OBD II Regulations and Requirements

Introduction to On Board
Diagnostics (II)
On board Diagnostics Regulations in the U.S.A. for
light and medium duty vehicles (internal combustion engines)
are introduced to implement the air quality standards.
In this respect California Motor vehicle Pollution
Control Board (CMVOCB) was created in 1960.
California and the federal government used a
driving cycle to certify 1966 vehicles and newer
models which was referred to as either California
Cycle or the Federal Test Procedure (FTP)
The following OBD II requirements are in force:
All vehicles emission control systems and components that can affect emissions must be
monitored. Malfunctions must be detected before emissions exceed 1.5 times the standard
specified by EPA.
Malfunctions must be detected within 2 driving cycles.
If a malfunction is detected a Malfunction Indicator Light (MIL) is illuminated.
Diagnostics (II)
The First major Clean Air Act was adopted by the Congress in
1970.
Congress established the Environmental Protection Agency
(EPA) with the overall responsibility of regulating motor
vehicle pollution to the atmosphere. Congress also identified
the Inspection and Maintenance (I/M) programs as an
alternative for improving the air quality.
Diagnostics (II)
All of the previous regulations led to the appearance of the
charcoal canister, exhaust gas recirculation (EGR) valves, and
finally the catalytic converters in 1975.
Moreover, in 1977 amendments to the Clean Air Act mandated
inspection and maintenance for vehicles used in highpollution areas affected by high Hydro carbon (HC) emissions.
Diagnostics (II)
On Board Diagnostics (OBD) systems were designed to
maintain low-emissions of in-use vehicles, including
light and medium duty vehicles.
In 1989, The California Code of Regulations (CCR) known as
OBD II was adopted by the California Air Resources Board
(CARB)
OBD II is the next generation OBD system of vehicles
designed to reduce the time between occurrence of the
malfunction and its detection and repair, with the objective
to reduce hydrocarbon (HC) emissions caused by
malfunction of the vehicles emission control system.
Diagnostics (II)
OBD II system is designed to satisfy EPA regulations which
limit the amount of HC emissions from the vehicle.
OBD II will also minimize the damage to other vehicle
systems or components.
Such diagnostic systems are implemented by incorporating
additional software and hardware in the vehicle electronics
system to collect and analyze data already available to the
on-board computer, and monitoring the entire emission control
system.
Diagnostics (II)
The U.S. Federal Government has published test procedures that include
several steps such as Dynamometer test, Hydro Carbons Analyzer, and other
Analyzers. The vehicle is operated according to a prescribed schedule of speed and load
to simulate highway driving as well city driving. The emissions are then measured using
the above instruments. Standards have been set for the vehicle half-life (5 years or 50000
miles which ever comes first) and full cycle (10 years or 100000 miles). The following
standards are enforced 100% after 1996:
HC 0.31 gms /mile
CO 4.20 gms/mile
NOx 0.60 gms/mile (non-diesel)
1.25 gms/mile (diesel)
Diagnostics (II)
These FTP regulations are enforced by EPA for all Light and
Medium Duty vehicles made in U.S.A. The standards for
European and Asian made vehicles have different standards
which are more relaxed.
The European and Asean standards are not yet completely
finalized by their countries.
Diagnostics (II)
OBD II requires the manufacturers to implement new comprehensive
on-board diagnostic systems beginning in the 1994 model year,
to replace OBD I
The EPA in 1978 issued its first policy for Inspection and
Maintenance (I/M) of vehicles that emitted Hydro Carbons into
the atmosphere.
As emissions increased, the EPA regulations grew stricter, resulting
in the introduction of the 3-way catalytic converter, on-board computers
and oxygen sensors in 1981.
OBD II monitors more components and systems

than OBDOBD-I, including:
Catalytic converters
Evaporative control System
Emissions control system
Emissions related powertrain performance - Oxygen sensor
Emissions related sensors and actuatorsactuators- EGR monitoring
Detection of engine misfire
PCV (Positive Crankcase Ventilation) (implementation: 2002 - 2004)
Fuel system - closed loop fueling performance
Thermostats (implementation: 2000 - 2002)
Components are monitored for :
uCircuit continuity and out of range values of sensors, actuators,
actuators, switches, and wires
uFunctional checks for output components listed above
uReasonable value checks during vehicle operation such as rationality,
rationality, sanity, or logic checks for
input components, and output components where applicable.
Thermostat monitoring is the new addition to the existing OBD II requirements. This is
required due to:
uThermostat degradation can extend the time of openopen-loop operation at startstart-up
uProlonged openopen-loop operation will increase emissions
uwarmedwarmed-up coolant temperature is a must for all OBD II monitoring operations.
operations.
New requirements for thermostats for 20002000-2002 implementation include the following:
uDetection of malfunctions that will affect the coolant temperature
temperature and disable OBD II monitoring functions due to lower than
normal temperature operation of the vehicle
uDetection of malfunctions that will prevent vehicle from reaching
reaching normal operating temperature.
PCV (Positive Crankcase Ventilation) failure will increase the emissions
emissions by 1.2 g/mi for Hydro Carbons per vehicle
PCV must be monitored for this reason and its requirements are:
Detect PCV hose disconnections that can cause increased emissions
emissions
Meet all design guidelines concerning hoses and valve connections
connections and materials to ensure
positive crankcase ventilation.
Diagnostics (II)
The intent of OBD II systems is to detect most vehicle
malfunctions when performance of a powertrain component or
system deteriorates to the point that
the vehicles HC emissions exceed the threshold
value tied to the applicable EPA emission standard.
The vehicle operator is notified at the time when the vehicle
begins to marginally exceed emission standards, by
illuminating the Malfunction Indicator Light (MIL)
Diagnostics (II)
Both CARB and EPA regulations require monitoring of systems, and illuminating
MIL and storage of a Diagnostic Trouble Code (DTC) if a fault is detected.
Once per trip evaluation:
uCatalyst efficiency (conversion efficiency)
uHeated catalyst (time to attain rated temperature)
uEvaporative system (air flow /vapor leak detection)
uSecondary Air system (proper air amount during idle)
uOxygen sensor (output voltage and response frequency)
uOxygen sensor heater (proper current and voltage drop)
uEGR system (proper exhaust gas flow rate into intake manifold)
Diagnostics (II)
Continuous evaluation:
uMisfire detection (percent misfire and specific cylinder
number)
uFuel system performance (proper fuel delivery and nozzle
flow)
uComprehensive component monitoring - Input sensor and
output actuator that can affect emissions.
uincrease in emissions greater than 50 % of standard is
considered objectionable.
Diagnostics (II)
OBD II is an onboard diagnostics and service methodology.
OBD II mandates a standard scan tool (SAE J 1978) with a single standard
plug for all vehicles manufactured in U.S.A.
Diagnostic test modes (SAE J 1979) include:
uFault code handling
uReadiness codes
uReal time vehicle information
uFreeze Frame information.
Standard nomenclature for all OBD II codes (SAE J 1930) is mandated.
OBD II standardizes on most Trouble Codes (TC) for vehicle
malfunctions identified by regions, such as powertrain, body, etc.
OBD II standardizes on number of sensor readings, message
formats, message priorities, etc. for all vehicles.
Diagnostics (II)
OBD II standardizes on the amount of memory (Freeze
Frame) it uses to store the readings of the vehicle sensors when
it logs an emission related intermittent (history) Trouble
Code(TC).
OBD II standardizes on diagnostic method of storing trouble
codes and displaying Malfunction Indicator Light (MIL) which
cannot be removed until the malfunction is repaired.
Diagnostics (II)
OBD II provides additional information to technician for diagnosis
diagnosis and repair
of emission related problems.
Item
Legal Requirement
Diagnostic technique
technique
______________________________________________________
Catalytic Converter
monitoring
Illuminate MIL
Dual sensors placed
when HC conversion efficiency at the front and rear end of the
falls to 60%
converter
___________________________________________________________________________
___________________________________________________________________________
Misfire monitoring
Illuminate MIL on detecting
Measure change in
misfires in predefined
crankshaft speed
predefined % of
misfires in any cylinder(s)
and estimate indicated
cylinder(s)
within 200 or 1000 revolutions
torque developed by
revolutions
depending on cold start
each cylinder after
(opencombustion.
(open-loop) or
closedclosed-loop operation.
Complicated computations
are carried out. Also identify
identify
the specific cylinder experiencing
experiencing
misfire.
_______________________________________________________________________________
_______________________________________________________________________________
Diagnostics (II)
_______________________________________________________________________________
_______________________________________________________________________________
Fuel System
Illuminate MIL when deviations, of
Measure
deviations of fuel demand
monitoring
stoichiometric ratio which last for a
from
stoichiometric ratio over
longer time stored within adaptive
prolonged
amount of time. Compare
mixture controller, exceed defined
value of Lambda
sensor with O2 sensor
limits due to fuel system
components not complying
with specification.
_______________________________________________________________________
_______________________________________________________________________
________
________________________________________________________________________________
________________________________________________________________________________
Oxygen sensor
monitoring
Illuminate MIL when the switching

frequency of the controlcontrol-loop exceeds
predefined limit. Check input
input circuit
voltage for detecting short circuit
or open circuit. Bias is 0.450
0.450 volts.
Monitor response time of two lambda

sensors in front and rear of the
catalytic converter. Lambda sensor
reacts slower on variations of the A/F
mixture, thus increasing the period of
the lambda sensor regulation
regulation which
is the inverse of the closedclosed-loop
frequency.
____________________________________________________________________________________
____________________________________________________________________________________
EGR monitoring
Illuminate MIL when EGR operation
Monitor manifold temperature change,
fails to indicate increase
manifold pressure change, on EGR flow
flow and
in Manifold pressure or
engine RPM change as well. Use sensors
fails to indicate increase in
to detect these changes.
manifold intake temperature or .
decrease of about 50 engine RPM.
EGR can be intrusively induced
induced during
normal operation, or interrupted
interrupted
when EGR operation is occurring
occurring and
monitor these changes.
___________________________________________________________________________
___________________________________________________________________________
Secondary Air
Illuminate MIL when lambda sensor
Monitor lambda sensor reading when
system monitoring
deviation does not correlate with
secondary air is introduced into the
secondary air flow changes.
.
exhaust
manifold or catalytic
changes
In openconverters second chamber.
open-loop operation, the air flow
should be into exhaust manifold
manifold
provided manifold temperature
temperature is
below threshold and engine load is
_______________________________________________________________________________
_______________
________________________________________________________________
below threshold. In closed
closed-loop
operation the air flow should
should be
into catalytic converters
converters second
chamber in threethree-way catalytic converter.
Diagnostics (II)
Most components are monitored, including the catalyst and
evaporative system, such that a malfunction is signaled as the
emissions exceed 1.5 time the applicable standards.
OBD II requires the detection of relatively low rates of engine
misfire, to prevent serious damage to the catalytic converter .
Diagnostics (II)
Further, OBD II also includes Freeze Frame, which allows the
computer to store in memory the exact operating conditions
when a fault occurred, so intermittent faults can be investigated
by revisiting the same conditions when the problem occurred.
A standard access electrical connector which is identical for all
vehicles is required, which means that a single inexpensive
generic tool can be used to read out fault codes.
Diagnostics (II)
Although OBD II requirements reflect state-of-the-art diagnostic
system capability, there are limitations which apply to the
current techniques for detecting malfunctioning components.
These limitations do not allow OBD II systems to take the place
of the FTP test for measuring vehicle emissions.
The reason is that monitoring systems can detect when
components are functioning within their operating range, but
are limited with the ability to determine whether they are
functioning accurately within the range.
Diagnostics (II)
OBD II is associated with IM240, the enhanced inspection/maintenance
program for states with air quality program like California.
IM240 also gets into the area of the new ASE (Automotive
Service Engineering) tests for the super mechanics.
OBD II rules are copied from the CARB rules until 1997.
OBD II rules for 1998 will be taken from EPAs standards which include
among other things, an onboard computer to predict when a vehicle
will fail an emission test.
Diagnostics (II)
OBD II standardizes that many trouble codes which are set when
a malfunction is detected in the emission related component of the
vehicle will be stored in computer memory without a prospect
for erasure prior to repair.
OBD II mandates that all trouble codes are logged when they
are set and are retrieved by the scan tool when commanded.
OBD II however turns on the Malfunction Indictor Light (MIL)
selectively in malfunction situations that require immediate
attention of the driver for safety reasons.
Diagnostics (II)
Specific Freeze Frame diagnostic data must be stored when
the first malfunction is detected. If a second malfunction in the
fuel system or misfire function occurs, then the first data must
be replaced with the subsequent malfunction data. Diagnostic
data must be made available when requested by the Scan tool.
Results of the most recent tests and limits to which those results
are compared with, must be made available for all emission
control systems, for which OBD II diagnostics are conducted.
The message content and down loading protocol is defined for
all fault codes, specific data values, and Freeze Frame data.
Diagnostics (II)
Malfunction must be detected before emissions exceed a specified threshold
(generally 1.5 times the standards). In most cases, malfunctions must be
detected and logged within two (2) driving Cycles (California Cycles) or
trips.
R & D(research and development) activity in monitoring malfunctions of
vehicle components such as catalytic converters continues at a very rapid
pace.
There is plenty of room for the application of advanced control and signal
processing techniques to control vehicle exhaust emissions using OBD II.
Powertrain and Emission

Controls in Passenger
Vehicles
An Overview:
On-line diagnosis of internal combustion engines in passenger vehicles
is mandated due to the strict environmental regulations in the U.S.A
and in some European countries (e.g.., the EFTA (European Free Trade
Agency) partners) to control Hydro carbon emissions from the exhaust.
Powertrain subsystem consists of the engine and transmission including the

exhaust emission control apparatus which needs to be continuously
monitored by the engine controller (computer) for potential defects
leading to decreased effectiveness in emission control system (e.g., three-way
catalyst) resulting in increased emission of hydrocarbons which are regulated
by the EPA.

