2-Reader Diagnoses and EOBD

HTS-Autotechniek Course 6CB S2 ES
Versie februari 2011

COURSE 6CB

Semester 1

Reader 5220

Diagnosis and EOBD
1-2 ES Course 6CB HTS-Autotechniek

Content

1 Diagnosis 1-3
1.1 Malfunction in wiring............................................................................................................... 1-3
1.1.1 Interruption of a wire 1-3
1.1.2 Shortage between wires 1-3
1.1.3 No contact with a terminal pin in a connector 1-3
1.1.4 Bad contact 1-3
1.2 Actuator types ........................................................................................................................ 1-4
1.2.1 Actuator controls 1-4
1.2.2 Resistance actuator 1-5
1.2.3 DC elektromotor 1-5
1.2.4 Electromagnetic valve actuator 1-6
1.2.5 Ignition Systems 1-7
2 OBD-2/EOBD 2-9
2.1 Introduction ............................................................................................................................ 2-9
2.2 OBD-2-diagnoses connector .................................................................................................. 2-9
2.2.1 K-line 2-10
2.2.2 DiagOnCAN 2-13
2.3 Standard connector pins for an OBD-2-connector ............................................................... 2-15
2.4 Protocolls ......................................................................... Fout! Bladwijzer niet gedefinieerd.
2.5 What information can we read? ........................................................................................... 2-16
2.5.1 Service Mode 1 2-16
2.6 Heavy Trucks ....................................................................................................................... 2-21
3 Glossary 3-23

If no explicit source is mentioned the pictures are made by lecturers of the HTS Autotechniek,
eventually by the use of VISIO


1 Diagnosis
1.1 Malfunction in wiring
When we investigate the causes of malfunctions in wiring we can find the following:
Breakage/ interruption in wiring
Shortage
No connector-pin contact
Bad connector-pin contact

When we use a digital multimeter we must be aware there is a difference between short (11,5
meter) and long wires as we can find in busses and trucks.
1.1.1 Interruption of a wire
If you suspect that there is an interruption you can measure both sides with a multimeter. For long
wires you usually can not measure both sides at the same time. Try to make a bridge
(doorverbinding) between two wires at a connector side while you measure on the other side of the
harness. See also figure 1-1

figure 1.1 test method for long wires
1.1.2 Shortage between wires
If there is a suspicion that the wires are shortened you must disconnect the connectors from the
component and the ECU to determine if the shortage is in the ECU, the component or the wiring. You
can measure the cable with an Ohm-meter. If there are multiple connectors in between you can
search backwards from connector to connector..
1.1.3 No contact with a terminal pin in a connector
Disconnect the connector on the component and measure the voltage supply First measure to ground
and you need to find 5V or 12V (sensor / actuator). If this is in order there can be a ground missing.
Check straight between the voltage supply and de ground terminal, you must find the same values.
1.1.4 Bad contact
The methods above can be used is there is a short or no connection. But when there is a bad
connection youll find the right values because there is no current and therefor no voltage drop. Try to
measure the voltage over the component when it is switched on. For instance, if you expect 12V but
you find 8V you now there is a voltage drop in the supply or ground loop. Measure over the wire to the
component and over the ground wire. Do not forget to measure the voltage supply itself from the ECU
or battery!
If an actuator is driven by a duty cycle you need to make your measurements with a oscilloscope.

1.2 Actuator types
There are four different actuator types driven by an ECU.
Actuator principle Working principle
Resistor Heating or illumination by dissipation
DC electromotor Force/ rotation by electro magnetic force
Electro magnetic valve valve or injector driven by electro magnetic force
Ignition system strong electro magnetic field
1.2.1 Actuator controls
To activate an actuator we can switch the voltage supply (high side switching) or we can switch the
ground (Low side switching).

figure 1.2 example high side- and low side switch
Diodes D1 and D2 are used to short inductive voltages when we switch on or off an inductive load. In
this case the transistors are secured.

