Did you grab communication from *both* CAN buses? The Leaf's Battery Controller (LBC) communicates via the VCM which is connected to both the EV CAN bus and the normal CAN bus, to the Combination Meter, which is supposed to hold the key that is paired to the LBC. So some communication spills over from one CAN bus to the other. Both are available on the OBD (Data Link) connector. Without a dump from both, it is hard to tell what would disable/enable the Leaf since only half the communication can be seen. Here is a full list of everything connected to the two CAN buses on a 2011 Leaf, you see that the VCM is the spider in the web of the two buses:
EV CAN bus: Data Link Connector (13,12) LBC (BMS 1,2) VCM (9,13) traction motor inverter (12,19) Electric Shift Control (31,32) A/C Amp (28,29) TCU (9,10) Charger (19,20) "normal" CAN bus: Data Link COnnector (6,14) IPDM (27,26) Combination Meter (19,18) VCM (25,29) BCM (39,40) ABS actuator and control (22,9) Intelligent Brake Unit (43,42 41,40) (double wired to bus) Parking Brake (16,8) Airbag Controller (59,60) AV control unit (26,25) EPS (2,1) Steering Angle Sensor (5,2) The numbers at the end in braces are pin numbers on the unit, the first number is the wire going to CAN-High, the second number to CAN-Low. Cor van de Water Chief Scientist Proxim Wireless office +1 408 383 7626 Skype: cor_van_de_water XoIP +31 87 784 1130 private: cvandewater.info http://www.proxim.com This email message (including any attachments) contains confidential and proprietary information of Proxim Wireless Corporation. If you received this message in error, please delete it and notify the sender. Any unauthorized use, disclosure, distribution, or copying of any part of this message is prohibited. -----Original Message----- From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of Collin Kidder via EV Sent: Thursday, January 26, 2017 8:02 AM To: Tom Parker; Electric Vehicle Discussion List Subject: Re: [EVDL] Anyone interested in 2015 Leaf drivetrain or interior/exterior/suspension parts? 10 minutes should have been enough. Chris suggested shorting the positive and negative together to drain any capacitance and force the ECUs to reset but I cannot imagine an ECU lasting 10 minutes on its input capacitors. Though, I think that the leaf actually has a super capacitor behind the rear seats so it might take a long time to drain that off. It might be worth a try to make sure the 12v wiring is really, truly drained. I did some work with adding a secondary battery pack and initially made a number of bad mistakes that caused critical ECU faults. Disconnecting the battery for a few minutes would not allow me to clear the faults but disconnecting all day and trying it again the next day would work. I think eventually someone suggested shorting the battery terminals and doing that does allow for resets more quickly. Though, if I'm right about the super cap being for the 12V power then you might want to discharge through a power resistor and not just click the terminals together. It doesn't hurt to use a resistor in either case. It's better for the car anyway. Otherwise, it does appear we're looking at a message that is more continuous. That doesn't mean that it necessarily happens quickly. On the Tesla Model S there is a series of messages that transmit the VIN number of the vehicle, presumably for authentication with various components. These messages are only sent something like every 5 minutes. So, they'll show up as messages that aren't necessarily one time and done but they've got a very long interval between transmission. If you have the means to check transmission interval you might try that. Actually, I have captures from various Leafs on the powertrain bus and I do have the means to check the interval so I'll check and see if I can find messages that maybe don't get transmitted so often. A validation message might only be every second or couple of seconds. There's no need to spam the bus with serial number validation every 10ms. Really, I didn't think there was any need to do it more than once but maybe it really does. This whole business of component validation is just plain annoying. Are chop shops really that big of a thing or are the automakers just that DIY hostile? On Thu, Jan 26, 2017 at 4:33 AM, Tom Parker via EV <ev@lists.evdl.org> wrote: > On 24/01/17 23:25, Tom Parker via EV wrote: > >> On my car, there is only one frame that isn't repeated continuously after >> startup (0x603 is sent once, with a single byte payload which is 00 in my >> captures). >> >> I'll try disconnecting the 12v battery tomorrow and see if anything >> different happens at when it's connected, or during the first startup. > > > I removed the 12V battery and there was no activity on the EV CAN bus when > it was reconnected. There were also no new messages when I turned the car > on, and other than 0x603, they all streamed continuously. I waited quite a > long time (10 minutes maybe) before reconnecting the battery. > > I guess this means the BMS authentication is in the repeating messages, or > it is triggered by some other event than disconnecting the 12V battery, or > you can have the 12V battery disconnected for a very long time without > breaking the BMS authentication. > > _______________________________________________ > UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub > http://lists.evdl.org/listinfo.cgi/ev-evdl.org > Read EVAngel's EV News at http://evdl.org/evln/ > Please discuss EV drag racing at NEDRA (http://groups.yahoo.com/group/NEDRA) > _______________________________________________ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org Read EVAngel's EV News at http://evdl.org/evln/ Please discuss EV drag racing at NEDRA (http://groups.yahoo.com/group/NEDRA) _______________________________________________ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org Read EVAngel's EV News at http://evdl.org/evln/ Please discuss EV drag racing at NEDRA (http://groups.yahoo.com/group/NEDRA)