Vehicles (contd)
The powertrain components relevant to emissions are:
Throttle & Manifold

Exhaust & Fuel system
Combustion & Rotational dynamics
Automatic Transmission
Each of the above components is further divided into the following subcomponents:
Throttle & manifold:
Throttle Body assembly

Idle Air Control Valve (IACV)
Exhaust Gas Recirculation (EGR)
Intake Manifold

Vehicles (contd)
Exhaust & Fuel system consists of the following components:
Exhaust & Fuel system:
Exhaust valves
Exhaust Gas line
Fuel Pump
Fuel Level Sensor
Vacuum Sensor
Canister Vent
Fuel Feed and Metering
Fuel Injection nozzles
Oxygen sensor
Catalytic Converter

Vehicles (contd)
Combustion and Rotational dynamics consist of the following components:
Combustion and Rotational dynamics:
Engine
Crankshaft assembly and flywheel
Crank angle sensor
Mass Air Flow (MAF) sensor
Coolant Temperature sensor
Manifold Absolute Pressure (MAP) sensor
Engine Speed sensor
Knock sensor
purge solenoid

Vehicles (contd)
Automatic transmission consists of the following components:
Automatic Transmission:
Torque Converter
Automatic transmission input shaft
Transmission lockup clutch
Hydraulic pump and hydraulic circuit
Solenoid valves
Throttle Position sensor
Vehicle Speed sensor
Transmission input shaft speed sensor

Vehicles (contd)
The goal of the On-Board Diagnostics is to alert the driver to the presence of
a malfunction of the emission control system , and to identify the location of
the problem in order to assist mechanics in properly performing repairs. In
addition, the OBD II system should illuminate the Malfunction Indicator
Light (MIL) and store the Trouble Code in the computer memory for all
malfunctions that will contribute to increased HC emissions.
The Powertrain is controlled by the Powertrain control module (PCM)
computer to deliver the required torque to the vehicle requested by the
driver and to limit the vehicle emissions to the required minimum to meet
EPA regulations.

Vehicles (contd)
The powertrain functions are described to show how the PCM controls the emissions while delivering the
torque to the vehicle requested by the driver.
Throttle & Intake Manifold: The Throttle Body assembly is an air valve. It regulates the air flow into the
engine and thereby contributes to the control of engine speed and power. IACV
(idle air control valve )provides additional air flow during starting of the engine and during idle.
IACV bypasses the throttle to provide additional air to compensate for the loads during closed
throttle. EGR (exhaust gas recirculation)provides exhaust gases to the intake manifold. This has the effect of
reducing oxygen content in the engine
cylinder. This in turn reduces the combustion temperature of the cylinder flame. This has the
important effect of reducing the NOx (Oxides of nitrogen) emissions which is regulated by the EPA.
Intake manifold is the main air passage from the throttle valve to the engine cylinders. The amount
of air through the intake manifold to the cylinder is the same for each cylinder on each intake stroke.
Then each cylinder requires an amount of fuel determined by the density of the air in the cylinder.
MAP sensor is used to compute the density of the air in the intake manifold. Barometric absolute
pressure is used to compute the EGR flow. The Manifold vacuum is the difference between these
two pressures which is measured. The required fuel is in direct proportion to this air mass which
is controlled by the PCM to maintain the exact stoichiometric ratio (14.7) of air/fuel that gives the
minimum HC emissions and meet EPA regulations.

Vehicles (contd)
Exhaust & Fuel system:
Exhaust valves of the engine cylinders purge the exhaust through the Exhaust Gas line
which then passes through the catalytic converters in which most of the HC and CO (carbon
monoxide) are oxidized to CO2 (Carbon dioxide) and water. The extra oxygen required for this
oxidation is supplied by adding air to the exhaust stream from an engine driven air pump. This air
called secondary air, is normally introduced into the exhaust manifold. This has a considerable
effect in reducing emissions and meet EPA regulations.
The Fuel Pump supplies metered fuel which is electronically injected through nozzles operated
by solenoids under control of the PCM. The fuel in the fuel tank is filtered.
The Fuel Level Sensor measures the amount of fuel in the tank.
The vacuum sensor measures the inlet vacuum which is a measure of fuel pump suction which
affects pump priming. The inlet vacuum is monitored to ensure that inlet flow of the fuel to the
cylinders is not restricted.

Control in Passenger Vehicles
(contd)
Canister vent & Fuel system
The Canister Vent is used to direct fuel vapors out to a canister where the vapors are
absorbed by active char coal in the canister. The purge of the fuel vapors is done
via purge valve periodically.
The Fuel Feed and Metering is performed, by the PCM, to match the mass air flow
which minimizes HC emissions. The air flow is controlled by the throttle valve
which is operated by the drivers pedal.
The Fuel Injection nozzles inject the fuel as a spray that spreads the fuel into the
cylinder in an atomized manner to mix with the air for complete combustion.
Oxygen sensor:

Vehicles (contd)
The Oxygen sensor is used to monitor the residual oxygen (after catalysis in the
converter) in the exhaust gases. The oxygen sensor output is calibrated to
measure the air/fuel ratio (which is proportional to oxygen in the exhaust gases)
in the engine cylinders. This ratio, called Lambda, is one (1) for stoichiometric
(14.7) air/fuel ratio. This is the target for realizing minimum emissions.
The oxygen sensor is used as stoichiometry detector and is connected in a closed
loop in a Limit Cycle control. The oxygen sensor output is a switch signal
(ON/OFF) that brings back the A/F ratio to 1 when it varies between 0.93 to 1.07.

Vehicles (contd)
Oxygen sensor
The reason that oxygen sensor behaves in this manner is that
the catalytic converter is most efficient in eliminating all
pollutants by oxidizing HC to CO2 and reducing NOx to N2
when the exhaust gases indicate a stoichiometric (14.7) air/fuel
ratio, indicated by the Exhaust Gas Oxygen (EGO) Sensor..
Catalytic Converter is a three way catalyst which will oxidize
the Hydro carbons including CO to CO2 and reduce the NOx to
N2 in the exhaust gases simultaneously thus removing
pollutants.
Combustion and Rotational dynamics: (Figures 1 to 3)

The Engine provides the mechanical power to the vehicle. The engine
engine cylinders perform the combustion of air/fuel
mixture at stoichiometric ratio (14.7). The Crankshaft assembly and flywheel house the Crank
Crank angle sensor which senses
the position of the Top Dead center (TDC) of the cylinder and provides
provides the necessary ignition spark at the correct crank
angle between the reference point on the flywheel and the horizontal
horizontal centerline of crank shaft. The amount of fuel needed
for the combustion in the engine cylinder is a direct function of
of the throttle position and the mass of air through the intake
manifold which is controlled by the drivers accelerator pedal. This mass of air is measured with the Mass Air Flow
(MAF) sensor. The correct air mass is computed by compensating for
for the intake air temperature which is measured by the
intake air temperature sensor. The Manifold Absolute Pressure (MAP)
(MAP) sensor measures the intake manifold pressure
which is also used to measure the amount of air going into the cylinder as a second method to determine the amount of
fuel that should be sent to the fuel injection nozzles for spraying
spraying into the cylinder. This is to ensure that accurate amount
of fuel is used in the cylinder to achieve fuel economy as well as to reduce emissions by efficient combustion. An Engine
Speed sensor is needed to provide an input to PCM to compute ignition
ignition timing. Engine speed is measured by engine
speed sensor similar to crankshaft position sensor. Another variable
variable which must be measured for engine control is the
throttle angle or the throttle valve position which is measured by the Throttle Angle Sensor.
The throttle plate is mechanically linked to the accelerator pedal
pedal which is operated by the driver. When the pedal is
pressed the throttle plate rotates and allows more air to pass through
through the intake manifold. The angle of rotation of throttle
plate is measured by the throttle angle sensor. This can be used to measure the mass of air going into the cylinder.
Knock is caused by a rapid rise in cylinder pressure during combustion
combustion caused by high manifold pressure (MAP) and
excessive spark advance. It is important to detect knock and avoid
avoid excessive knock to avoid damage to the engine. Knock
is detected by the Knock sensor.
During engine off condition, the fuel stored in the fuel system tends to evaporate into
the atmosphere. To reduce these HC emissions, they are collected by a charcoal filter in a canister.
The collected fuel is released into the fuel intake through a purge
purge solenoid valve controlled by the
PCM periodically.

Vehicles (contd)
Automatic Transmission:
The Automatic transmission uses a hydraulic or fluid coupling to transmit engine power to the wheels.
Efficient transmission of engine output to the automatic transmission input shaft is performed through
a transmission lockup clutch similar to a standard pressure-plate clutch placed inside the torque
converter (the fluid coupling used as a torque amplifier). In order to smoothly engage the lockup clutch
the hydraulic fluid pressure is adjusted by controlling the output current applied to the lockup solenoid
valves.
Automatic transmission is controlled by inputs from the vehicle speed sensor and throttle position sensor
which senses the vehicle load. The automatic gear shift points, the point at which the lockup
clutch is activated, and the clutchs hydraulic pressure level are controlled by the PCM. The optimal
shifts and lockup operations are carried out using a solenoid valve to open and close the hydraulic
circuit, primed by the hydraulic pump.
The transmissions input- shaft speed is monitored during shifting by the speed sensor after the ON/OFF
signal is output from the shift solenoid valves. The shifting process is adjusted by the hydraulic pressure
of the clutch so that the clutch is smoothly engaged. The engine torque is controlled in synchronism with
the shift to reduce impact due to shift. During cruise, the lockup clutch is engaged and is disengaged
during shifts, which improves fuel economy and emissions.
OBD II for L & MD Vehicles

STD Manual
OBD II Standards Manual:
HSHS-3000 manual contains two sets of documents.
Diagnostics Committee documents
Multiplex Committee documents.
The following standards are in the Diagnostics Committee documents:
documents:
SAE J 1930 Diagnostic Terms, Definitions, Abbreviations, and Acronyms
Acronyms
SAE J 1962 OBD II Diagnostic Connector
SAE J 1978 OBD II Scan Tool
SAE J 1979 Diagnostics Test Modes
SAE J 2012 Trouble Code Definitions
SAE J 2186 Data Link Security
SAE J 2190 Enhanced E/E Diagnostics Test Modes
SAE J 2201 Universal Interface for OBD II Scan
SAE J 2205 Expanded Diagnostic Protocol For OBD II Scan Tools
The following standards are in the Multiplex Committee documents:
documents:
SAE J 1850 Class B DATA Communications Network Interface
SAE J 2178/1 Class B DATA Communications Network Messages:
Detailed Header Formats & Physical Address Assignments
SAE J 2178/2 Class B DATA Communications Network Messages :
Data Parameter Definitions
Frame IDs For Single Byte Forms OF Headers
Message Definitions For Three Byte Headers