For long distances usually high side switching is used, in this case we only need 1 wire to the
component. For short distances both methods are used. Often injectors and ignition coils are mass
driven.

To switch actuators more and more Smart-Powers are used. This can be found in figure 1.3. a Smart
Power transistor consists the control electronics for a Power NMOS transistor as also the secure and
error detection electronics.
These Smart Powers limit the maximum current, are protected against shortage, protected for over
voltage and high temperatures and can detect shortages and no load conditions. The resistance in the
ON situation is very low so the voltage drop and dissipation is also low.

A Separate status output can be used for error detection and Smart Powers can be used for (on
Board) diagnoses. A Defect actuator will not damage an ECU when a smart Power is used. Nowadays
this can be considered as a development demand.
Aansturing=
control


figure 1.3 Block diagram High-Side Switching Smart Power Transistor
In figure 1.4 you can find the diagram of a low side smart Power and has no status output

figure 1.4 block diagram low side smart power transistor
1.2.2 Resistance actuator
Example: PTC heating element in lambda sensor
The common way to switch this element is given in figure 1.2.
1.2.3 DC electromotor
Example: power window/ wiper motor
If the motor only has to rotate in one direction we can use figure 1.2. If we use duty cycle we can
regulate the motor speed.
If the motor must rotate in both directions like e-gas of window motors we need to use a H-bridge like
given in figure 1.5

figure 1.5 H-bride for bi-directional DC motors
To control these motors we use both high-side and low-side transistors. If we activate T1 and T4 at the
same moment the motor will rotate to the left, if we use T2 and T3 at the same time it rotates to the
right.
If we use duty cycle control we can control the torque and the motor speed.
If we use smart Powers we can use the high side transistors for diagnoses purposes.

If you measure on the DC motor terminals with an Ohm meter you can easily detect a breakage
because of worn (carbon) brushes. To detect a shortage is much more difficult because the internal
resistance of the motors (especially for high power motors) is very low.

1.2.4 Electromagnetic valve actuator
Example: Injector, pneumatic / hydraulic valves
The normal control circuit is given in figure 1.6. .

figure 1.6 common circuit for electro magnetic valves
Mostly we use low side switching. If we switch off the coil in the valve we will get an induction voltage
peak. That can destroy the transistor. We may not use an ordinary diode while it takes to much time
before the current is low enough to close the valve.

If we switch off T1 the drain voltage will be U
gsth
+ U
D1
+ U
Z1
and this is high enough to leave the
transitor in saturation and the coil energy will be gone soon and so is the voltage on the gate that will
ensure that the valve is closed very fast. The normal Zener voltage is around 40 till 50 Volts

Rechtsom=right
Linksom=left


figure 1.7 typical inductive voltage peak if we switch of inductive loads
If you measure with an oscilloscope and there is no induction voltage peak then the coil is not
energized or there is a problem with the zener diode in the ECU.

1.2.5 Ignition Systems
Example: Petrol ignition system

figure 1.8 Common circuit classic ignition system (left and right) and capacitive (middle)
If we connect the primary coil to a voltage source the current through the coil makes the primary coil
energized. If we use contact breakers (left) we simply use a capacitor to transport the energy in the
capacitor which can be fed back to the coil and raises the voltage very fast. If we use a transistor
instead we need the circuit on the right. (Notice, the capacitor is not drawn but must be present!). In
this case we use a Zener diode from around 400V to control the maximum voltage. The transistor can
be a Darlington Type of IGBT.

Another way is that we do have an external coil that generates energy that is stored in a capacitor
from around 300V (picture in the middle) and we give the coil this energy at once if we activate the
thyristor with a pulse. The capacitor and ignition coil reacts with an oscillation that raises the voltage
very fast in the primary coil.

