n / a
8 Manufacturer the mandate of the CCM n / a K-Line K4, K-Line (Saab 9000/1, KW81 / 82 Prot.) n / a reserved
9 the Producer sent the first UART, the body ECU reserviert Saab Instruments (-) ECM / TCM (GM8192 Prot.) DW-FT-CAN ( - ) (<125KB)
10 J1850 (-) PWM n / a DW-FT-CAN (-) n / a n / a n / a n / a
11 Manufacturer sent controller EVA (burglar alarm System) reserved memory slots L-Line LORD the MS-CAN (-) (95kb)
12 Manufacturer sent abdominal compartment engine K-Line, K3, ABS, TC, steering, RTD, OW n / a abdominal K-Line (KW82 Prot.)
13 Manufacturer mandate from the LORD, luggage Compartment f reserved. K-Line K5 n / a ECM reserved
14 ISO 15765 HS-CAN (-) AND & C ISO 15765 HS-CAN (-) reserved n / a n / a ISO 15765 HS-CAN (-) (500kB)
A 15-ISO 9141 L-Line n / a n / a n / a n / a n / a n / a
16 Battery, switched Battery, switched Battery, switched Battery, switched Battery, switched Battery, switched Battery, switched


Access to the CAN bus in the car
When the CAN bus is not available in the plug OBD2 or not it is possible for the connection in the serial port, or if the gateway is not "public" signs on the door, OBD2,or via bus you could have the chance to connect to his wireless.
But you need a disclaimer:
In most cases, car manufacturers are not disclosing the specifications of their diagnostic systems and there are approaches simple that are consistent between the different brands. Even if you are able to access the CAN signals, it will not be an easy task to decode and understand the meaning of the data packets. Here is a guide (prepared by the british company Racelogic ) to find the right cables in a variety of vehicles. Devices such as the above mentioned Würth canfinder can also be useful.

On car Volkswagen Golf, the following color codes wire apply ( http://www.my-gti*****/991/performin...can-bus-wiring ). All three networks can use pairs of wires, and each pair can be identified by the color of the wire, CAN-HIGH, since all of the wires CAN-LOW of the same color.

A-line unshielded two-wire (1) and (2) with a cross-section of 0.35 mm2 or 0.5 mm2 is used for the wiring of the CAN bus.
The color codes of the wiring CAN bus are:
Powertrain CAN high wire orange / black
Convenience CAN high wire orange / green
Infotainment CAN high orange / purple
The CAN low wire, (all) orange / brown

On FIAT Punto diesel, we found a signal CAN in the connector behind the radio. The wires can in this car are pink-black and white-pink.
the following link describes a project to interface a CAN-bus machine to a Wi-Fi network:
http://www2.cs.uidaho.edu/~oman/RTCS...r-project.pptx

For Peugeot (/ PSA, and probably for cytroen) cars, check this site: http://peugeot.mainspot.net/ where you can find accurate information and wiring Diagram complete for Peugeot307 , along with information on BSI (Body Control: B it In the S ystem I nterface)
Peugeot BSI is connected and "coupled" for engine control unit, and there are protections to prevent tampering on the part of dealers to non-official or technical self-repair. Here are a series of notices relating to maintenance Peugeot BSI-ECU: http://www.liontamer.net/forums/inde...topic,3.0.html
Here is a picture of a Peugeot BSI.
Peugeot / PSA, used to implement their own version of the CAN bus, called VAN (vehicle Area Network Comfort VAN bus bus / body Date Control). I found some smart guys who have done some impressive work in the collection of information on Van: Graham Auld, and Alessandro Zummo. Check http://graham.auld.me.uk/projects/vanbus/index.html and http://code.***********/p/van-bus/ I got to these sites through this web page.

[munro]

Access CAN in the truck
In particular, for trucks, there is another standard, to have a uniform access to the data of the vehicle, and targeted to the needs of help of monitoring devices.

http://www.fms-standard*****/
This standard FMS (Fleet Management System) is very important to allow access to information specific to the truck as the speedometer and odometer, which are required to be read on other devices to check the activity of the driver (digital tachographs). FMS requires a SAE J1939 (CAN 29-bit 250kbit / sec below the standard.

