For decades installing updated calibrations for vehicle issues has become a way of life in the automotive industry. The latest stats found that 46% of all recalls (Campaigns) issued in 2016 had a software update as its solution. This number continues to rise for all manufacturers as more and more issues are resolved with calibration and firmware updates.
In the ’80s, we had the PROM (Programmable Read Only Memory), which required replacement if a new calibration was to be installed. Updated PROM chips were sold to the shop with the updated calibration already loaded. All the technician needed to do was plug the new PROM into the computer, and voilà, your problems were solved.
Then we witnessed the introduction of the EEPROM (Electronically Erasable Programmable Read Only Memory) chip which met that the dealer parts department could reprogram the chip that you had with the new calibration. In the early ’90s the EEPROM became part of the controller, and we progressed to downloading calibrations from a CD or, in later years, from the internet. The J2534 pass-thru standard was adopted when OBD II became standard in 1996. We have seen many shops investing in the J2534 pass-thru hardware so they can load updated software sets into the vehicles they are repairing.
The data bus has also made various updates thru the years, with rapid change occurring over the last few years. The advent of the CAN (controller area network) system gained favor with many manufacturers several years ago, but even that architecture is not fast enough for some of the modules and systems being used. For decades we have grown familiar with the current communication protocols such as CAN, CAN FD, MOST, LIN, and Flex Ray.
The advent of electric vehicles, 5G communications, self-driving capabilities, V2V communication (vehicle to vehicle), VTI communication (Vehicle to Infrastructure), OTA (Over the Air) programming, and automatic braking systems are just a few of the features the newest vehicles have available. Some companies are using upwards of 100 different control modules in today’s vehicles. Some modules use low-priority/speed communication systems, while others require very high-speed communications, so the protocols needed to change. There are several names for the updated system, including Global B, VIP (GM), Atlantis DiOP/CAN FD (Chrysler) T-mate (Toyota), to name a few.
One of the changes that have occurred with the latest systems is the move to eliminate the need to install vehicle updates via the J2534 reprogramming process. Many manufacturers starting in 2017 and later applications, have moved to a process called OTA (Over the Air) updating via a telematics system. This process was introduced on a broad scale by Tesla, but several manufacturers have adopted it for many of their higher-tech vehicles. When the process was first introduced, it was limited to things like entertainment and navigation systems. Since then, it has progressed to include updates to calibrations for the core vehicle systems such as engine/transmission controls, ABS/TCS, and body/chassis systems on some car/truck and heavy truck applications.
So, what does this really mean? As the system capabilities improve, the need to check and install updated calibrations while the vehicle is in your shop will decline. The system is designed to “poll” the vehicle software while operating. If a calibration update is deemed necessary, the calibration will be sent to the vehicle. Typically, the calibrations will not be installed when the vehicle is in operation. Instead, the master control module (generally a gateway-type module) will wait until the vehicle has been shut off before the module’s software update will start to load into the controller in question. A message may be displayed on the DIC (Driver Information Center) that asks the customer to allow the software to load on some applications.
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Since this new technology is loading the updated software/firmware package without needing a repair technician, does that mean that they just lost their job and that your J2534 reprogramming equipment needs to be sold to the local antique store? Not at all. Your skills and equipment will still be required for loading the software into any of the controllers you are replacing. In addition, not all updates available for all systems will be loaded via the OTA system. Some manufacturers are implementing a system in which the customer can purchase a subscription, allowing access to more updates via OTA system outside of the updates deemed necessary by the OEM.
So, what do I need to know about the OTA system?
- If you decline to install the update, the software will generally be removed from the vehicle, and no more messages will be displayed until the next time the manufactures server contacts your vehicle. At that point, the system will again give you the choice regarding how you would like to proceed.
- If you press the cancel button or ignore the update, the screen will likely clear, but a counter may be activated. The counter increments each time you refuse to install the update. This means that you will continue to receive messages on the DIC to remind you to install the update. The primary difference between pressing the “cancel” versus the” remind me later” message is that once the counter has incremented to its maximum value (generally 30), the calibration will be eliminated if you keep pressing the cancel button each time you see the message. If you keep pressing the remind me later message, the software will still be available, but the message will no longer be displayed. This means that you may need to access the software via the infotainment screen to load it into the vehicle controllers.
- Unable to Complete or Unable to Update message displayed:
This is typically due to either a low battery state of charge (SOC) or an ambient temperature that is too low. Generally, your battery must be at a 70% or greater state of charge, while the outside temperature can be no lower than 14F (-10c). Keep in mind that most of these systems use a battery sensor to determine the battery state of charge. When charging the battery, it is important that your charger “not” be connected directly to the battery posts, as the sensor cannot determine that the battery is being charged. Instead, the negative charger terminal should be connected to a chassis ground. Connecting to the chassis allows the ground current to flow through the battery sensor.
- Keep in mind a low state of charge not only affects the OTA update process but can also disable the Stop/Start system operation on most vehicles.
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- On many vehicles, if the system is doing an update, the radio or the driver information center may remain active after the driver/passenger has left the vehicle.
- If the battery was replaced, you might need to perform the battery sensor relearn. Generally, this consists of leaving the key off, not disturbing any system, like opening/closing doors, and waiting the required time. (possibly, up to 4 hours)
- Some updates can be installed when the vehicle is in use, while most others require the vehicle to be stationary with the engine and key in the off position.
- Battery state of charge too low (SOC), ambient temperature too low, an aftermarket dongle in the DLC connector, and some specific DTCs being set can keep the system from completing an update.
Well, there you have it, more changes to the vehicles you are servicing. Until next time remember, “It takes about 8460 bolts to assemble an automobile, and only one NUT to scatter it all over the road”.