Because of the ration between the primary and secondary coil the secondary voltage will be 100 times
higher.

figure 1.9 primary voltage of the ignition coil
If we activate the transistor the increasing current through the ignition coil increases the voltage drop
over the transistor. This happens immediately after T1 aan (T1 on). If we switch the transistor off
(uit) the primary voltage raises till 300 400V, only for a few -seconds to ionize the medium
between the sparkplug electrodes. Then the voltage drops till some dozens of volts. If the spark fades
away the voltage on the primary coil will reach battery voltage.

Defect can be:
transistor
ignition coil
bad cables
bad sparkplug

A quick scan can be made by measuring the resistance of the primary coil (less than 1 ) and the
secondary coil (over 5-10k). Modern ignition coils, straight on the sparkplug as not easy to check
while the electronics is integrated.



2 OBD-2/EOBD
2.1 Introduction
Electrical diagnoses systems exist since the introduction of engine management systems. So we are
familiar with them since the mid-eighties. To have more grip on the pollution made by internal
combustion engines the first OBD system was required in the USA since 1988. OBD means On
Board Diagnoses System.
Since 1995 this system has been improved and launched as OBD-2. This system is a standard for all
manufacturers and was also the base for an European variant. This variant is known as EOBD and
obliged since 2000 for (new) petrol cars and since 2003 for diesel cars.
2.2 OBD-2-diagnoses connector
The requirements for EOBD are summed in figure 2.1

For EOBD advised norms
IS0 9141-2 Communication link* (from 2008 via 15765-4)
ISO 11519-4 Low speed serial data communication * (from 2008 via 15765-4)
ISO 14230-4 Keyword protocol 2000* (from 2008 via 15765-4)
ISO 15765-4 CAN-Requirements for emission-related systems
ISO 15031-3 Diagnostic connector
ISO 15031-4 Communication between vehicle and tester
ISO 15031-5 Diagnostic services
ISO 15031-6 Emission related fault codes (DTC)
ISO 15031-7 Data link security
* from 1 jan. 2008 forbidden in USA
figure 2.1 table for OBD-2/EOBD norms
ISO 15031-3 describes a 16 pin connector which must be present within 1 meter from the drivers seat.
You can find this connector in the mid console, by the ashtray or under the dashboard. Some
manufacturers already used this connector (Volkswagen and Audi since 1993) this is no guarantee
that the car has EOBD.

Unfortunately we can encounter 5 different communication protocols to interchange information
between the vehicle and the tester till 2008. From then on all vehicles must communicate (at least)
with the CAN protocol for environmental data.

An EOBD vehicle has at least:
16 pin diagnoses connector
Fuel cap fixed to the vehicle
Lambda sensor before and after the catalytic converter


Since 2008 the manufacturer must provide emission related data by the CAN bus but must also
prevent unautorized abuse of the system by changing emission control systems. So the vehicle may
only respond when there is an authorized request from a tester.

Figure 2.7: Service request en response [bron Mercedes service training 1998]
2.2.1 K-line
The traditional way to communicate with a tester was via the K-line (K=kommunikations leiting (D))
and in the beginning you could start the communication by the L-line (Reitz-Leitung (D)). The k-line is
a serial communication bus.

Figure 2.8: K-lijn in use for Diagnose tester en ECU

The K-line is used for EOBD and OBD2 and the ISO 9141-2 standard. The baudrate is 10,4 kb/s. The
Keyword Protocol 2000 (oa. Ford) communicates also over the K-line and uses the ISO 14230
standard. In the united states we can find different standards that will not be discussed here.

The K-line is at least connected with the engine management computer and the automatic
transmission.
Figure 2.9: Overzicht communicatie systemen met klassieke K-lijn [bron: Bosch GMBH]


2.2.1.1 ISO 9141-2 (CARB)
This protocol is the eldest one but used till 2008. Invented by the Californian Air Resource Board
(CARB) normally used to get information from control units.

To start communication the tester and control unit must be connected to each other. To gather EOBD.
OBD2 information the tester sends the OBD address that is standard 33h (HEX)
(0011 0011)

The control unit in the vehicle responds with 55h (0101 0101) to synchronize communication speed.
Then it sends two keywords and the tester sends the second keyword reversed back to the vehicle
and the control unit reveals his address to the tester.