For digital tachographs the european, check http
://www.dtco.vdo*****
In order to be compatible with the FMS series, manufacturers of commercial vehicles implement a specific control unit of the gateway that reads the required information from the beginning from all locations and through all of the required standards, while respecting the internal protocols specific to the vehicle-brand, and makes all these information available through a specific CAN bus to which your device is connected to the tachometer.
In this way, a FMS devices tachometer digital compatible can be easily connected to any FMS truck compatible.



Different connecting cables
(This section needs work and is partially superseded by what I have written in the section of the connector the OBD-2)

A number of different cables ready exists to access the diagnostics for the car, usually through the above mentioned connector ODB-2
here is a list of their names, but they are far from understanding their differences

SAE J1850 (can be a double differential wire of 41.6 Kbit / s PWM-pulse Width Modulation, or 10.4 Kbit / s VPW Singlewire Pulse-Width -Variable). see this Intel document.
SAE J2534 (this is a protocol PWM used in Ford, Lincoln, Mercury, Mazda vehicles)

K-LINE and L-LINE (ISO 9141-2) (to explain: I need to study)
ISO 14230-4 (also known as KWP)

PWM can
HS-CAN (ISO 15765)

VAG-COM is not a cable but a product from Ross-Tech. It is a Windows software diagnostic for Volkswagen / Audi. Some cables to use with this software are labeled VAG-COM

ELM 32x are integrated circuits, (here is elm327 description), sold by elmelectronics***** based on Microchip Technology Inc . Devices first. These chip ELM act as decoders ODB2 generic, and are able to identify and decode many different signals available on the plug ODB2, and provides an RS232 connection to a PC. Many diagnostic software PC are capable of interfacing with the car electronics via an adapter, ELM base, like this

Arduino, and CAN
It is possible to interface an Arduino 2009 board with the CAN bus, by means of a specific code string
you can use SkPang Arduino CAN-Bus Shield to connect to an Audi A6 (2003) and is able (using the sample application provided) to read the correct RPM (revolutions per minute) data from the engine using a polling mechanism.

This shield uses a MCP2515 CAN controller and a MCP2551 CAN Line Driver.

Sk Pang shield uses a library that is taken from the code Fabien Greif (here is the main site: http://www.kreatives-chaos*****/artikel/universelle-can -bibliothek )

OBDuino
It is a project, launched in 2009, to use an Arduino, as it was the custom to interface with the car's CAN-Bus and build a
The project is described in this Wikipedia page: OBDuino - Wikipedia, the free encyclopedia and the code repository, along with some images of the prototypes, is located in a page ******-code, here: http: // code. ***********/p/opengauge/wiki/OBDuinoInterface


MPGuino
This project is aimed to build a computer measurement of the fuel, with an Arduino as the device, analyzing the signals to the fuel injectors, and with the tables for the calculation of the injected fuel specification, based on the duration of the pulse. The signals must be directly read / taken from the main connections of the engine ECU and the injectors. The data appears to be extremely accurate. Here is the link: http://ecomodder*****/wiki/index.php/MPGuino



Teltonika FM4200
It is a device specially designed to interface with FMS interface of the CAN in the truck.
using a microcontroller, NXP LPC2368 that is (incidentally) the same UC is used by the mbed project. Here is some information about the microcontroller which includes a CAN controller (but not a CAN transceiver). The circuits FM4200 using a Texas Instruments SN65HVD234D CAN transceiver 3.3 V.

CAN bus data reverse engineering:
For a car the Toyota Prius, by Attila Vass: The new 2004 Toyota Prius : My CAN Project
For a car SAAB by Tomi Liljemark: http://pikkupossu.1g.fi/tomi/projects/i-bus/i-bus.html

General references and links
The large site CAN-CIA: http://www.can-cia.org/ that is probably the best site and most reliable reference available.
The dictionary can contains a definition of most of the acronyms and abbreviations.

