How many years has Dodge used a TIPM?

[seafish]

Just for kicks, took some pics of the PDC in my truck, manufactured April 2005--

 

[07 ThunderRoad]

After reading the problems that have happened to the 2006 and newer trucks with the TIPM, I did not want a trailer wiring problem to cost me a $1,000. 00 for a new TIPM. So I picked up a Curt #55381 "T" adapter that plugs into the back of the 7 pin trailer plug and the factory wiring harness and provides a new 4 pin connector. This way any mod I do to the trucks trailer plug wiring can be removed. This also allowed me to do all the rewiring on the bench instead of under the truck. Cost $15. 00.

Next I picked up a Reese tail light converter #78104 ( you can get a higher amp rated one if you need it ) Modulite makes it also. Cost $80. 00

Using a soldering kit and rosin core solder and marine shrink tubing, I cut the left and right brake and the marker light and spliced in the converter. Ran the power + & - to the battery and mounted the converter in the left tail light bucket with 2 sided trim tape (you have to remove the left rear tail light). A hole is in the body support to pass the wiring thru. Used convoluted wiring cover to protect the new wiring.

Zip tied the factory 4 pin connector up so I don't use it. Now I use the 4 pin connector on the 55381. Don't forget to cut the 55381 so the new 4 pin is wired to the output of the taillight converter.

I have had this on my truck for a year with no problems. My line of fire tail gate lights are plugged into it, and works perfectly. The TIPM trailer lamp circuits are protected. The brakes and charging circuits are protected by the fuses.

 

[EDankievitch]

The system being used in our trucks is slow by todays standards. I'm guessin that they are working out the bugs with it. We use a simular system in the marine field. Today if you have a new Volvo or Mrecruiser drive system everything is drive by wire or CAM BUSS system. Your steering, throttle, clutch, gauages and diagnostics all work off the same two wires, the CAM BUSS wires. Everything is digatal. When it works it's awesome allows for joy stick docking controll of the vessel. I should add that the system works fast, and has made rigging of a multi engine boat very simple easy. Also finding problems as long as your tec has read the manuals and been to the schools, is again very simple. The one thing that you have to rember is the basics, just because the computer says that a sensor is bad does not always mean that it is there is the wireing in between the two componits. Ok, that said yea it's hard to move past the old school way of thinking, having a head light switch actually controll the light easy to fix? but when you understand the new system and what it can do like tell you that a light bulb has failed you'l enjoy it.

 

[07 ThunderRoad]

From the '07 service manual, module communications

DESCRIPTION

The primary on-board communication network between microprocessor-based electronic control modules in this vehicle is the Controller Area Network (CAN) data bus system. A data bus network minimizes redundant wiring connections; and, at the same time, reduces wire harness complexity, sensor current loads and controller hardware by allowing each sensing device to be connected to only one module (also referred to as a node). Each node reads, then broadcasts its sensor data over the bus for use by all other nodes requiring that data. Each node ignores the messages on the bus that it cannot use.



The CAN bus is a two-wire multiplex system. Multiplexing is any system that enables the transmission of multiple messages over a single channel or circuit. The CAN bus is used for communication between all vehicle nodes. However, in addition to the CAN bus network, certain nodes may also be equipped with a dedicated Serial Controller Interface (SCI) or a K-Line serial link bus to provide direct communication between that node and certain sensor inputs.



There are actually three separate CAN bus systems used in the vehicle. They are designated: the CAN-B, the CAN-C and the Diagnostic CAN-C. The CAN-B and CAN-C systems provide on-board communication between all nodes in the vehicle. The CAN-C is the faster of the two systems providing near real-time communication (500 Kbps), but is less fault tolerant than the CAN-B system. The CAN-C is used exclusively for communications between critical powertrain and chassis nodes. The slower (83. 3 Kbps), but more fault tolerant CAN-B system is used for communications between body and interior nodes. The CAN-B fault tolerance comes from its ability to revert to a single wire communication mode if there is a problem in the bus wiring.



The added speed of the CAN data bus is many times faster than previous data bus systems. This added speed facilitates the addition of more electronic control modules or nodes and the incorporation of many new electrical and electronic features in the vehicle. The Diagnostic CAN-C bus is also capable of 500 Kbps communication, and is sometimes informally referred to as the CAN-D system to differentiate it from the other high speed CAN-C bus. The Diagnostic CAN-C is used exclusively for the transmission of diagnostic information between the Totally Integrated Power Module/Central GateWay (TIPM or TIPMCGW) and a diagnostic scan tool connected to the industry-standard 16-way Data Link Connector (DLC) located beneath the instrument panel on the driver side of the vehicle.



All vehicles have a central CAN gateway or hub module integral to the TIPM that is connected to all three CAN buses. The TIPM is located in the engine compartment near the battery. This gateway physically and electrically isolates the CAN buses from each other and coordinates the bi-directional transfer of messages between them.