Figure 2.11: CARB protocol initialisatie [Bron: onbekend]

All messages have the same structure. The real data is put in the PDU

Figure 2.12: CARB protocol message [bron: Onbekend]
2.2.1.2 KWP2000
The disadvantage of ISO 9141-2 is that is is made to get diagnostic data but manufacturers saw
more possibilities with the diagnoses connector. It should be possible to program certain controllers
at the end of the line or to make software updates possible for control units.


In short the possibilities from KWP2000 above ISO9141-2
Calibration
I/O-Control
Start of Routines
Measurement
Variant Coding
Flash programming

The message from KWP2000 has a different structure then ISO9141-2

Figure 2.13: KWP2000 protocol bericht [bron: onbekend]
An example:
For instance we get via the KWP2000 protocol the following message:
82 10 F1 21 02 A6

82h=1000 0010
10 means physical addressing
00 0010 means two data bytes

10h=Target address See next figure to know this is the Engine Controller
F1h=Source address See next figure to know this must be the tester.

21h and 02h are the data bits

Now we add all bytes together:
82h+10h+F1h+21h+02h=130+16+241+33+2 (decimal)=422 = 1A6h
The last two nibbles contain A6 which is the Checksum from this message


Figure 2.14: addresses
2.2.2 DiagOnCAN
DiagOnCAN is the name of all diagnostic activities over the CAN bus. We can do all the same things
as the KWP 2000 protocol but since 2008 over the CAN bus. Sometimes we have access to the CAN
bus by a gate way to limit the number of information that is available for diagnostic purposes.

Figure 2.15: Overzicht communicatie systemen met CAN voor EOBD [Bron: Bosch GMBH]

In between sometimes the CAN bus is only used for diagnostics and the K-line is used for updates.
In this case we dont have to protect the CAN bus for miss-usage.


Figure 2.16: Overzicht communicatie systemen met CAN en K-lijn [Bron: Bosch GMBH]

An OBD tester must automatically detect what protocol is used for EOBD data. When CAN is used
the maximum number of Data bytes is 8. There are also 8 CAN identifiers reserved for EOBD data.


2.3 Standard connector pins for an OBD-2-connector

If the vehicle used this connector before it was required the pinning can be different from below. Not
all communication standards must be present, at least one of them and from 2008 on also CAN
communication is required.

figure 2.2 pinning standaard OBD-2 connector [standaard OBD stekker, vrij gebruik]
The last three lines are the pinning you need at least for the given protocol (see also $2.4). The other
pins (1-3-8-9-11-12-13) can be used by the manufacturer for specific purposes.
2.4 Protocols

Modern vehicle electronics nowadays consists of different micro controller systems (Electronic Control
Units = ECUs) which are connected to each other by a bus system. Complex systems like ABS,
Engine Management systems and so on can have multiple micro controllers in one ECU.

Not all manufacturers use the same network and even in one vehicle you may find multiple bus
systems. By composing the OBD standard they tried to count with different protocols.

For the American standards the most common protocols where the PWM protocol of Ford en General
Motors while the last one (and Chrysler) also used VPWM. Where this means Variable Pulse With
Modulation.

European and Asian manufacturers preferred the more simple (UART likely) ISO 9141-2 protocol. In
the meantime there where two other standards, the KWP2000 (ISO14230-4) and the CAN protocol. In
the United States only the last one (and their Own SAE J1850) standards are allowed from 2007 on.

OBD-2/EOBD protocols
1 ISO 9141-2
2 KWP 2000
3 J1850-PWM
4 J1850-VPWM
5 CAN-BUS
figure 2.3 used protocols for OBD2/ EOBD purposes.
On the German website from Garhard Mller (www.obd-2.de ) you can find an extensive overview
about these protocols and further information.

