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By Jerry Bisbee ATC Tech Trainer techtalk@atcfreightliner.com

The SAE J1939 datalink is a high-speed Controller Area Network (CAN) that is currently used on all late model trucks. It is a parallel datalink that uses a terminated backbone structure. The backbone has two 120 resistors connected across the yellow and green twisted pairs of wires that make up the backbone at both ends of the backbone (see Figure 1). These terminating resistors are used to stop signal reflection from the ends of the backbone. Twisting the wires limits the influence of Electromagnetic Induction (EMI), also known as electrical noise, on the datalink signal. Figure 1 illustrates the J1939 structure on an M2 model Freightliner. This article will describe the first two of four tests that may be used to troubleshoot J1939 issues on an M2 model. The same tests may be used on other models but the hardware layout may be different. The next article will cover Test Three and Test Four. The four tests are:

J1939 Datalink Troubleshooting Part One

approximately 60 if it is connected to the datalinks backbone. If the meter reads open, test for continuity on the yellow and green wires to the backbone. Test One should have already been done before this point to verify that the backbone is intact. The next edition of Tech Talk will provide information about how to finish testing the J1939 by testing it for shorts to power and ground, and locating those shorts.
ABS=Antilock Brake System BHM=Bulkhead Module CPC= Common Powertrain Controller CHM=Chassis Module VCU=Vehicle Control Unit TCU=Transmission Control Unit ECM=Engine Control Module

ABS ECU

CPC or VCU
BulkheadConnector

BHM

CHM 120

Test One-J1939 Backbone Resistance Test Test Two-J1939 ECU Communication Test Test Three-Testing J1939 for Shorts to Power and Ground Test Four-Pinpointing Short Circuits on the J1939 Datalink

120 12V
Diagnostic Connector
A B C D

TCU

ECM
Cummins

With the vehicle batteries disconnected, test the resistance across pins C and D of the 9-pin diagnostic connector with a Digital Multi-meter (DMM). Because the two 120 resistors are connected parallel to each other across the yellow and green wires of the backbone, the resulting resistance should be one-half of the value of one of the terminating resistors. The measurement should be approximately 60 . If the reading is approximately 120 one of the terminating resistors is missing or open, or there is an open circuit in the backbone. Locate and test each terminating resistor first. If they both test okay, plug one of the terminating resistors back in one-at-a-time while watching the resistance on the DMM. If plugging one resistor back in does not make a difference in the reading, the backbone between the diagnostic connector and that resistor is open. Test the resistance of each of the backbone wires end-to-end from the diagnostic connector to the terminating resistor connector. Refer to a schematic of the datalink to know where connectors may be located that are part of the backbone. If the resistance measured across pins C and D of the diagnostic connector is approximately 40 there is an extra terminating resistor connected into the backbone. Use schematics for the datalink on the vehicle to determine which of the terminating resistors to remove from the backbone. Remember, the terminating resistors must be at the ends of the backbone. Refer to Figure 2 for a pinout of the 9-pin diagnostic connector.

Test One-J1939 Backbone Resistance Test

Figure 1

J-1939+ J1939

Pin A B C D E F G H J

9-Pin Diagnostic Connector Pinouts Description Ground Battery 12V J-1939+ J-1939J-1939 Shield (Optional) J-1587+ J-1587 Diagnostic CAN High Diagnostic CAN Low

E F G

D C A J H B

9-Pin Connector Figure 2

Test Two-J1939 ECU Communication Test

With ServiceLink connected to the vehicle, open the J1939 Datalink Test Template (See Figures 3 and 4). This template monitors the ECUs that communicate on the J1939 datalink. It displays a value from each of the ECUs. If an ECU is not communicating on the datalink the template display will show a yellow triangle with an explanation mark in the center. If the display shows the yellow triangle, first determine if the vehicle actually has that ECU onboard. For example, Figures 3 and 4 display the template connected to a truck that does not have an electronically controlled transmission, or a Switch Expansion Module (SEM), or an Expansion Module (EXM). If it had any of those components onboard, the yellow triangles would indicate that those modules were not communicating on the J1939 datalink. Figure 3 shows the template connected with the key on-engine off and the wipers off. The Wiper display is used to confirm that the Instrumentation Control Unit (ICU3 M2) is communicating since the wiper switch is an input to the ICU. Figure 4 shows the template connected with the key on-engine running and the wipers turned on. The ABS Active indicator on the template shows that the ABS ECU is communicating on the datalink since there is no yellow triangle. The value on the ABS Active display is not important for testing communication. It will display 0 unless the vehicle is in an ABS event where the ABS controller is controlling the brakes. It would display 1 during an ABS event. If the template indicates no communication for an ECU that is actually on the vehicle, first test the ignition supply, unswitched battery supply and ground for that ECU. Test those circuits loaded while back-probing the connector at the ECU. Warning: Never probe the insulation on a wire. Instead, insert a pin or small probe between the water seal and the plastic connector housing, pushing it in until it contacts the terminal. Connect the digital voltmeter to the back-probe pin. If the suspect ECU is receiving power and ground, test the J1939 datalink connection to the ECU by disconnecting the batteries and connecting an ohmmeter to the yellow and green J1939 wires at the ECUs connector. The meter should read

Figure 3 Datalink Test Template with Engine and Wipers Off

Figure 4 Datalink Test Template with Engine on and Wipers ON

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