STD Manual
OBD II has ten (10) major monitoring requirements: nine specific monitors and one catch all. The
nine monitors are: 1. Catalyst 2. Heated Catalyst 3. Misfire 4. Evaporative system
5. Secondary Air System 6. Air Conditioning System Refrigerant (for CFC only) 7. Fuel system
8. Oxygen Sensor 9. Exhaust Gas Recirculation (EGR) system. 10. Comprehensive components
(sensors- inputs & actuators-outputs)
The comprehensive components are mostly inputs and outputs to the powertrain which are sensors, and
actuators. These have to be tested for circuit continuity, stuck at 1 and stuck at 0 (ground) faults,
and for range/performance problems, and internittent faults..
OBD II has to communicate the diagnostic information to the vehicle mechanic via a communication
network using diagnostic trouble codes (DTCs).
A special Connector , SAE J 1962, is used to facilitate the interface for communication.
The mechanic uses Scan Tool, SAE J 1978, to collect diagnostic messages from the vehicle.
The HS-3000 Manual specifies SAE standards for the above OBD II tools. Each SAE standard
specifies one particular component for compliance. The requirements for each SAE standard are
described below:

STD Manual
OBD II diagnostics are required to comply with SAE standards listed
listed in the HsHs-3000
manual. They relate to the following areas:
SAE J 1930 defines the diagnostic terms applicable to electrical/electronic
electrical/electronic systems, including
mechanical terms, definitions, abbreviations, and acronyms. These
These terms only should be used by OBD II.
The standard will be continuously updated by SAE for compliance by OBD II in future.
All documents related to emissionemission-related vehicle and engine service procedures shall conform to the emission related
nomenclature and abbreviations provided in SAE J 1930. This also applies to all new documents printed or updated by a
manufacturer starting 1993 model year.
Common names for components and systems are recognized as beneficial
beneficial for technicians working on multiple models of
vehicles. Powertrain terms are approved in 1993. The standard is updated periodically
periodically by the task force.
SAE J 1962 defines minimum set of diagnostic connector requirements
requirements that all diagnostic tools
must satisfy to perform OBD II monitoring and diagnostic functions
functions on board the vehicle.
SAE J 1962 is a 16 pin connector located under the instrument panel
panel on the driver side of the vehicle.
The pin assignments are specified in the standard for SAE J 1850 serial data link (2 pins), Battery power (pin 16), Battery ground,
ground,
Signal Ground (pin 5), and ISO 9141 serial data link (2 pins). Connector
onnector
terminals
2,7,10,
and
15
must
be
compatible
with
the
C
assignment and use of their mating terminal in the vehicle connector.
connector. Chassis ground is pin 4 and is defined in SAE J 2201.
Battery ground must be noise free and a clean signal ground. These
These are intended for compliance through out the motor vehicle
industry. The SAE standards are under the control and maintenance
maintenance of the Vehicle E/E System Diagnostics Committee.

STD Manual
The salient features of the SAE J 1962 standard that specifies the
OBD IIs diagnostic connector are:
Consistent location in the vehicles instrument Panel (IP), Ease
of access to technician, Ease of Visibility to the technician, and
Ease of attachment of equipment without affecting normal
vehicle operation.
The Connector design must be compatible with previous
vehicle configurations, must meet the electrical (10 A DC), and
mechanical specification of material, shape, mating
requirements, and terminal assignments.

STD Manual
OBD II Scan Tool ( SAE J 1978 0):
SAE J 1978 standard defines the requirements of the OBD II Scan Tool.
This is an important function of OBD II. The Scan Tool must support the following OBD II functions:
1.Automatic hands-off determination of the communication interface used.
2. Obtaining and displaying the status and results of vehicles on-board diagnostic evaluations.
3. Obtaining and displaying OBD II emissions related diagnostic trouble codes (DTCs).
4. Obtaining and displaying OBD II emissions related current data.
5. Obtaining and displaying OBD II emissions related freeze frame data.
6. Clearing the storage of OBD II emissions related diagnostic trouble codes, OBD II emissions
related freeze frame data storage and OBD II emissions related diagnostic test status.
7. Ability to perform Expanded Diagnostic protocol functions as described in SAE J 2205.
8. Obtaining and displaying OBD II emissions related test parameters and results as described in SAE J 1979.
9. Provide a user manual and/or help facility.
The Universal interface (SAE J 2201) requirements for Scan Tool (SAE J 1978) , Data Communication
Network Interface (SAE J 1850) , (SAE J 1850) , Interface connector (SAE J 1962) requirements , Test Modes
(SAE J 1979) , and Diagnostic Trouble codes (SAE J 2012), and Enhanced test modes (SAE J 2190), are
described in detail in the standard. General characteristics, electrical and mechanical characteristics are also
described in the HS-3000 standard. EPA regulation is that SAE J 1978 must have the capability to perform bidirectional diagnostic control. Vehicle manufacturers will use manufacturer specific messages to perform
these functions, and later use SAE J 2205, (Expanded Scan Tool protocol)
to enable these functions with SAE J 1978 Scan tool.

STD Manual
Diagnostic Test Modes (SAE J 11979):

SAE 1979 defines the diagnostic test modes, and request and response
response messages necessary
to be supported by the vehicle manufacturers and test tools to meet EPA related OBD II requirements.
These messages are for use by the service tool capable of performing
performing OBD II diagnostics.
Diagnostic test modes from mode $01 to Mode $08 are described in
in the standard. All test Modes
except mode $ 08 are related to Request for Powertrains emission related diagnostic data or test results
or Diagnostic trouble Codes. Test Mode $ 08 is Request for Control
Control of On Board system instead of the
data. All these requests are made by the Scan Tool SAE J 1978.
Mode $01 is request current powertrain diagnostic data which are:
uAnalog inputs and outputs
uDigital inputs and outputs
uSystem status information
ucalculated values
Mode $ 02 is request powertrain Freeze Frame data for the same items listed above
Mode $03 is request emission).
emission-related Powertrain Diagnostic Trouble Codes (DTCs
(DTCs).
Mode $04 is Clear/Reset emission related diagnostic information.
Mode $05 is request Oxygen sensor monitoring test results.
Mode $06 is request onon-board monitoring test results for nonnon-continuously monitored systems.
Mode $07 is request onon-board monitoring test results for continuously monitored systems.
systems.
Mode $08 is request control of onon-board system test, or component.
For each test mode this standard specifies:
uFunctional description of test mode.
uRequest and response message formats.
Examples of messages are included in the standard for explaining some complex test modes .
The diagnostic message format, response time (100 ms) and various
various related data items are described in
detail in the standard. PID $1D in table for Mode $01 is added as
as alternate locations for Oxygen Sensor.
PID $1E in table for Mode $01 is added for Auxiliary input status.
status. There are 14 figures showing 14 tables describing
PIDs,
PIDs, and messages for different Modes with their explanation including
including the method to determine if the data is valid.

STD Manual
Diagnostic Trouble Codes (SAE J 2012):
SAE J 2012 defines the Diagnostic Trouble Codes (DTCs

(DTCs)) for OBD II. This standard focuses on
diagnostic code format and code messages for automotive electronic
electronic control systems of all light and
medium duty vehicles. The DTCs are defined by four basic categories. General Circuit Malfunction,
Malfunction,
Range/Performance Problem, Low and High Circuit input. The DTC consists of an alphaalpha-numeric
designator, B0B0-B3 for Body, C0C0-C3 for Chassis, P0P0-P3 for Powertrain,
Powertrain, and U0U0-U3 for Network
Communication, followed by three digits. P0P0-P3 for Powertrain is OBD IIs main concern.
Diagnostic Trouble Codes are defined to indicate a suspected trouble
trouble or problem area as a directive to the proper service
procedure. The DTC is intended to indicate only a malfunction needing
needing service and not when vehicle functions are normal.
The decision to illuminate the MIL (Malfunction Indicator Light) for any DTC is based on how the system malfunction
affects emissions.
The standard has DTC code groupings designated as SAE Controlled,
Controlled, Manufacturer Controlled, and
reserved for future use. This prevents any manufacturer to change
change any SAE Controlled DTCs and SAE to
change Manufacturers DTCs.
DTCs.
Each defined fault code is assigned a message to indicate the circuit,
circuit, component, or system area that was
diagnosed as faulty. The messages are organized such that different
different messages related to a particular
sensor or system are grouped together. Each group has a generic code as the first Code/Message that
indicates the generic nature of the fault. The manufacturer has a choice to define more specific DTC for
each lower level fault in that group. However only one Code must be stored in OBD II for each fault
detected. The manual gives examples of how to devise Codes to comply
comply with the standard.
Appendix C of the manual gives the Powertrain diagnostic trouble codes (DTCs
(DTCs)) as P codes.

STD Manual
Diagnostic Trouble Codes (SAE J 2012):
Data Link Security (SAE J 2186):
SAE J 2186 defines the security practices that must be implemented in accessing Diagnostic
information only by authorized persons. The standard defines several levels of accessibility, like
secured functions, unsecured functions, and read only data. The emission related data is
accessible only to authorized personnel from EPA, responsible to ensure that the standard is
complied with.
Computer-coded engine operating parameters shall not be changeable without the use of
specialized tools and procedures accessible to only authorized persons.
Any reprogrammable computer code shall employ proven methods to deter unauthorized
reprogramming.
CARB and EPA require that enhanced tampering protection for the 1999 model year that shall
include data encryption and electronic access to manufacturer computer for security access.
Procedure is defined to provide legislated tamper protection, while meeting manufacturer
desired security concerns for tamper resistance and allowing legitimate service.
One such technique enables certain operations such as Block download only if security access is
successful. Normal communications are not affected.

STD Manual
Enhanced Test Modes (SAE J 2190):
SAE J 2190 extends the diagnostic test modes defined in SAE J 1979
1979 to include access to emission
related data not included in SAE J 1979 and access to nonnon-emission relate data as a supplement to
SAE J 1979. This standard describes the data byte values for diagnostic
diagnostic messages transmitted between
diagnostic test equipment, either onon-vehicle or offoff-vehicle, and vehicle electronic modules. No distinction is made between emission and nonnon-emission
related diagnostics. These messages can be used with J 1850 data
data link as described in SAE J 1850 standard.
SAE J 2190 includes test modes identified for diagnostics beyond minimum regulated requirements, that include nonnon-emission systems. Test modes
include capabilities such as:
Request diagnostic session

Request diagnostic Freeze Frame data
Request Diagnostic Trouble Codes/status
Clear diagnostic information
Request diagnostic data
Security access
Disable /enable normal message transmission
Request / define diagnostic data packets
Enter /exit diagnostic routine
Request diagnostic routine results
Input /output control
Read /write block of memory
Messages must be used with SAE J 1978 Scan Tool only using EDP protocol,
protocol, and with enhanced
diagnostics tools.
This activity is also coordinating with ISO diagnostic services task force to promote common
diagnostic capabilities throughout auto industry.

STD Manual
Enhanced E/E Diagnostic Test Modes:
The following extended diagnostic Test modes are in force:
uMode 10- Initiate diagnostic operation (limited)
uMode 11- Request module reset
uMode 12- Request diagnostic Freeze Frame data
uMode 13- Request DTC information
uMode 14 - Clear diagnostic information
uMode 17- Request status of DTCs
uMode 18- Request DTCs by Status
uMode 20 - Return to Normal Operation
uMode 21-23 - Request Diagnostic Data by PID(s)
uMode 2A - Request Diagnostic Data Packet(s)
uMode 2C - Dynamically Define Diagnostic Data Packet
uMode 3F - Test Device Present
uMode 7F - General response Message
uMode AE - Request device Control

STD Manual
Enhanced E/E Diagnostic Test Modes:
For each test mode this standard gives a functional description

of the test, request message data byte content and report
message data byte content , and an example for clarification
where necessary.
Physical addressing is used for all diagnostic messages in this
standard. Each device must be assigned a unique address in this
scheme which is the method J 1850 uses to communicate with
devices.
Messages 0 to FH and 40H to 4FH are reserved for SAE J 1979.
Messages for J 2190 start at 10H and end
at FFH. The standard defines the message length, message
response requirement, and their formats.