2.5 What information can we read?

The following checks are made for petrol vehicles:
(Partial) misfires
Catalytic converter efficiency
Lambda sensor performance
Circuit malfunction (no load or shortage) or functional malfunction from the fuel-mixture system
Circuit malfunction (no load or shortage) or functional malfunction from all emission related
components

The following checks are made for diesel engines.
Presence and working of the catalytic converter
Less functioning or serious default from the particle filter (if present)
Circuit malfunction (no load or shortage) or functional malfunction in the electronic fuel
quantity and timing system
Errors in emission related parts and/ or systems from the engine and/ or exhaust gas after
treatment that are electronically controlled and can influence the emission.

EOBD may erase diagnostic trouble codes (DTCs) and their freeze frames if the same error hasnt
occurred during 40 driving cycles or 100 hours engine use. After 3 drive cycles or 24 hours the
malfunction indicator lamp (MIL) may be switched off.

The European Norm divides the data in groups or services. Below you can find these according to
OBD-data (SAE J1979 norm/ISO/DIS 15031-5)

Mode 1 Real and diagnostic data
(Readiness-Test Status, MI Status & actual Data)
Mode 2 Freeze frame data
Mode 3 Diagnostic Trouble Codes (emission pollution related)
Mode 4 Erasing DTC and FrFr
Mode 5 Lambda Sensor Tests
Mode 6 Not continuous controlled systems
Mode 7 Not confirmed DTCs (Pending Codes)
Mode 8 May differ by manufacturer (often actuator tests (if available))
Mode 9 Identification data
figure 2.4 overview different service-modes.
2.5.1 Service Mode 1
Mostly used to read out several sensor data from the engine management system. Because almost all
sensors are responsible for the exhaust composition we can read out almost everything. We can also
find if the readiness state is reached, this means that all system tests are done and OK, now we can
rely on most sensor data

figure 2.5 check engine indicator symbols [international MIL symbols]


The actual data must at least contain the following information
Engine coolant temperature ECT
Ignition timing/ Injection timing (diesel)
Intake air temperature IAT
Manifold Absolute pressure (if available) MAP
Mass Air Flow (if available) MAF
Engine Speed RPM
Throttle Position TPS
Calculated Load %
Vehicle Speed
Fuel Pressure (if available)
Lambda value (no diesel)
Status -control (open-/closed loop) (no Diesel)
OBD type (EOBD/OBDII/JOBD/etc.)

All parameters must be in standard units. When there are used limp home values this must be notified.
In practice youll find a fixed value that is absolute not true or no value at all.

A readiness test has finished if a complete test cycle has been driven. Below you can find an example
under what conditions several tests are made. It is not necessary to do the test in this order:

figure 2.6 EOBD driving cycle for Readiness Test
1 Idle speed, ca. 3 minutes
Control: secondary air system (if present)
2 Constant drive with 40 - 50 km/h,
ca 4 minutes; Control: Lambda sensor, frequency
3 Constant drive with 60 - 100 km/h, ca 15 minutes,
Control: Catalytic Converter, lambda sensor, frequency
If the EOBD system notifies an error i twill store the diagnostic trouble code first in mode 7 but at the
same time it stores the driving conditions as a freeze frame (FrFr) in mode 2. This must contain at
least:
Calculated load
Engine speed
A-value (no Diesel)
Fuel pressure (if available)
Engine speed
Engine coolant temperature
Manifold absolute pressure (if available)
Status fuels system (open-/closed loop)

Besides all relevant sensor data must be stored. In practice at least the sensor value from the sensor
that causes the error itself.

In the first mode also the readiness test status must be present. It is not allowed that this status
changes if we switch on or off the ignition or that we can reset one test separately.

The EOBD system may be deactivated if:
The fuel level has dropped below 20%
The outside temperature drops below -7 degrees Celsius
Over 2500m above sea-level
If a Power Take Off (PTO) is used.

