VW T5

[senna1]

However, changing BCM byte 10 bit 6 = "0" should reverse open/closed status for sliding doors.

It's worth a try as pretty much exhausted everything, the van has many fault, i dont know the history, i'll do it tomorrow

 

[VWT6]

Another suspicious controller on T5.1 is 44-Steering Assist - this far never seen one on T5.1 not even retrofitted. Could try taking it off from gateway installation list.

 

[senna1]

Another suspicious controller on T5.1 is 44-Steering Assist - this far never seen one on T5.1 not even retrofitted. Could try taking it off from gateway installation list.

I will try suggestion tomorrow and get back

 

[senna1]

I don't have any additional suggestions but did you click the [De-activate Transport Mode] button located on the Applications screen? It would look like this:

Ross-Tech: VCDS Tour - Applications

Can you tell me what VCDS does to lock the Doors compared to when i try with the central locking, as i have said Before VCDS on output test can activate the doors to Unlock and Lock,Can you ask the engineers, what is bypassing etc

 

[senna1]

Another suspicious controller on T5.1 is 44-Steering Assist - this far never seen one on T5.1 not even retrofitted. Could try taking it off from gateway installation list.

I Removed the sliding door controller 0D from the installation list. Done side - sliding door it now shows as it should closed = closed all Doors Show as they should .
Next changing BCM byte 10 bit 6 = "0" should reverse open/closed status for sliding doors.??

Byte 10 does not have bit 6 I have Bit 1 = leaving home (LH ) Active Bit 2 Coming Home (CH ) Active

Byte 11 has Bit 6 = Lamp Diagnostics for Back up Light Active

Byte 7 has bit 0= Central Locking rear sliding Door left installed & bit 3 remote control inactive
i could not see any Bytes for Reverse open/closed status for sliding Doors, But the good news is after removing the OD from the Installation list
all Doors show as they should open or close, so good result thank for the suggestion


Also the mentioned BCM byte 26 byte 0 must be "0" then. It is 00 so i have left it at 00

Next Another suspicious controller on T5.1 is 44-Steering Assist - this far never seen one on T5.1 not even retrofitted. Could try taking it off from gateway installation list. It was not on the list, It is not ticked on the list or 44 on the scan log

 

[VWT6]

Done side - sliding door it now shows as it should closed = closed all Doors Show as they should .

The sliding door is now good - right?

44-Steering Assist - It was not on the list, It is not ticked on the list or 44 on the scan log

-------------------------------------------------------------------------------
Address 44: Steering Assist Cannot be reached
-------------------------------------------------------------------------------

Hmmm... on the snippet of the last scan (from Tuesday 28th FEB 13:53) it's there.

I notice the BCM in the scan is a different than previously.
Perhaps disconnect battery for 10 mimutes to clear things and then make a fresh scan?

 

[senna1]

The sliding door is now good - right?




Hmmm... on the snippet of the last scan (from Tuesday 28th FEB 13:53) it's there.

I notice the BCM in the scan is a different than previously.
Perhaps disconnect battery for 10 mimutes to clear things and then make a fresh scan?

yes the sliding door is now as it should be when open it shows open and when closed it is closed,

Yes the 44 could be from a Dona BCM i have tried changing the long code but not the other Code, i dont know why it showed.

I have deleted DTC's Many times & run another scan same results and as the van is not being used, the battery is disconnected when i leave the building.

The problem is there is No power coming out output of T73a/11 to lock the Doors , i am going to disconnect the wire violet about 6" out from the BCM for T73a/11 as you probably know it goes to B215 where there are several connections in the harness are met, with the B215 disconnected i will see if any power is coming out of T73a/11 direct from the BCM , Just incase the other connectors in the Harness are effecting it,, up to now everything checks out as it should continuity etc, The BCM is brand New.

 

[VWT6]

The central locking will still only UNLOCK, no Locking on any Doors

Locking on any Doors only possible with output test VCDS

Just to understand the challenge -

From where you operate the central locking - a) switches on door sill, or b) remote, or c) manual key in door lock?

All doors unlock but do not lock? Or just the left sliding door?

VCDS output test unlocks and locks all doors?

 

[senna1]

Just to understand the challenge -

From where you operate the central locking - a) switches on door sill, or b) remote, or c) manual key in door lock?

All doors unlock but do not lock? Or just the left sliding door?

VCDS output test unlocks and locks all doors?