STD Manual
Universal Interface for OBD II SCan Tool:
SAE J 2201 defines the vehicle communication interface for OBD II Scan Tool
described in SAE 1978. This interface connects the SAE J 1962 test connector to the
hardware/software of the SAE 1978 OBD II Scan Tool which will use this interface to
communicate with vehicles for accessing required OBD II functions. The interface
defines several standard terms and interface functionality. The standard describes in
detail the software requirements of the program in the PCM that facilitates
communication between the Scan Tool (external) and the internal OBD II
components in the vehicle. The medium of communication is the serial data link
described in SAE J 1850.
The standard defines the required message structure support, signal ground, chassis
ground, cable length of the Connector to Scan Tool, and other requirements used by
SAE J 1978 Scan tool.
Appendix A of the standard gives examples of interface implementation that have
met the requirements of this standard.
Expanded Diagnostic Protocol for OBD II Scan Tools:

SAE J 2205 defines the expanded diagnostic protocol (EDP) for OBD
OBD II Scan Tool (SAE J 1978). The purpose of the expanded diagnostic
diagnostic protocol is to
define the encoding technique to be used:
To describe to the OBD II Scan Tool the messages to be transmitted

transmitted to a vehicle and how they are to be transmitted.
To describe to the OBD II Scan Tool the messages to be received and processed by the Scan Tool.
To describe to the OBD II Scan Tool how to process the data in the received message.
This standard defines the requirements for diagnosis and service information to be provided by motor vehicle manufacturers. Appendix
Appendix A includes
examples of the use of the EDP protocol that the Scan Tool must support. This includes at a minimum, supporting diagnosing and servicing emissionemissionrelated
components and systems. EDP is a means for allowing vehicle manufacturers
manufacturers to communicate, through the OBD IIs communication interface, with
vehicle modules using vehicle specific messages.
The protocol will enable the service technician to input messages
messages not required to meet specific OBD II requirements but which are
are necessary to repair
vehicles. These additional messages will be specified in service information provided to the service technician by the manufacturer.
manufacturer. This is due to the
requirement that vehicles must be able to be repaired using only a SAE J 1978 Scan Tool and other nonnon-microprocessor based tools.
The standard defines the functionality that will support the use of the Scan Tool.
This standard provides the following EDP definitions:
Control type
Transmit type
Receive only type
Miscellaneous type
These message formats are defined in the standard. The codes for EDP definition fields of the format are defined. Extensive message
message format information
is included which needs to be supported by the Scan Tool. This standard
standard requires that SAE J 1978 OBD II Scan Tool must support the
the EDP messages
which may be unique to a given vehicle manufacturer, model year,
year, etc. These messages may have different message headers, and different
different data fields
compared to the SAE J 1979 message formats. The EDP must support ISO 91419141-2 interface as well. The extended protocol regarding message formats,
formats,
validation of data , data security, and other details are explained
explained in the standard.

STD Manual
CLASS B Data Communications Network Interface - SAE J 1850:
CLASS B Data Communication Network Interface - SAE J 1850 standard defines the communication requirements of the
the
network that satisfies the needs of the vehicle manufacturers to perform OBD II functions in a cost effective manner.
This standard describes two specific implementations of the network
network based on 10.4 Kbp/
Kbp/ Variable Pulse Width Type (VPW),
and another at 41.6 Kbp/s
Kbp/s Pulse Width Modification (PWM). The 10.4 Kbp/s
Kbp/s version uses single wire and the 41.6 Kbp/s
Kbp/s uses
2-wire differential bus as the media/physical layer for message standard
tandard
defines
the
physical
layer
and
the
data
link
layer of
s
the ISO (International standards Organization) open system Interconnect
Interconnect (OSI) model. As a consequence this standard follows
the ISO conventions but uses different descriptive styles to define
define the message formats. The vehicle application for this class B
network is defined in SAE J 1213 to allow sharing of the vehicle parametric information. Also the class B network must be
capable of performing Class A network functions which operate at less than 10 Kbp/s.
Kbp/s.
J1850 data communication network interconnects different electronic
electronic modules on the vehicle using an Open architecture
approach. Open architecture approach allows addition or removal of any number of modules in the network without
adverse effect on the network performance. J 1850 uses CSMA (carrier
(carrier sense multiple access) protocol to implement Open
architecture. Additionally the network supports the
prioritization of message frames such that in case of contention,
contention, the higher priority frames win the arbitration and complete
their transaction. The standard defines a singlesingle-bus topology where all the devices on the network transmit and receive
receive on a
single path at the same time with identical communication data. The network uses a Masterless bus control and priority
arbitration. The consequence of this protocol is indeterminate latency
latency and peak bus utilization profile, except the highest
priority message is guaranteed minimum latency at the expense of other messages.

STD Manual
CLASS B Data Communications Network Interface - SAE J 1850:
Although this standard focuses on the physical, and data link layers in the OSI model, the
application layer is also described since this needs to be included for emission-related,
diagnostic communication legislation requirements. The class B network maps into the OSI
model as illustrated in Figure 1 of the standard. The standard describes in detail the data link
layers diagnostic messages, their formats, physical addressing of the devices, bus protocol
commands, error detection and correction schemes. The physical dimensions of the network
and its electrical characteristics are described in detail.
Appendix A lists the application-specific features. Appendix B defines the I/O EMC test plan
for the electro magnetic compatibility test to regulate electrical noise of the data signals.
Appendix C gives the VPW wave form analysis that specifies the data signal wave form
characteristics for the 10.4 Kbp/s version. Appendix D gives the PWM wave form analysis that
specifies the data signal wave form characteristics for the 41.6 Kbp/s version.
SAE J 1850 is the most important standard in the Data Communication phase of the OBD II.

STD Manual
Class B Data Communication Network Messages- Detailed Header Formats and Physical
Address Segments: (SAE J 2178/1):
SAE J 2178/1, is the Class B Data Communication Network Messages Detailed Header formats
and Physical Address Assignments specification. The standard defines the information
contained in the header and data fields of non-diagnostic messages. The standard also specifies
field sizes, scaling, representations, and data positions used within messages. The general
structure of the message frame is described with inframe response included in Figure 1 and
without the response in Figure 2 of the standard. SAE J 1979 standard defines the information
contained in the header and data fields of emission related diagnostic messages. SAE J 2190
standard defines the information contained in the header and data fields of other diagnostic
messages not related to emissions. SAE J 1850 standard defines the class B network interface
hardware, basic protocol definition, the electrical specifications, and the error detectioncorrection scheme using CRC (cyclic redundancy check) Byte. SAE J 1850 defines only two
message formats. They are the single Byte format and the consolidated header format. The
consolidated header format has two forms: a single Byte form, and a three byte form. This
standard covers all these formats and forms to identify the contents of messages which can be
sent on the SAE J 1850 network.

STD Manual
Class B Data Communication Network Messages- Detailed Header Formats and Physical
Address Segments: (SAE J 2178/1) (contd):
SAE J 2178 consists of four parts. SAE J 2178/1, the first part (this standard) describes the two allowed forms
of message header formats, Single Byte, and Consolidated header formats. This also contains the physical
node address range assignments for the typical subsystems of the automobile.
The standard defines the terms and definitions of the data formats. The overview of the standard is given in
Figure 3 of the standard. The system architecture for the different possible headers used in class B are
described in sections 5 and 6. Section 7 defines the data fields used by the different header
formats. section 8 defines the physical address assignments. Messages defined by this standard are classified
into two categories: Requests (commands: load or modify) or queries for data, and Responses, like reports or
acknowledgments. The overall structure of messages is described as follows:
Fully define SAE standard messages

Reserve messages for future SAE standardization
Reserve messages for Manufacturers for their Unique messages
The message formats in this standard are mandatory for using J 1850 network except the many message
codes reserved for manufacturers which are allocated can be used.
Appendix A describes two allowed network architectures, namely single network, and multiple network
architectures.

STD Manual
Class B Data Communication Network Messages- Data Parameter Defintions: (SAE J
2178/2):
SAE J 2178/2 Data Parameter Definitions standard defines the parameters used to
describe the data variables used in normal vehicle operation as well as diagnostic
operation. Parameters are assigned Parameter Reference Numbers (PRNs) which are
described in the standard. PRN structure is shown in Figure 3 in the standard. The
second part of the parameter definition is the SLOT. PRN identifies a specific
parameter by name, unit measure , and its associated SLOT. The SLOT defines the
mathematical characteristic of parameters in terms of its numeric presentation, its
scaling, its limits, Offsets, and its transfer function.
Appendix A and B provide cross references to find the PRN by the number or by
name. PRN structure is given in Figure 3. SAE J 1979 refers to PID numbers which
are single byte reference number. The first 256 PRNs defined in this standard are
identical to the SAE J 1979 PID definitions. The standard contains detailed lists of
PRN assignments which are used for reference.

STD Manual
Class B Data Communication Network Messages- Frame IDs For Single Byte Forms
of Headers (SAE J 2178/3):
SAE J 2178/3 Frame IDs for Single Byte Forms of Headers standard, defines the messages specified for
networks using one byte header or the single byte form of the consolidated header as specified in SAE J 1850.
This standard focuses on the Frame ID which is the first byte of the message. The first byte of the one byte
header is defined as an 8 bit hexadecimal number, and the first byte of the single byte form of the
consolidated header is defined under 7 bits as hexadecimal number. The information in the header field
implicitly defines the target, source, priority, and message type information, while the data field contains
additional addressing and parametric information. The header defines the Message identifier or Frame ID
and becomes the name that is broadcast normally periodically to all the nodes on the network.
This standard describes the overall structure of messages and has wide application in OBD II since these have
to be used on J 1850 exactly as they are specified here, except those that are allocated to vehicle manufacturers
for non-emission related messages.
With single byte form of header, the Frame ID corresponds to the PRN number or a grouping of PRNs. The
characteristics defined by the header are described in the standard. Figure 3 of the standard defines the
Frame ID for one byte headers and the first byte of the single byte form of the consolidated header.

STD Manual
Class B Data Communication Network Messages- Message Definition for Three Byte
Headers (SAE J 2178/4):
SAE J 2178/4 Message Definition for Three Byte Headers, standard defines the information
contained in the header and the data fields of non-diagnostic messages for SAE J 1850 data
communication class B networks. This standard describes and specifies the header fields, data
fields, field sizes, scaling, representations, and data positions used within messages. SAE J 1979
standard defines the specifications of emission-related diagnostic message header and data
fields which OBD II is mainly concurred with. SAE J 2190 defines other diagnostic data fields.
This standard focuses on the message definition for the three byte form of the consulted header
format. Section 5 of this standard provides the list of functional target addresses or Primary IDs
for all of the functionally addressed messages on J 1850 except type #3, which is Function Read.
SAE J 1850 type # 3 messages have a separate address assignment due to absence of secondary
addressing. Section 6 of the standard shows the valid extended address assignments from the
message definition tables. Section 7 lists the secondary message definitions. The information in
this standard follows the same format as the Frame IDs for Single Byte Forms of Headers
in SAE J 2178/3 standard described above.
Fundamentals of Powertrain
Control strategies & OBD II
Diagnostics
Since OBD II became effective in 1994 ( adopted from CARB regulations),
powertrain control strategies are focused on monitoring powertrain
components for failures with criteria tied to emission levels in addition to
basic functionality. All the powertrain components described in previous
section on Powertrain and Emission Controls in Passenger vehicles
including sensors, actuators, and switches are checked for correct operation.
In addition the performance of emission control apparatus are continuously
monitored using OBD II Diagnostics criteria. The following is a list of the
major CARB related OBD I I diagnostic requirements for all vehicle
manufacturers:
Diagnostics
OBD I I Diagnostic Requirements