Here you can find the diagnostic trouble codes. There are many fault codes available, on the internet
you can find the most actual list. All codes that start with P0xxx are OBD related. A Manufacturer may
also release NON EOBD codes as DTC that is revealed by reading the service mode 3.
An example of the structure of an EOBD code: P0131
1e Place P0131
P = Drive line (Power train)
B = Body
C = Chassis
U = CAN network (Undefined)
2e Place P0131
0 SAE- / (E)OBD code
1 manufacturer specific code
3e Place P0131
System
0 Common system
1 Secondary Air/ Fuel Mixture
2 Fuel System
3 Ignition System / Misfire
4 Additional Exhaust gas control (ex. Lambda sensor)
5 Vehicle Speed/ Idle Speed control
6 In/ Out- put signals from ECU
7 Automatic Transmission
4/5e Place P0131
Continuous number from independent parts or systems
P0131
Lambdasensor circuit; Voltage too low Bank 1 Sensor 1

Erase at once all EOBD related diagnostic information.
This contains:
Fault Codes
Freeze Frame Data
Readiness Test status
Monitor test results

Be careful with using this mode. You always need to read the fault first. Afterwards the mechanic can
not find which faults has occurred and for the periodic check up the readiness test must be OK.
Therefor a complete drive cycle must be finished and that can take a while.
Displays all lambda sensor test results, see also the figure below. (Rijk=Rich ; Arm = Poor / Lean)

figure 2.7 service mode 5 lambda sensor tests
Service Mode 6 contains the non continues test monitors.
These test are not standard.
The displayed values have no unit.
Two monitors are continues, these are fuel system and misfire. You may find them either in Mode 6, 2
or in both modes.
Mode 7 contains all fault codes that where present during the last ride but where not confirmed yet. If
the fault code only has occurred once the system places these codes in a pending state. But it also
put the circumstances for this fault code in a Freeze Frame (Mode 2) and when this fault comes again
within a certain bandwidth the fault code will be set permanent and the MIL will light up.
01 Rich to lean voltage (0,455V)
02 Lean to Rich Voltage (0,455V)
03 Lean Threshold Voltage
04 Rich Threshold Voltage
05 Rich to Lean Switch time
06 Lean to Rich Switch time)
07 Minimum Voltage during test mode
08 Maximum Voltage during Test mode
09 half period time

This mode can contain actuator codes and these are not standard except for test 1 which is for the
evaporation control of the fuel tank. This test is only required for the United States.
In Europe you may find some other actuator test in Mode 8
Mode 9 is for vehicle identification. In this way you can check if this ECU belongs to this vehicle. You
may find the following data :
Vehicle Identification Number (VIN)
Calibration Identification
Calibration Verification Number (CVN)

These IDs can be used to organize a recall action, like the example below.

figure 2.8 example recall action [Source: SPITS 2002]

Recall BWM 7
Series

STUTTGART The German
manufacturer BMW takes
15.000 BMW of the 7-series
back to the garage because of
possible problems with the fuel
supply. In the Netherlands it
handles about 275 cars.

According to BMW in
extraordinary cases the fuel
pump may deliver to less and
the engine may stall. First
cases in the Netherlands
where in February. BMW has
made a software update to
improve the fuel pump control
and that will be installed

(ANP/ DPA)

2.6 Heavy Trucks
In 1988 the first guideline was written for heavy (>3500 kg) Trucks. This was the Euro 0 standard
and has been revised many times in 1991 - 1999 - 2005 an 2006 where the most important ones.
In 1999 they already made the regulations for EURO VI that will be valid from 2014.
Between Euro V and VI we will find the Enhanced Environmental-Friendly Vehicles (EEV)