Challenge Lol Yes it has been, The central locking The key fob is not programmed, If you are in the vehicle and using the Central locking switch For unlock or Locking for all Doors the switch assembly which also houses the electric window switches attached to the Drivers Door.
You can unlock all the Doors Only, There is no power to unlock them no output from the Bcm Pin T73a/11
Using the key to lock the doors,, in the Drivers door locks & unlocks all 3 doors

 

[VWT6]

Using the key to lock the doors,, in the Drivers door locks & unlocks all 3 doors

That's good news. I believe the BCM iitself s good as it can drive the locks: both states lock and unlock.

Can it be simply that the central locking switch in the door is faulty?

Please check status of the switch using VCDS > 09-Central electrics > Measurement Blocks(08) > Select group 006 - keep eye on field 4. Operate the switch - in the field you should see all three states of the switch: Not oper./Lock/Unlock

 

[senna1]

That's good news. I believe the BCM iitself s good as it can drive the locks: both states lock and unlock.

Can it be simply that the central locking switch in the door is faulty?

Please check status of the switch using VCDS > 09-Central electrics > Measurement Blocks(08) > Select group 006 - keep eye on field 4. Operate the switch - in the field you should see all three states of the switch: Not oper./Lock/Unlock

Hi My friend i wish it were something simple like the E150 drivers side locking switch a input to the BCM then a output to unlock which is working
and a output to lock from Bcm But No output from BCM to lock it has the same input into the BCM for the unlock and lock but separate wires for each function unlock/lock and you have Gnd,
I tested the Central lock switch all good, even tried it on another T5 to be certain and it worked , The switch must have a resistor inside as it uses the same wire for input to BCM to send out output for unlock and lock, from the Bcm the resistor must change the voltage so it know what output to use.
there is also a new door lock assembly in the Drivers door F220
and the door card harness all good continuity for it, it should be working

 

[VWT6]

The switch must have a resistor inside as it uses the same wire for input to BCM

Yes, it unlocks is when yellow wire is shorted to ground (brown/black at switch).
And locks when yellow wire is "shorted" via 770 ohm resistor to ground.

The fact you can both lock and unlock by key from driver's door suggests everything is good from BCM to locks?? The same with VCDS output tests?

The locks are driven from BCM pin T73a/11 and T73a/15 only (no chassis ground involved). The polarity is reversed between locking and unlocking functions (no chassis ground involved).

 

[Zenerdiode]

I’ve read through the entire thread, the only thing I want to pick up on is CAN terminating resistors. Don’t get hung up looking for where each of the 120 ohm terminating resistors are - in reality they don’t exist. When Controller Area Network (CAN) was developed, it was envisaged it could also be used as a fieldbus network, modules tens of metres apart from each other. The physical layer being a balanced line, terminating resistors would be required at each end to prevent reflections.

Two 120 ohm resistors in parallel is a nominal 60 ohms and that is incorporated in the ECU as you’ve discovered. The CAN in cars is so short, it doesn’t need a terminator at each end. The CAN controller chips in the individual modules drive into a nominal 60 ohm load, so it’s best to keep the ECU connected when doing your verification of comms on the bus.

 

[Larry Manton]

I’ve read through the entire thread, the only thing I want to pick up on is CAN terminating resistors. Don’t get hung up looking for where each of the 120 ohm terminating resistors are - in reality they don’t exist. When Controller Area Network (CAN) was developed, it was envisaged it could also be used as a fieldbus network, modules tens of metres apart from each other. The physical layer being a balanced line, terminating resistors would be required at each end to prevent reflections.

Two 120 ohm resistors in parallel is a nominal 60 ohms and that is incorporated in the ECU as you’ve discovered. The CAN in cars is so short, it doesn’t need a terminator at each end. The CAN controller chips in the individual modules drive into a nominal 60 ohm load, so it’s best to keep the ECU connected when doing your verification of comms on the bus.

Can bus is a weak spot for me, but think I see how you chose the handle Zenerdiode, is your back ground something other than automotive?

Larimore

 

[Zenerdiode]

Can bus is a weak spot for me, but think I see how you chose the handle Zenerdiode, is your back ground something other than automotive?

Larimore

Hobby and thirst for knowledge.

When my friends were playing with Action Man (GI Joe? - you know, action figures the size of a Barbie) and board games, I was taking things to bits to find out how they worked. Got my first proper tool kit when I was four, and have had an interest in engines and electronics ever since.