uEngine Misfire Detection
uCatalyst Efficiency Monitor
uOxygen Sensor & Heater Monitoring
uFuel System Monitoring
uEvaporative System Monitoring
uEGR System Monitoring
uSecondary Air System Monitoring
uComprehensive Components Monitoring (all sensors,
actuators, and switches)
Engine Misfire Detection: Misfiring is the lack of combustion in the cylinder. Misfiring can be caused by worn ignition
components, poor fuel metering, or faulty electrical system. Excessive
Excessive exhaust emissions will be the result even with few
misfires. Increased misfire rates can damage the catalytic converter.
converter. Engine misfire is detected by monitoring crankshaft speed
fluctuations. Engine misfire will
contribute to a deceleration of the crankshafts rotational speed
speed due to the momentary absence of engine torque during the
powerstroke of the cylinder that is misfiring. Using the crankshaft sensor input, the
instantaneous crankshaft speed is calculated, and the speed signal
signal is analyzed to detect the misfire. To eliminate other causes of
torque reduction due to rough roads and other driving events, the
the speed reduction is monitored using Exponentially weighted
moving average (EWMA) technique to identify the misfiring cylinder.
cylinder. Other techniques used to identify torque reduction due to
misfire, include signal processing using several algorithms. One signal processing method analyzes the amplitude and phase of
each of the first twelve frequency components of the crankshaft angular velocity signal taken continuously during the torque
reduction time. If a certain percent of misfires within 200 or 1000
1000 revolutions is detected , a fault code (DTC) is set. Misfire is
detected if the offending cylinder can be identified. Other advanced
advanced signal processing algorithms can be used such as Principal
Component Analysis and Clustering to compress the data and isolate
isolate the misfiring cylinder.
If a misfire is detected, all the main engine operating parameters
parameters such as engine speed , engine load or MAP (Manifold absolute
Pressure), engine coolant temperature, throttle position, oxygen
oxygen sensor, values are stored away in memory. This is called
Freeze Frame, which is an OBD II requirement. Freeze Frame is used to identify a consecutive misfire in the next driving cycle
defined by the EPA as the next driving Trip after ignition OFF.
OFF. If a second misfire is detected the engine controller will turn
turn
on the MIL (Malfunction Indicator Light) to alert the driver. The
The specific cylinder experiencing misfire must be identified. If
more than one cylinder is misfiring a separate DTI (diagnostic trouble
trouble code) is required.
If misfire is not detected during the next three subsequent consecutive
consecutive driving Trips when similar conditions occur then the
original fault will be erased and the MIL will be turned off by the engine controller. In another circumstance , if similar
conditions are not encountered during next eighty subsequent trips
trips the original fault will be turned off by the engine
controller.
The Freeze Frame can also be used for OffOff-Board diagnostics and trouble shooting by service technicians.
Misfires can damage the catalyst converters by raising the catalyst
catalyst temperature beyond safe values.
Type A misfire is defined below:
For type A misfire, up to three 200 revolutions are evaluated on first driving cycle for misfire detection
before illuminating MIL.
MIL must be illuminated on misfire detection during first 200 revolutions
revolutions evaluation during the second driving cycle.
However MIL need not be steadily illuminated when misfire ceases,
ceases, until second driving cycle.
Type B misfire (during starting of engine):
This misfire is evaluated in first 1000 revolutions after engine is started. Misfire detection will set coolant temperature
fault code since that is the likely cause of misfire detection at
at this time.
MIL and hard fault code is set permanently on second driving cycle.
cycle.
Up to four 1000 revolutions are evaluated for misfire detection excluding the first 1000 revolutions
before illuminating temperature fault code.
MIL and hard code are set on second driving cycle.
Thermostat (coolant temperature) monitoring and misfire detection
detection monitoring are extremely important due to
increasingly tighter controls mandated on emissions.
Misfire detection is described in more detail in a later section.
section.
Catalyst Efficiency Monitor: There are three types of catalysts: pellet (bead), ceramic monolith, and metal monolith. They differ
differ
in the method by which they support the noble metals which convert
convert exhaust gases to HC and NOx free gases. ThreeThree-way
catalytic converters typically contain platinum, and/or palladium,
palladium, along with rhodium as catalytic materials. The term threethreeway refers to the ability of the converter to simultaneously oxidize
oxidize HC and CO and reduce NOx.
NOx. Catalyst converters operate
efficiently within a prescribed temperature range when placed at proper location in the exhaust gases path. Operation at
temperatures which exceed the recommended maximums may cause irreversible
irreversible damage to the catalyst, and components of the
converter. Since unburned fuel into the converter can cause catastrophic
catastrophic failure, misfire detection is a must for safe converter
converter
operation. Misfire detection is described previously. Converter also must have an over temperature detection algorithm to
detect excessive temperature in the converter. This is done by decreasing
decreasing the A/F ratios lambda value to less than 1. This
algorithm cannot work for coastdown conditions or overrun conditions. Therefore Deceleration fuel cutoff
cutoff (DFCO) is sued to
control catalyst temperature during vehicle coastdown,
,
when
the
engine
intake
manifold
pressure
is
drive too low to allow
coastdown
allow
complete combustion. To prevent unburned fuel from entering the converter, the fuel injectors are shut off by the engine
controller. Spark advance is filtered and thresholds are set to control torque reversal bump while still protecting the converter.
converter.
The catalyst monitor evaluates the converter efficiency as mandated
mandated by the OBD II to ensure that the catalyst is cleaning up the
exhaust gases and reducing emissions from the exhaust gases. The diagnostic evaluates the oxygen storage capacity of the
converter by comparing the signal output of the postpost-converter oxygen sensor with the prepre-converter oxygen sensor. According
to EPA regulations, a catalyst is regarded as malfunctioning when
when the average hydrocarbon conversion efficiency falls between
50 and 60%. The diagnostic system is required to detect when the hydrocarbon emission (HC) concentration of the catalyst
(closest to the engine ) is more than 40 to 50% of the engineengine-out emission concentration. The check is performed with the vehicle
vehicle
operating at between 20 and 50 miles/hr with the speed held at a reasonably steady state condition. The output signal wave
form of the oxygen sensor (lambda sensor) ,at the front end of the
the converter close to the engine, oscillates between lean and rich
value of 100 millivolts and 900 millivolts due to closedclosed-loop control strategy that keeps the Air/Fuel ratio at stoichiometry
(lambda value equal to 1). For a converter whose oxygen storage
storage capacity is good, the output of the oxygen signal at the far end
end
of the converter should be flat, without any oscillation. This is
is due to the converters ability to store oxygen when the gas is lean
(and rich in oxygen) and give up oxygen when the gas is rich (and
(and short of oxygen). This characteristic enables the oxidation of
hydrocarbons and the reduction of NOx in the exhaust gas simultaneously. The diagnostic consists of measuring
measuring the average
ripple in the output signal wave form of the oxygen sensor at the
the far end of the converter and comparing the ripple with a
similar oscillation at the input signal wave form of the oxygen sensor at the near end (closest to the engine) of the converter. If
the difference is above a value that corresponds to more than 60%
60% converter efficiency then the converter efficiency is
considered good. As a second check the catalyst temperature at the
the outlet is monitored and compared to the catalyst
temperature at the input to the converter. If the catalyst is functioning
functioning properly, it creates an exothermic reaction resulting in a
higher outlet catalyst temperature. But this is not always reliable.
reliable. The sensitivity of the outlet gas temperature to catalyst
efficiency may be too low to reliably detect the difference at the
the 60% HC conversion efficiency level.
Signal characteristics from the oxygen sensors for fresh, degraded,
degraded, and failed catalysts are explained in detail in a later section.
section.
The misfire detection diagnostic which is previously described is
s
an
important
preventive
measure
that
protects
the
converter
i
from extreme temperature spike that can severely reduce converter
converter efficiency or even cause catalyst destruction altogether.
Catalyst converter diagnostics are described in more detail in a later section.
Diagnostics
Oxygen Sensor & Heater Monitoring: An oxygen sensor performs best
best when its operating temperature is maintained within a specific range above 260O C. For this reason a
heater is used to keep the oxygen sensor temperature at the desired
desired value.
The OBD II diagnostic requires that the heater of the oxygen sensor
sensor must be monitored periodically for its normal operation. The circuit continuity is checked, the voltage
across the heater is checked, the current carried by the heater element is checked ( Max. 20 A), as well as the temperature of the
the oxygen sensor. For added reliability, the
heater is directly controlled by the the controller without any relay. If the heater is found defective on any of these accounts,
accounts, the PCM sets a fault code.
The PCM has a special input circuit for detecting short circuit or open circuit (break) of the sensor wiring and monitors the switching
switching frequency (closed(closed-loop) of the control
loop.
Oxygen sensor diagnostic requires the following checks: Circuit continuity ,and the bias voltage of 450 millivolts in the sensor circuit are verified. The voltage across the
sensor should read 450 millivolts with the ignition key On and engine not started. If the voltage is not present a fault code (DTC) is
set. During the closed loop operation of the vehicle, after the sensor attains the operating temperature (above 300O C ), the sensor voltage should oscillate between about
100 to 250 mv at the low end and 700 to 900 mv at the high end. The frequency of oscillation of this sensor voltage
voltage is between 1.25 Hz to 2.5 Hz, depending upon the fuel
controller, fuel injection system, and vehicle operation. If the oscillation is slower than normal meaning that the oxygen sensor
sensor is responding slowly to the A/F ratio input,
then it is due to the sensor being exposed to high heat for a long
long period of time. This can cause a deviation in the A/F ratio from
from the optimum stoichiometry value,
resulting in increased emissions. The deviation can be detected by monitoring the signal output oscillation of upstream oxygen (lambda) sensor and comparing it with the
system operation frequency (1.25 Hz to 2.5 Hz) obtained from the
the controller. A fault code is stored if the oxygen sensor at the upstream of the converter is oscillating
slower than the system frequency. A MIL is also illuminated. Additionally
Additionally the controller compares the output signal (voltage) of the additional lambda sensor downstream
of the converter with the oxygen (lambda) sensor signal upstream.
upstream. Using this information the controller can detect deviations of the average value in the A/F ratio that
determines the system frequency. If system is operating rich and the lambda sensor indicates lean, then it is misfire problem. If
If system is operating lean, and the lambda
sensor voltage stays near bias (450 mv)
mv) and engine does not go into closed loop, the sensor is having an open circuit and is defective. Slow transient response in A/F shift
can also be caused by fuel control problem or carbon deposits or due to mild driving mode. Fuel system must be checked before deciding
deciding that oxygen sensor is faulty. If the
A/F ratio is fluctuating due to excessive correction, to the pre set data map of optimum fuel required for each load and engine RPM, provided by the oxygen sensor, it is an
indication of a faulty fuel system. The OBD II legal requirements
requirements are: The diagnostic system shall monitor the output voltage, the
the response rate, and any other parameter
that can affect emissions, and all fuel control oxygen sensors for
for malfunction.
all fuel control oxygen sensors for malfunction. In case of a faulty
faulty sensor the MIL shall be illuminated and the DTC shall be stored
stored in the computer.
Oxygen sensor diagnostics are described in more detail in a later
later section.
Diagnostics
Fuel System Monitoring:
Monitoring: For fuel control strategies multipoint pulsed fuel injection system
system is assumed. The powertrain control strategy is to provide the
correct Air/Fuel ratio under all operating conditions, except during
during coldcold-start. The systems involved in this control are fuel metering, fuel
fuel pump, ignition
timing, fuel injectors, injector pulse width, and lambda control.
control. The PCM determines the required injector pulse width to maintain
maintain Air/Fuel ratio within
the lambda control window (0.93 to 1.07). The PCM adds correction
correction factors to injectior pulse width to increase fuel injection during cold start, and wide
wide
open throttle, in closedclosed-loop operation. During deceleration, PCM closes fuel injection. Ignition timing affects emissions. Excessive spark advance will
cause engine knock. consequently fuel system monitoring is done by using predetermined data map with optimal fuel required for each load (MAP
value) and engine RPM point. The amount of fuel is determined by the duty cycle of the injector pulse width.
The lambda closedclosed-loop control system provides feedback to the PCM on the necessary
necessary correction to the preset data points. The corrected information
information
is stored in the PCMs memory so that the next time that operation point is reached, less
less correction of the Air/Fuel ratio will be required. If the PCM
PCM
correction passes a predetermined threshold, it indicates a faulty
faulty fuel system, that some component in the fuel supply system is outside of its operating
range. Some possibilities are defective fuel pressure regulator, contaminated fuel injectors, defective manifold absolute pressure
pressure (MAP) sensor, intake air
system leakage, or exhaust system leakage. All electronic components
components are checked for circuit continuity, rated current, rated voltage,
voltage, and rational
parameter values within limits of operation. These include fuel pump, ignition circuit, injection solenoids, engine RPM sensor, and MAP sensor. If the
fuel correction exceeds the limit, either in absolute value or in
in update rate, the fuel system is deemed faulty and a fault code is stored and MIL is
illuminated. Since fuel system has a major impact on emissions, its diagnostics are crucial to control emissions and consequently
consequently to OBD II.
The legal OBD II requirements are: The diagnostic system shall monitor
monitor the fuel delivery system for its ability to provide compliance
compliance with emission
standards.
Diagnostic technique: Deviations of the stoichiometric ratio which last for a longer time are stored within the adaptive
adaptive mixture controller. If these
values exceed defined limits, components of the fuel system are deemed faulty. MIL is illuminated at that time. Fuel system diagnostics
diagnostics are described in
more detail in a later section.
Evaporative System Monitoring: Hydro Carbons (HC) in the form of fuel vapors escaping from the
the vehicle, primarily from the
fuel tank are required to be monitored to reduce emissions as legislated
legislated by EPA and required by OBD II. There are two principal
causes of fuel vapor in the fuel tank: increasing ambient temperature
temperature and return of unused hot fuel from the engine. The
evaporative control system consists of a vapor ventilation line that exits the fuel tank and enters fuel vapor canister. The canister
canister
consists of an active charcoal element which absorbs the vapor and
nd
allows
only
air
to
escape
to
the
atmosphere.
Only
a
certain
a
volume of fuel vapor can be contained by the canister. The vapors
vapors in the canister must therefore be purged into the engine and
burned by the engine so that the canister can continue to store vapors when they are generated.
To accomplish this another purge line leads from the char coal canister
canister to the intake manifold. Included in this line is the
canister purge solenoid valve. The layout of a typical evaporative
evaporative emission control system is described in a later section.
During engine operation vacuum in the intake manifold causes flow
flow through the charcoal canister because the canister vent
opening at the charcoal filter end is at atmospheric pressure. The
The canister purge valve meters the amount of flow from the
canister. The amount of fuel vapor in the canister and therefore,
therefore, contained in the flow stream, is not known. Therefore it is
critical that the lambda control system is operating and adjusting
adjusting the fuel requirement as the vapors are being purged. Purge
vapors could otherwise result in upto 30% increase in Air/Fuel mixture richness in the engine. Purge control valve is situated in
the pipe line that connects the intake manifold of the engine to the charcoal canister.
Control of the purge valve must allow for two criteria:
There must be enough vapor flow so that charcoal canister does not
not become saturated and leak fuel vapors into the
atmosphere.
Purge flow must generally occur under lambda closedclosed-loop control so that the effect of the purge vapors on A/F ratio can
be detected and the fuel metering corrected.
When the PCM commands the purge valve to meter vapor from the canister, it requests a duty cycle (ratio of ON time to OFF
time). This allows the amount of vapor flow to be regulated depending
depending on the engine operating conditions. When lambda
control is not operating, during coldcold-start, only low dutyduty-cycles and therefore, small amount of purge vapors, are allowed into
the intake manifold. Under deceleration fuel cut off, the purge valve is closed entirely to minimize the possibility of unburned
HCs in the exhaust.
The OBD II diagnostic system shall control the air flow of the complete
complete evaporative system. In addition , the diagnostic system
shall also monitor the complete evaporative system for the emission
emission of HC vapor into the atmosphere by performing a pressure
or vacuum check of the complete evaporative system. From time to time, manufacturers may occasionally turn off the
evaporative purge system in order to carry out a check.
The following is the procedure: At idle position, the canister purge
purge valve is activated, and the lambda controller is monitored for
its reaction.
A pressure sensor in the fuel tank would provide a pressure profile
profile which will determine if a leak existed in the system.
For leak detection of the evaporative system, a valve installed
installed at the atmospheric side of the canister which is the output to the
active carbon filter is shut off and the canister pressure is decreased
decreased to about -1.5 KPa.
KPa. The complete system is turned off and the
pressure within the canister is monitored for variation with time.
time. The pressure gradient, together with other parameters like the
the
amount of fuel, will indicate possible leaks. If a leak is detected
detected the MIL is illuminated. The complete test suite is more
elaborate and is described in detail in a later section.
EGR System Monitoring: During overrun and heavy load of the vehicle the peak combustion temperature of
o
the cylinders of the engine will increase to more than 3000 F. A measured quantity of exhaust gas is
introduced into intake manifold via a pintle valve connecting the exhaust gas to the intake manifold. By
mixing a portion of the exhaust gas with fresh intake air/fuel mixture the oxygen content is reduced without
reducing the mass of gas processed by the cylinder. The engine acts partially like an external combustion
engine in that the combustion process must impart energy to the inert exhaust gas as well as to the air charge.
The net effect is to reduce the flame temperature at part load while retaining the power of the engine. The
reduction of temperature reduces NOx emission produced by the engine.
The OBD II diagnostic has to monitor the pintle valve, and the amount of exhaust gas delivered by the pintle
valve. The correct amount of exhaust gas is obtained from predefined engine RPM/load (MAP) table showing
optimum EGR valve openings & gas amount, engine coolant temperature, manifold absolute pressure (MAP)
pressure, and engine RPM. During EGR operation, the fuel is cut off. The OBD II diagnostic consists of several
algorithms to monitor all the functions listed above. EGR pintle valve position is monitored by the PCM for
proper opening. The amount of exhaust gas ingested is monitored from the EGR pintle valve flow rate, and
the time of the valve opening. This amount is compared with the required amount obtained from the table
with predefined values. If there is a significant difference between the actual and the needed values, the EGR
malfunction is detected. Engine coolant temperature is monitored for an increase in value during EGR
operation. MAP pressure is monitored for increase in pressure during EGR operation. Finally the Engine
RPM (900 - 1100) is monitored for a decrease of about 50 RPM during EGR (DTC for fault is P0401 for no
decrease in RPM when vehicle speed is 25 MPH with brakes applied) operation.
OBD(II)
In addition the electrical characteristics of the pintle valve are checked, including the voltage, the current drawn by
the moving pintle,