Guide
line
Name from
CO
(g/kWh)
HC
(g/kWh)
NOx
(g/kWh)
particles
(g/kWh)
smoke
(m
1
)
88/77 Euro 0 1988/1990 11,2 2,4 14,4 - -
91/542 Euro I 01/07/1992 4,5 1,1 8,0 0,36 -
91/542 Euro II 01/10/1995 4,0 1,1 7,0 0,15 -
1999/96 Euro III 01/10/2000 2,1 0,66 5,0
0,10 (of
0,13)
0,50
1999/96 Euro IV 01/10/2005 1,5 0,46 3,5 0,02 0,50
1999/96 Euro V 01/10/2008 1,5 0,46 2,0 0,02 0,50
1999/96 EEV 01/11/2010 0,25 0,20 0,02 0,015

The EOBD system for heavy Truck is introduced in phases. From October 2005 the following checks
are made:
Circuit malfunction (no load/ shortage) or functional malfunction in the electronic timing
and quantity control of fuel systems.
Malfunction of exhaust gas related parts or systems from an engine or after treatment for
exhaust gasses and environmentally related.
Efficiency from the Catalytic Converter
Reduced efficiency of serious malfunction from the NOx after treatment system like
Selective Catalyst Reduction system (SCR) or Exhaust Gas Recirculation (EGR).
Reduced efficiency of serious malfunction from the particle filter

At the second phase, from October 2008 on this has been expanded with:
Circuit malfunction (no load/ shortage) or functional malfunction in the communication system that
is responsible for the environmental related emission.

The regulation are less strict if the production is less than 500 Trucks or even 50 pieces. In the last
situation only circuit malfunction is required instead of plausible causes.

During normal operating conditions the limits may be exceeded and also if the vehicle has a longer
lifetime than the standard European regulations count with. In those cases the MIL does not need
to light up.

The EOBD system may be deactivated if:
The fuel level has dropped below 20%
During Limp-Home situations
During periodic after treatment of exhaust gasses.
If a Power Take Off (PTO) is used.

EOBD may erase diagnostic trouble codes (DTCs) and their freeze frames if the same error hasnt
occurred during 40 driving cycles or 100 hours engine use. After 3 drive cycles or 24 hours the
malfunction indicator lamp (MIL) may be switched off. If the MIL lights up because of a LOW level of
poor quality of reagents (like Ad-Blue) the MIL may go off when its filled up or replaced by the right
product.

As soon as a Fault code has been detected the Freeze Frame (Mode 2) must contain at least:
Calculated Load
Engine Speed
Engine Coolant Temperature
Manifold Absolute pressure (if available)

Plus a range of important parameters to ensure an adequate repair like the sensor value of the sensor
that causes the error

The actual data (mode 1) must contain at least the following data (* = if equipped)
Engine Coolant Temperature
Injection Timing
Intake Air Temperature
Manifold Air Pressure (*)
Mass Air Flow
Engine Speed
Accelerator Pedal Position
Calculated Load
Vehicle Speed
Fuel Pressure

Here also counts that it must be displayed in standard units and it must be clear when a replacement
value is used.

The service mode 9 and 1 is equal to the passenger cars as described before.
2.6.1.1 NO
x
treatment system
Examples of serious error scan be:
removal
replaced by insufficient simulating system
Short of reagents (like Ad Blue)
Reagents dosage malfunction
Electrical Malfunction

While this after treatment systems are fraud sensitive there are a lot of controls needed. The company
holder can decide not to fill up the Ad Blue level.
When the level is too low and the engine runs idle it will come into a torque limited mode that can only
be deactivated by filling up the Ad Blue level. Army, Fire-Brigade and Police are allowed to deactivate
this. When the level of the reagents is below 10% this must be notified to the driver, also when the
maximum drive distance has been exceeded.

2.6.1.2 2.1.3.2 Particle filter
Example of serious errors for the particle filter are:
Melting
Obstruction (pressure difference)
Electrical errors
Errors on reagents systems

Checking the particle filter is done by measuring the pressure on both sides of the filter.
2.6.1.3 Approval
EOBD must prove at the approval test that an environmental related component or system will activate
the MIL when a malfunction can exceed the EURO limit with more than 20%. It is not necessary that
the Euro limit will be increased by more than 20% but it must detect a possible danger. The MIL must
absolute light on when this 20% limit has been reached. The manufacturer must provide the test
station with components or provide it with electrical systems that can simulate different kind of
malfunctions.