That’s very much what drew me to Ross-Tech, seeing the diagnostic socket on my Audi A4 B5 I built my own passive interface on breadboard, poking wires into the contacts of the DLC. I transferred my design to stripboard and put in an enclosure. I discovered Ross-Tech around then (circa 2000?) and I think my earliest version of Vag-Com is an alpha 0.70 I have stored somewhere. Obviously the RT interfaces after the ISO-COM were far superior so I had to get on board.

In my line of work (Railway Signalling) we have trackside datalinks which are very similar to CAN, over 20 miles long with 100 ohm line termination resistors at each end.

 

[Uwe]

I built my own passive interface on breadboard, poking wires into the contacts of the DLC. I transferred my design to stripboard and put in an enclosure.

Ah yes, the good old days, when diagnostics communications were basically half-duplex RS-232 at somewhat different voltage levels (but with somewhat unpredictable and not always standard baud rates).

-Uwe-

 

[Zenerdiode]

(...not always standard baud rates).

5bps. You could almost tap that out on a morse key haha! Yep, bit-bashing, synchro bytes and I think 10,400 is non-standard?

For the folks that don't know, there's an awful lot going on within VCDS to keep locked on to correct protocol timing. Every module can be slightly different and for the older modules that use KWP1281, KWP1281 is fussy.

 

[Uwe]

5bps.

That was just the init/wake-up. But yeah, 10 bits of that (a start bit, 8 data bits, and a parity bit) required a full two seconds, no way around it. Once the module you wanted to talk to saw that, it would respond with an 0X55 (01010101 in binary) at the it rate it wanted to use and the tool was supposed to time those bits, to determine that bit rate. I don't think anyone ever found a way to do that reliably with a dumb interface using the Windows APIs.

I think 10,400 is non-standard?

Correct, a PC serial port can't do 10,400 exactly. I've forgotten the what the next exact bit rate above 9600 it can do is; it was somewhat higher than 10,400, but it was close enough for 'asynch' communications to work most of the time. The 'intelligent' interfaces that we introudced starting with the HEX-COM in late 2002 solved a lot of problems (not the least of which is KW1281's demand for low latency in the individual responses). Those actually could time the 0x55 from the module properly and them match the module's desired bit rate exactly.

-Uwe-

 

[senna1]

Yes, it unlocks is when yellow wire is shorted to ground (brown/black at switch).
And locks when yellow wire is "shorted" via 770 ohm resistor to ground.

The fact you can both lock and unlock by key from driver's door suggests everything is good from BCM to locks?? The same with VCDS output tests?

The locks are driven from BCM pin T73a/11 and T73a/15 only (no chassis ground involved). The polarity is reversed between locking and unlocking functions (no chassis ground involved).

Hi yes except Unlock is T73a/12 Not 15, 15 is output for doors contact switch etc strip. At least it seems the Bcm is good, it should be as a new item.
i am going to see if i can get hold of another Door card Harness although the continuity shows all wires good, but not much else to try

 

[senna1]

I’ve read through the entire thread, the only thing I want to pick up on is CAN terminating resistors. Don’t get hung up looking for where each of the 120 ohm terminating resistors are - in reality they don’t exist. When Controller Area Network (CAN) was developed, it was envisaged it could also be used as a fieldbus network, modules tens of metres apart from each other. The physical layer being a balanced line, terminating resistors would be required at each end to prevent reflections.

Two 120 ohm resistors in parallel is a nominal 60 ohms and that is incorporated in the ECU as you’ve discovered. The CAN in cars is so short, it doesn’t need a terminator at each end. The CAN controller chips in the individual modules drive into a nominal 60 ohm load, so it’s best to keep the ECU connected when doing your verification of comms on the bus.

The whole vehicle has been played about with, im going when i can to look at the Ecu side regarding starting the engine as the fuse for the Relay etc are dead where they locate yet the vehicle starts, it had a by another company a new ecu and cluster and Bcm at the same time yet the bcm etc was not coded correctly the ecu and with Vcds tech info i have coded them, it was supposed to have been done by ODIS. so time will tell once i get on to the start system what has been short cutted, but i'm trying to get jobs done one at a time, yes i did on other Vw ECU i have here mbq platform and resistor is in there ecu 120 approx, also if you go direct to a module like the cluster it is NOT approx 60ohms, More like 2.6k similar with ABS
Yes ive also learned to keep the Ecu on line as all the modules talk.