pintle, and the circuit continuity including open circuit as well as short
short circuit in the wiring. There are
two methods used in verifying that EGR is functioning properly meaning
meaning no sticking valve or clogged EGR passage.
The first method is to intentionally open the EGR valve through a measured value during normal operation when
there is no need for EGR and measure the response of critical system
system parameters due to this perturbation namely,
Engine RPM, coolant temperature, MAP pressure, pintle valve position, and closedclosed-loop fuel system correction. If
the critical parameters do not conform to the desired values EGR malfunction is indicated. The second method is to
wait for the condition of the vehicle when the EGR is operated by the PCM as a consequence of engine overrun or
high load. Then intentionally disable EGR operation for a small predefined amount of time and measure the critical
parameters. If the difference in critical parameter values do not
not conform to the expected values then EGR
malfunction is indicated.
A much simpler algorithm measures the increase in coolant temperature
temperature during EGR and if the increase in not
within desired range EGR malfunction is indicated. In addition increase
increase in manifold absolute pressure (MAP)
during EGR and if the increase is not within desired range EGR malfunction
malfunction is indicated.
Due to uncertainties encountered in EGR monitoring, more than one
one diagnostic is necessary before a fault code is
stored and the MIL is illuminated. One method is to requires three
three successive tests, each revealing an EGR fault,
before a fault code is stored. If a test reveals no fault , the next test is performed eleven minutes later. The predefined
operating condition is deceleration which means that the test is performed during deceleration of the vehicle.
Different frequencies of testing are also used in the diagnostic.
diagnostic. Another method requires eight tests to be performed
within a two minute period before a fault code is stored when two
two failures occur within that period. Currently about
fifty percent of the manufacturers monitor the EGR passage temperature,
temperature, twentytwenty-five percent monitor the EGR valve
signal (position), and twentytwenty-five percent use the intrusive perturbation method to detect EGR malfunction.
The legal OBD II requirement is: The diagnostic system shall monitor
monitor the EGR system on vehicle for low and high
flow rate malfunction.
The hardware failure code of P1406 is set for out of range voltage
voltage signal from the pintle valve position sensor of
more than 10% from commanded value.
Another manufacturer monitors the exhaust gas pressures on both sides of an orifice in the passage to the EGR
valve. The pressure drop across the orifice is measured as the exhaust
exhaust gas flows through the orifice. If the pressure
differential is not within permissible limits, EGR fault code is set.
Different DTCs are set for tests performed with similar EGR diagnostic objectives
objectives due to differences in test time, and
critical parameter values.
EGR diagnostics diagnostics are described in more detail in a later
later section.
Diagnostics
Secondary Air System Monitoring: Secondary air system is used to improve the performance of the catalytic converter (Three way) by providing extra
oxygen rich air to either the converter itself or to the exhaust manifold. The catalyst temperature must be above about 200o C to efficiently oxidize HC and
reduce NOx.
NOx. During engine warmwarm-up when the catalytic converter is cold, HC and CO are oxidized in the exhaust manifold by routing secondary air to
the exhaust manifold in controlled quantify by the PCM. This creates
creates extra heat to speed warmwarm-up of the converter and EGO sensor, enabling the PCM to
go into closedclosed-loop mode more quickly.
During openopen-loop control (cold converter) the converter is liable to be damaged
damaged if excessive heat is applied to it, to warm it up. This can happen if
excessive amounts of HC and CO are oxidized in the exhaust manifold
manifold during periods of heavy loads which call for fuel enrichment,
enrichment, or during severe
deceleration. During startstart-up and such heavy loads, the secondary air is not let into exhaust
exhaust manifold but directed into the air cleaner where it has no
effect on exhaust temperatures.
After warmwarm-up, during closedclosed-loop operation, the secondary air is used to supply oxygen to the
the second chamber of the threethree-way catalyst, in dualdualchamber converter system. In a dualdual-chamber converter, the first chamber contains rhodium, palladium,
palladium, and platinum to reduce NOx and to oxidize HC
and CO. The second chamber contains only platinum and palladium. The extra oxygen from the secondary air improves the converters
converters ability to oxidize
HC and CO in the second converter chamber. The control of the secondary
secondary air is done by using two solenoid valves similar to the EGR pintle valve. One
valve switches air flow to the exhaust manifold or to the air cleaner
cleaner (atmosphere). The other valve switches air flow to the exhaust
exhaust manifold or to the
catalytic converter. The air routing is controlled based on engine
engine coolant temperature and Air/Fuel ratio, indicated by the lambda
lambda sensor. If the control is
openopen-loop and if the coolant temperature is below threshold and Air/Fuel
Air/Fuel ratio is not too rich, then the air flow is directed to the exhaust manifold. If
coolant temperature is higher than threshold and the Air/Fuel ratio
ratio is rich (lambda < 1) then the secondary air is directed to the air cleaner which exits
to the atmosphere. If the control is closedclosed-loop, then the lambda sensor is monitored for correlated deviations
deviations when the secondary air flow is changed
from exhaust manifold, or catalytic converter, or air cleaner, depending
depending on coolant temperature, and lambda value. The OBD II requirement
requirement is that the
secondary air system shall have the diagnostic system monitor the
the proper functioning of the secondary air delivery, and any air switching valve
(solenoid).
The critical parameters of the secondary air system are monitored
monitored and if found to be out of permissible range of values, the fault
fault code is set. The MIL is
illuminated.
Secondary air diagnostics are described in more detail in a later
later section.
Diagnostics
Comprehensive Components Monitoring includes all the sensors, solenoids,
solenoids, fuel injectors, fuel pump, ignition coil, actuators
(valves), and the associated wiring, ground, and power supply. The
The following components with their DTCs are described
below:
uManifold absolute pressure (MAP) sensor DTCs 105 - 109
u Intake air temperature sensor DTCs 110110-114
uOxygen sensor sensor DTCs 130 -167
uMass air flow (MAF) sensor DTCs 100100-104
uThrottle position sensor DTCs 120120-124, 220220-229
uCrankshaft angle sensor DTCs 335335-344, 385385-389
u Engine coolant temperature sensor DTCs 115115-119, 125125-126
uKnock sensor DTCs 325325-334
uEngine speed sensor DTCs 320320-323
uVehicle speed sensor DTCs 500500-503
uMisfire (sensor) detector DTCs 300300-312
uCanister vent valve DTCs 440440-455
u Purge valve DTCs 465465-469
uIgnition coil (ignition control) DTCs 350350-379
uFuel system (fuel metering) DTCs 170170-195, 230230-233
uIndividual fuel injectors DTCs 251251-296
uEGR sensor/ valve DTCs 400400-408
uIdle air control (IAC) valve DTCs 505505-507
uSecondary air valve DTCs 410410-419
uFuel level sensor DTCs 460460-464
uCatalytic converter DTCs 420420-434
Diagnostics
The OBD II diagnostics consist of conducting
tests on all the sensors and actuators listed
above. The nature of these tests is
described below. If any fault is detected in
any of the tests of these devices including ,
sensor or actuator component, electrical
circuit, wiring, and power source, the
corresponding diagnostic trouble code
(DTC) assigned in SAE J 2120 to that fault,
is displayed and the malfunction
indication light (MIL)is illuminated.
Diagnostics
SAE J 2012 standard defines the recommended practice for diagnostic trouble codes (DTC) of
all comprehensive components listed above. The DTC consists of an alpha-numeric
designator p0 - p3 for powertrain, where p0 codes belong to SAE controlled codes, P1 belong to
manufacturer, and the rest are reserved for future use. The P0 codes are followed by three digit
codes assigned to individual faults. The assignment of the proper designator should be
determined by the PCM. In case of ambiguity, the upper most nibble of the two -byte code
message as defined in SAE J 1979 will define the source system as follows: P0 - 0000, and P1 0001. This standard defines diagnostic trouble codes for all the circuits, components, and
systems which are controlled by SAE, namely P0 codes. The P0 codes are defined by four
different categories: General Circuit Malfunction, Range/Performance Problem, Low Circuit
Input, and High Circuit Input. Manufacturers can define specific DTCs to meet their controller
algorithms, but all DTC words must meet the terms definitions specified in SAE J 1930
standard for Diagnostic terms, definitions, abbreviations, and acronyms. The definition of these
four categories of faults will be described first. Then the DTCs for different faults for each
sensor and actuator listed above will be described. SAE J 2012 provides guidance (definitions)
for message formats, Parameter Identification numbers (PIDs) and their definitions with actual
examples for compliance. The main aspects of these definitions are covered below. For more
detailed knowledge of the DTCs and their messages, please refer to SAE J 2012, SAE J 1979, and
SAE J 1930.
Diagnostics
General Circuit Malfunction: This is a general purpose failure resulting in the component
not responding with expected value or any value. This could be due to short circuit in the
circuit wiring, or an open circuit, or a complete break down of the function resulting in
a wrong response including no response.
Range/Performance: This is the case when the component is functional in general terms
except that the response value is not within the normal operating range. This can be due to
stuck at 0 or stuck at 1 fault, or erratic, intermittent, or skewed values indicating poor
performance of the circuit, component, or system.
Low Circuit Input: The circuit voltage, frequency or other signal measured at the control
module input terminal or Pin is at or near zero. This is measured with the external circuit,
component, or system connected. The signal type (voltage, frequency) shall be included in
the message in place of the word input.
Diagnostics
High Circuit Input: The circuit voltage, frequency or other signal measured at the control
module input terminal or Pin is at or near full scale. This is measured with the external circuit,
component, or system connected. The signal type (voltage, frequency) shall be included in
the message in place of the wordinput.
DTC codes are grouped in different categories. Each category has 100 codes assigned to it
as follows: P01 - Fuel and Air metering 100-199, P02 - Fuel and Air metering,
P03 - Ignition system or Misfire 300-389, P04 - auxiliary emission controls 400 - 485,
and P05 - vehicle speed, idle control, and auxiliary inputs 500 - 574, P06 - Computer and
auxiliary outputs 600- 605, and P07 Transmission 700 - 790.
Since OBD II focuses on emissions control only DTCs upto P04 followed by three digit
fault code are covered here.
DTCs are defined to indicate a suspected trouble or problem area and are intended
as a directive to the proper service procedure. DTC s should not be used to indicate the
absence of problems but only to indicate specific fault. The decision to illuminate MIL for
any DTC is manufacture specific based on their testing of how each system malfunction
affects emissions.
Diagnostics
Core DTCS: Core DTCs are those codes which have achieved compliance uniformly
throughout the industry. For these, a common DTC number, and fault message is assigned.
Undefined DTCs are reserved for future use. Even though the service procedures for
rectifying each of these DTCs may vary among manufacturers, the fault indicated by
the DTC is common enough to be assigned a particular fault code.
Non-Uniform DTC: These are fault codes that have very little commonality among
manufacturers due to system differences, implementation differences, or diagnostic
strategy differences. Manufacturers who define their own DTCs in this area are
urged to remain consistent across their product line when assigning codes in manufacturer
controlled area. Same groupings should be used as in SAE controlled area, i.e.., 100s and 200s
for fuel and air metering, 300 for ignition system or misfire, etc.
Each defined DTC is assigned a message to indicate the circuit, component, or system area
that is faulty. The messages are organized such that different messages related to a
particular sensor or system are grouped together. In cases where there are various fault
messages for different types of faults, the group also has a Generic message as the fault
Code/Message of the group. Manufacturer has a choice to use the specific or generic fault
code, provided only one code is used consistently to describe that fault.
Diagnostics
In a case where messages are broken down into more specific fault descriptions for a
circuit, component, or system, as is done in complex cases, the manufacturer should
choose the fault code most applicable to their diagnosable fault. The messages are
intended to allow the manufacturers to use them as often as possible yet still not
conflict with their specific repair procedures. Each code should lead to a specific
repair procedure(s).
Examples: As a guide to clarify the above points a few examples are given.
For manufacturers choosing to implement basic diagnostics that provide general
fault information but depend on service procedures and Off-board diagnostics to
isolate the problem, general circuit, component, and system codes will be used.
For example, if a fault is detected in in the throttle position sensor circuit, instead
of burdening the OBD II with determining the specific type of fault, a Code P0120
would be stored indicating some type of problem with that circuit. The service
procedure would then allow the service technician to determine the type of fault
and the specific location of the fault. On these types of systems, such as sensors,
actuators, coils, and switches, a shorted sensor input, an open sensor input, and even
out of range sensor output would all set the same fault code.
Diagnostics
However, manufacturers choosing to allow the OBD II to better isolate the fault to specific
cause would not use the general fault code/message, but would use the more specific
code/message associated with the particular circuit, component, or system.
For example, in diagnosing a 5 volt reference throttle position sensor, if the input signal at
the PCM is stuck at near 0 volt, the manufacturer has the choice to select either of two codes:
P0120 (general malfunction), or P0122 (specific low circuit input ), depending on the
manufacturers diagnostic procedures. The root cause of this fault can be any one of electrical
or mechanical problems. Identification of the root cause is done using the diagnostic
procedures and is not implied by the DTC message, thus allowing the manufacturer the
flexibility in assigning DTCs.
The powertrain control strategies in performing OBD II diagnostics depend on each
manufacturer who has considerable flexibility as to how the diagnostics are implemented
provided the above guidelines of SAE J 2012, SAE 1979, and SAE J 1930 are complied with.
A typical use of OBD II procedure is given below as a generic example:
The diagnostic mode is entered by switching on the ignition and then simultaneously
depressing the OFF and Warmer buttons on the climate control system (cadillac).
Diagnostics
The fault codes are displayed by flashing the Check Engine light and entering the
display mode. Each fault code is displayed in sequence starting with the code that
checks that all display segments are working correctly.
After verifying that all display segments are working, the fault codes for all component
failures are displayed in sequence, beginning with the lowest and proceeding to the
highest code. The mechanic notes the fault codes that are displayed , and using a
reference manual, identifies the failed components. The fault codes must comply with
the SAE J 2012 standard. After all fault codes are displayed, special code appears
on the display indicating the end of display, and the engine control system awaits
further action by the mechanic.
Typically the check engine light on the instrument panel is illuminated whenever any
fault occurs. For emissions related faults the MIL light will not go out until cleared from
memory by the mechanic. For non-emissions related faults the MIL light goes out
automatically if the malfunction clears. However the PCM stores the DTC associated
with the detected failure until the diagnostic system is manually cleared or
until a specified number of engine cycles (twenty) occur with no malfunction. For
some DTCs (of lesser consequence) there is no activation of the check engine MIL light.
Diagnostics
whenever a defect occurs the mechanic must follow a specific procedure to isolate the
particular problem. These procedures are outlined in the shop manuals.
An example procedure will be illustrated for an Oxygen sensor fault, P0130 which
indicates the sensor circuit malfunction. If you recall from the Oxygen sensor behavior
described earlier, the O2 sensor switches between 0 (100 mv) and 1 volt (900 mv) as
the A/F mixture switches between the extreme conditions of lean and rich . Recall also
that this voltage swing requires that the O2 must be at a temperature above 2000 C.
The voltage of cold O2 sensor is about 0.5 volt with a bias of 0.45 Volt and the
electronic control system will not go into closed-loop operation when O2 is cold.
Possible causes of fault code P0130 include:
O2 sensor is not functioning correctly
Circuit wiring is defective ( stuck at some value)
The control (circuit) unit processing O2 sensor signal is not functioning properly
Further investigation is required to attempt to isolate the specific problem.
To check the operation of the O2 sensor , the average value of its output voltage is measured
using the OBD II procedure which will be explained presently.
Diagnostics
The desired voltage is displayed on the Instrument panel (IP) in multiples of 1/100 volt.
Thus to say , 00 corresponds to 0 volts and 99 corresponds to 0.99 volt, etc.
Using this voltage, the mechanic follows the following procedure: If the O2 sensor voltage
is less than 0.37volt and more than 0.57 volt, the mechanic is directed by the procedure
to investigate the circuit wiring of the O2 sensor for defects.
If the O2 sensor voltage is between 0.37 volt and 0.57 volt tests are performed
to determine whether O2 sensor or the control (circuit) unit processing the O2 sensor signal
is faulty.
The mechanic can then jumper the input leads together at the input to the control unit,
simulating a O2 sensor short circuit, and must read the sensor voltage value using the
OBD II display procedure. If this voltage is less than 0.05 volt, the control unit is
functioning correctly and the O2 sensor must be investigated for defects. If the indicated
sensor voltage is greater than 0.05 volt, the control unit is faulty and should be replaced.
when diagnosing a problem, the mechanic might wish to clear a fault code from the PCM
memory. A good reason to do this can be to test whether the failure is hard or
intermittent. To clear DTC the mechanic pushes OFF and HI buttons on IP
simultaneously until 00 is displayed on IP.
Diagnostics
After all fault codes are cleared, the mechanic has several choices of test modes including:
Request current powertrain diagnostic data (mode $01)
Request current powertrain Freeze Frame data (mode $02)
Request Emission related DTCs
Request OBD II test results of continuously
monitored / non-continuously monitored systems
Request control of OBD II system.
Mode $01: The purpose of this mode is to allow access to current emission related data values. The request for
information includes a Parameter Identification(PID) value that indicates to OBD II the specific information requested.
PID definition, scaling information, and display formats are included in SAE J 1979. for compliance.
The OBD II module will respond to this message by transmitting the requested data value last determined by the PCM.
All data values returned for sensor readings will be actual readings, not default or substitute values used by the PCM
because of a fault with that sensor..
Not all PIDs are applicable or supported by all systems. PID $00 is a bit encoded PID that indicates, for each module,
which PIDs that module supports. PID $00 must be supported by all modules that respond to a Mode $01 request as
defined in the standard SAE J 1979, because tools that conform to SAE J 1978 use this request to determine the protocol
information supported for OBD II communications.
Diagnostics
For more detailed information on all the request modes that you can use to perform
OBD II diagnostics using OBD II communications, and Scan Tool (SAE J 1978) , refer to
the HS -3000 SAE standards manual.
The powertrain control strategies to perform OBD II diagnostics in general are described so far.
Now the specific diagnostics performed for DTCs of the sensors, actuators, and systems
indicated below will be briefly described.
Manifold absolute pressure (MAP) sensor (DTCs
(DTCs 105 - 109): MAP sensor diagnostics are
performed for deterioration of piezoresister or capacitor characteristics. In case of electrical
circuit malfunction fault code 105 is assigned. If the sensor is indicating out of range reading fault
code 106 is assigned. If the sensor is indicating very low reading
reading fault code 107 is assigned. If the
sensor is indicating very high reading fault code 108 is assigned.
assigned. The expected value is estimated
using mass air flow sensor reading and engine parameters. If the
the sensor is indicating
intermittent faulty reading, fault code 109 is assigned.
Intake air temperature (IAT) sensor (DTCs
(DTCs 110110-114): IAT sensor diagnostics are performed for
deterioration of thermister characteristics. In case of thermister circuit malfunction fault code 110
is assigned. If the sensor is indicating out of range reading fault code 111 is assigned. The
expected value is estimated using coolant temperature sensor reading
reading and engine parameters. If
the sensor is indicating very low reading fault code 112 is assigned.
assigned. If the sensor is indicating
very high reading fault code 113 is assigned. If the sensor is indicating intermittent faulty
reading fault code 114 is assigned.
Diagnostics
Oxygen Sensor (O2 ) Sensor ( DTCs 130-167): O2 sensor diagnostics are
performed to check deterioration of electrochemical pumping action that
generates voltage sensitivity to the oxygen density in the exhaust
manifold. In case of Zirconia electrode circuit malfunction fault code 130
is assigned. If the O2 sensor is indicating slow response fault code 133 is
assigned. The expected value is estimated using closed-loop frequency
and engine parameters. If the O2 sensor is indicating very low voltage
fault code 131 is assigned. If the O2 sensor is indicating very high
voltage fault code 132 is assigned. If the O2 sensor is indicating no
activity, fault code 134 is assigned. In case of O2 sensor heater circuit
malfunction fault code 135 is assigned. The other codes from 135 to 167
are assigned to similar faults for other O2 sensors and heaters in other
catalytic converters in the system. Oxygen sensor diagnostics are
described in detail in alter section.
Diagnostics
Mass air flow (MAF) sensor (DTC 100-104):
MAF sensor diagnostics are performed for deterioration of electrical
and resister characteristics. In case of electrical circuit malfunction
fault code 100 is assigned.
If the sensor is indicating out of range 1reading fault code 101 is
assigned. If the sensor is indicating very low reading fault code 102 is
assigned. If the sensor is indicating very high reading fault code 103 is
assigned. The expected value is estimated using MAP sensor reading
and engine parameters. If the sensor is indicating intermittent faulty
reading fault code 104 is assigned.
Diagnostics
Throttle position Sensor (TPS) ( DTCs 120-124, 220-229):
TP sensor diagnostics are performed for deterioration of potentiometer operated
switch A circuit characteristics. In case of switch A circuit malfunction
fault code 120 is assigned. If the switch A circuit is indicating out of range
reading fault code 121 is assigned. If the switch A circuit is indicating very low
reading fault code 122 is assigned. If the switch A circuit is indicating very high
reading fault code 123 is assigned. The expected value is estimated using air flow
sensor reading and engine parameters. If the switch A circuit is indicating
intermittent faulty reading fault code 124 is assigned. For switch B circuit , fault
codes 220-224 are set for identical faults listed above. For switch C circuit , fault
codes 225-229 are set for identical faults listed above.
Diagnostics
Crankshaft Angular Position Sensor ( DTCs 335-344, 385- 389):