Great page to CAN-Staffan Nilsson: http://www.staffannilsson.eu/developer/CAN.htm
Bosch CAN 2.0 specification .
Pages Mike J Schofield: (URL not working: http://www.mjschofield*****/~~number=plural - there is a mirror in site, Staffan Nilsson)
http://www.ixxat*****/can-controller...uction_en.html
http://www.jcelectronica*****/articl...20tutorial.htm


CAN analytics providers, and equipment
http://www.vector-group.net
http://www.kvaser*****
http://www.ems-wuensche***** : I bought a EMS-Wuensche CPC-USB / ARM7 with optocoupling isolation and transceiver low speed (TJA1054) for the automotive industry. Received the item in 2010.dec.10), and the first impression is good: it seems very well built and reliable. Soon test it on the field.
http://www.lawicel*****/
http://www.peak-system*****/

[munro]

CAN bus in motion
Of course,even the bikes use electronics with digital protocols.
and here, too, to be able to hacherare the can bus and, with it, the ecu has applications are tremendous, not only on the real-time mapping but on a whole series of systems that are built on modern motorcycles
as the traction control drive-by-wire, etc..any developments on these systems would sew him the bike and of course not only this as a dress you just have to have imagination.below place a sw very well known that I am using in their free time to the study of logic can bus.
Software
FreeDiag: Freediag - Vehicle Diagnostic Suite
*********** is a software for the analysis of self-made Italian (fiat / alfa / Lancia brand name). Available in free version and paid version, with different features. Http://***********.net . Here is a list of the vehicles supported by the current version of the ***********.

Summary of first glance seem impossible to succeed in the aim, But this inability is not normally due to physical reasons. Each ECU manufacturer uses its own set of rules and codes of the data packets on their networks vehicles. These information and data formats are not easily available, and there are shared rules followed by different manufacturers.

FM4200 that I mentioned before, for example, is designed to be able to decode FMS CAN, which is a representation format of the data to accepted standards and shared by all the industrial vehicles (trucks). The objective is to allow interconnection tachometer with the instrument panel of the vehicle.

Tachometers are devices that in many countries must be installed on the trucks to monitor driver behavior and work activities. Since there are many devices, rev counter, which are constructed and installed by many countries certified suppliers, it was necessary to a standard, so FMS was born. Access not professional for the data connection of the speedometer is generally prohibited.

Through the data bus reverse car engineering techniques, for the most part on the basis of trials and errors and / or leaked information, it is theoretically possible to map some of the data packets to their meaning. Generally only read approach is safe. But problems may arise when the maintenance of the software of the vehicle is made, as meaning the package of data may change, and producers today are not required to disclose openly to these details.

Write access to the transmission and the engine of the bus is considered critical and is usually explicitly prohibited or strongly discouraged, even if we all know that if we were to give a straight you have vetoes imposed by some bureaucrat whose turn it is, we would have been, maybe still in the stone age.

Sure, but it might be great if all of the data to be understandable and accessible, but there are important security implications if the irresponsible people tamper with these things. Vehicle security, insurance cover and road safety may be influenced.
I hope I have not bored any with this lengthy treatise on the subject, and I recommend:

Always study, learn and understand it before "play"with this stuff.
And if you want to condividte responsibly on your findings.

Munro

[ugoboss]

nice work , thanks, and wishes for health.

[frenk85]

Great work! You don't know what a pleasure to have you read here on the forum! Welcome back and best wishes for everything!

[munro]

Thanks you guys for everything

[tranky]

Partially true what you say, but if programs, and I assume of you given that I speak to way, you know that a reverse with de compilation made with the native architecture returns the native code.
Then if it is C++ in addition to the variables defined by the manufacturer, you can interpret the roule (rules/instructions) and logic changed.
So it is impossible I can't say I've done worse.. but definitely a lot of work, and you have to have a good computing power to do the revert of the code.