The approval test is done as followed:
Mal function simulation
Pre conditioning (Readiness Test)
Determine if the EOBD systems reacts like it should.

3 Glossary

-loop Control Strategy based on the lambda sensor
-sensor measures the oxygen amount in the exhaust (often only rich / low)
ABS Anti Brake Lock System
Actuatortests testing actuators (mode 8)
AdBlue Brand Name for reagents SCR systems
Alternatieve brandstof Other fuel than petrol/ diesel or LPG
API Application Programming Interface (by PC: Driver)
ASAM Association Standardisation Automation- and Measuring
Baudrate communication speed in bits/ sec
Blue&me Speak technology and USB port at FIAT
Bluetooth Wireless communication for short distance
CARB California Air Resources Board
CAN Controller Area Network
Connect FIAT telematics system
CS Checksum
Data uitlezing Reading Data parameters
DTC Diagnostic Trouble Code
DiagonCAN Diagnose communication over CAN
E-call EU demand for automatic 112 call (911 call)
ECU Electronic Control Unit
EDR Event Data Recorder, Crash data, black-box
EEPROM Electrical Erasable Programmable Read Only Memory
EGR klep Exhaust Gas Recirculation Valve, uitlaatgasrecirculatie klep
End-of-line Eind van de productielijn, last productivity handlings
EOBD European On Board Diagnostic
EOL End-of-line
Emissie harmful pollution because of exhaust gasses
EPA Environmental Protection Agency, (USA)
Flexray Timetriggered Communication System
Foutcode Fault code
Foutdetectie fault detection
Freeze frame data at the moment a fault occurred
GMLAN Communication bus van GM, related to CAN
GSM Mobile phone/ cell phone
GPS Global Positioning System
Huidige data actual data
Identifiers Identification CAN messages incl priority
ISO International Standard Organisation
I/O Input/ Output
JOBD Japanese On Board Diagnostics
KWP2000 Key Word Protocol 2000
K-lijn Communication line
Len Lenght Byte
LPG Liquified Petroleum Gas
MAP-sensor Manifold Absolute Pressure,
Matlab/Simulink mathematic Programm for simulation purposes
MIL Malfunction Indicator Light
ModelBasedDiagnostic error detection by comparing model land process
Monitor test Idem as Readiness tests
Monti anti-cartel legislation
NAP Nieuw Amsterdams Peil (sea level)
NHTSA National Highway Traffic Safety Administration (USA)
Noodloop Limp Home mode
NOx Stikstofoxiden / Nitrogen
OBDII On Board Diagnostics II, base for EOBD
OBDIII successor OBDII/EOBD, uses remote-diagnostics

OBM On Board Monitoring, exhaust gas analyser in vehicle
ODX Open Diagnostic Exchange
OnCall Volvo telematics system
OnStar GM telematics system
OSGi Open Services Gateway initiative, standardisation in telematics
Partikel small (invisible) particles from diesel engines
Plausibiliteit Is the signal logic??
PDU Protocol Data Unit
PTO Power Take Off
Readiness test System control during certain circumstances
Reagens reagents
Remote-diagnostics long distance diagnostics
SCR Selective Catalyst Reduction
SMS Short Message Service, on telephones
Src Source address
SRS Supplemental Restraint System
Telematica data transport
Tgt Target address
Typegoedkeuring approval
UDS Unified Diagnostic Services
UML Unified Modelling Language, describes functions
VCIM Vehicle Communication Interface Module, GM telematics hardware
VIN Vehicle Identification Number, chassis number
Wireless LAN Wireless Local Area Network
Zelfdiagnose Self diagnostics

2-Reader Diagnoses and EOBD

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2-Reader Diagnoses and EOBD

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HTS-Autotechniek Course 6CB S2 ES

Versie februari 2011

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