Crankshaft angular position sensor diagnostics are performed
for deterioration of magnetic reluctance of sensor A circuit
characteristics. In case of sensor A circuit malfunction fault
code 335 is assigned. If the sensor A circuit is indicating out
of range reading fault code 336 is assigned. If the sensor A
circuit is indicating very low reading fault code 337 is assigned.
If the sensor A circuit is indicating very high reading
fault code 338 is assigned. The expected value is estimated
using engine speed another engine parameters.
If the sensor A circuit is indicating intermittent faulty reading fault
code 339 is assigned. For sensor C circuit , fault
codes 34 0-344 are set for identical faults listed above.
For sensor B circuit , fault codes 385-389 are set for
identical faults listed above.
Diagnostics
Engine Coolant Temperature Sensor ( DTCs 115-119, 125-126):
Engine Coolant Temperature sensor diagnostics are
performed for deterioration of thermister characteristics. In case of thermister
and electrical circuit malfunction fault code 115 is assigned.
If the sensor circuit is indicating out of range reading fault code 116 is assigned.
If the sensor circuit is indicating very low reading fault code 117 is assigned. If
the sensor circuit is indicating very high reading fault code 118 is assigned.
The expected value is estimated using engine parameters. If the sensor circuit
is indicating intermittent faulty reading fault code 119 is assigned. For
insufficient coolant temperature for closed loop fuel control fault code 125 is
assigned. For insufficient coolant temperature for stable operation fault code
126 is assigned.
Diagnostics
Knock Sensor ( DTCs 325-334): Knock sensor diagnostics are
performed for deterioration of piezoelectric or magneto restrictive
characteristics. In case of electrical circuit malfunction fault code 325 is
assigned. If the sensor 1 circuit is indicating out of range reading
fault code 326 is assigned. If the sensor 1 circuit is indicating very low
reading fault code 327 is assigned. If the sensor 1 circuit is indicating
very high reading fault code 328 is assigned. Knocking is detected by
the oscillation frequency of the piezoelectric device or the voltage
developed by the magnetorestrictive device when knocking occurs. If
the sensor 1 circuit is indicating intermittent faulty reading fault code
329 is assigned.
If the sensor 2 circuit is indicating same faults as listed above, fault codes
330-3334 are assigned to the respective faults. Knock sensor diagnostics
are described in detail in a later section.
Diagnostics
Engine Speed Sensor ( DTCs 320-323):

Engine speed sensor diagnostics are performed for eterioration of
magnetic reluctance characteristics.
In case of electrical circuit malfunction fault code 320 is assigned.
If the sensor circuit is indicating out of range reading fault code 321 is
assigned. If the sensor circuit is indicating no signal , fault code 322 is
assigned. The expected value is estimated using engine parameters.
If the sensor is indicating intermittent faulty reading, fault code 323 is
assigned.
Diagnostics
Vehicle Speed Sensor ( DTCs 500-503):
Vehicle speed sensor diagnostics are
performed for deterioration of magnetic reluctance and
electrical characteristics. In case of electrical
circuit malfunction fault code 500 is assigned.
If the sensor circuit is indicating out of range reading
fault code 501 is assigned. If the sensor circuit is
indicating very low reading fault code 502 is
assigned. If the sensor is indicating very high/erratic/
intermittent reading fault code 503 is assigned.
Diagnostics
Misfire Detector( DTCs 300-312):
Misfire sensor diagnostics are
performed for reduction of cylinder torque due to lack of
combustion. In case of detecting misfire in cylinder 1
fault code 300 is assigned. The fault codes for misfires in
cylinder 2 to 12 are similarly assigned to 301 - 312
respectively. Misfire is described in detail in a later section.
Diagnostics
Evaporative Emission control system (Purge flow) ( DTCs 465-469):
Purge flow sensor circuit diagnostics are performed for deterioration
of Purge flow sensor circuit . In case of Purge flow sensor circuit
malfunction fault code 465 is assigned. If the Purge flow sensor
circuit is having range/performance problem purge flow fault code
466 is assigned. If the Purge flow sensor circuit has detected a low
value, fault code 467 is assigned. If the Purge flow sensor circuit
has detected a high value, fault code 468 is assigned. If the Purge
flow sensor circuit has intermittent fault, fault code 469 is assigned..
Diagnostics
Evaporative Emission control system (Purge valve) ( DTCs 440-445):
Purge valve diagnostics are performed for deterioration of evaporative emission
control system. In case of evaporative emission control system malfunction fault
code 440 is assigned. If the evaporative emission control system is having
incorrect purge flow due to faulty purge valve, fault code 441 is assigned. If the
evaporative emission control system has detected small leak, fault code 442 is
assigned. If the evaporative emission control system has purge control valve
circuit malfunction fault code 443 is assigned. If the evaporative emission control
system has purge control valve circuit open, fault code 444 is assigned. If the
evaporative emission control system has purge control valve circuit shorted fault
code 445 is assigned. Evaporative system diagnostics are covered in detail in a
later section.
Diagnostics
Evaporative Emission control system (Vent valve)
( DTCs 446-449):
If the evaporative emission control system vent control circuit
malfunction fault code 446 is assigned.
open, fault code 447 is assigned.
shorted, fault code 448 is assigned.
If the evaporative emission control system vent valve/solenoid circuit
malfunction, fault code 449 is assigned. Evaporative emission control
system diagnostics are described in detail in later section.
Diagnostics
Evaporative Emission control system (Pressure sensor)
( DTCs 450-455):
If the evaporative emission control system pressure sensor
is experiencing malfunction, fault code 450 is assigned.
has range/performance problem, fault code 451 is assigned.
has low input, fault code 452 is assigned.
has high input, fault code 453 is assigned.
is experiencing intermittent fault, fault code 454 is assigned.
is detected having leak, which is gross, fault code 455 is assigned.
Diagnostics
Ignition Coil ( DTCs 350-379):
Ignition coil diagnostics are performed for deterioration of ignition coil
primary/secondary characteristics. In case of ignition coil primary/secondary electrical
circuit malfunction, fault code 350 is assigned.
In case of ignition coil A primary/secondary electrical circuit malfunction, fault code 351
is assigned. Similarly for the case of ignition coil B to L primary/secondary electrical
circuit s' malfunction, fault codes 352-362 are assigned. If timing reference high
resolution signal A has malfunction fault code 370 is assigned. If timing reference high
resolution signal A has too many pulses fault code 371 is assigned.
If timing reference high resolution signal A has too few pulses fault code 372 is assigned.
If timing reference high resolution signal A has intermittent fault, fault code 373 is
assigned.
If timing reference high resolution signal A has no pulses, fault code 374 is assigned.
If timing reference high resolution signal B has similar faults, fault codes 375-379
respectively are assigned.
Diagnostics
Fuel Trim Fuel system (fuel metering) ( DTCs 170-195, 230-233 ):
Fuel trim diagnostics are performed for deterioration of fuel trim values.
In case of fuel trim malfunction (Bank 1)fault code 170 is assigned. If the
fuel trim is indicating too lean system, fault code 171 is assigned. If the
fuel trim is indicating too rich system fault code 172 is assigned.
In case of fuel trim malfunction (Bank 2)fault code 173 is assigned. If the
fuel trim is indicating too lean system, fault code 174 is assigned. If the
fuel trim is indicating too rich system fault code 175 is assigned. Fuel
trim diagnostics are described in detail in later section.
Diagnostics
Individual Fuel Injectors ( DTCs 251-296):
Injection pump fuel metering control circuit diagnostics are
performed for deterioration of fuel injection characteristics. In case of Injection pump fuel
metering control A (Cam/rotor/injector) malfunction, fault code 251 is assigned. In case of
Injection pump fuel metering control A (Cam/rotor/injector) range/performance problem,
fault code 252 is assigned. In case of Injection pump fuel metering control A
(Cam/rotor/injector) Low value, fault code 253 is assigned. In case of Injection pump fuel
metering control A (Cam/rotor/injector) high value, fault code 254 is assigned. In case of
Injection pump fuel metering control A (Cam/rotor/injector) intermittent fault, fault code
255 is assigned. For control B
faults similar to A, fault codes 256 to 260 are respectively assigned.
fault codes 261-296 are assigned to injector coil circuits of cylinders 1 to 12 for low value, high
value, and contribution/balance fault respectively.
Diagnostics
EGR Sensor /Valve ( DTCs 400-408):
EGR sensor/ valve diagnostics are
performed for deterioration of exhaust gas flow characteristics. In case
of EGR flow malfunction fault code 400 is assigned. If the EGR flow is
indicating insufficient flow, fault code 401 is assigned. If the EGR flow
is indicating excessive flow, fault code 402 is assigned. If the EGR
circuit malfunction, fault code 403 is assigned. If the EGR circuit is
indicating range/performance problem , fault code 404 is assigned.
If the EGR sensor A circuit is indicating low value, fault code 405 is
assigned. If the EGR sensor A circuit is indicating high value, fault code
406 is assigned. Similar faults on sensor B circuit are assigned fault
codes 407, 408 respectively. EGR sensor/valve diagnostics are
described in detail in later section.
Diagnostics
Idle air control (IAC) valve 505-507
Idle control system diagnostics are
performed for deterioration of idle air flow characteristics. In case of idle air
control system malfunction fault code 505 is assigned. If the idle air control
system is indicating lower than expected flow, fault code 506 is assigned. If
the idle air control system is indicating higher than expected flow ,fault code
507 is assigned.
Diagnostics
Secondary air injection system ( DTCs 410-419):
Secondary air injection system diagnostics are
performed for deterioration of Secondary air injection system flow characteristics. In case of
Secondary air injection system malfunction, fault code 410 is assigned. In case of Secondary air
injection system incorrect flow, fault code 411 is assigned. In case of Secondary air injection
system switching valve A circuit open , fault code 413 is assigned.
In case of Secondary air injection system switching valve A circuit shorted , fault code 414 is
assigned. In case of Secondary air injection system switching valve B circuit malfunction, open ,
or shorted, fault codes 415-417 are assigned respectively. In case of Secondary air injection
system Relay A circuit malfunction , fault code 418 is assigned. In case of Secondary air
injection system Relay B circuit malfunction , fault code 419 is assigned.
Secondary air injection system diagnostics are described in detail in later section.
Diagnostics
Fuel level Sensor ( DTCs 460-464):
Fuel level sensor circuit diagnostics are performed for deterioration of fuel level
sensor characteristics. In case of fuel level sensor
circuit malfunction fault code 460 is assigned. If the
fuel level sensor circuit is indicating out of range/performance problem, fault
code 461 is assigned. If the fuel level sensor circuit
is indicating very low reading, fault code 462 is assigned. If the
fuel level sensor circuit is indicating very high reading fault code 463 is assigned.
The expected value is estimated using flow parameters. If the
fuel level sensor circuit is indicating intermittent faulty reading, fault code 464 is
assigned.
Diagnostics
Catalytic converter ( DTCs 420-434):
Catalyst system efficiency diagnostics are performed for
deterioration of characteristics, for Bank 1. In case of Catalyst
system efficiency below threshold, fault code 420 is assigned. In
case of Warm Up Catalyst efficiency below threshold, fault code
421 is assigned. In case of Main Catalyst efficiency below
threshold, fault code 422 is assigned. In case of Heated Catalyst
efficiency below threshold, fault code 423 is assigned. In case of
Heated catalyst temperature, below threshold, fault code 424 is
assigned. For identical faults for Bank2 , fault codes 430 to 434
are respectively assigned. Catalytic converter diagnostics are
described in detail in later section.
Sensors and Actuators

Employed in OBD II
Diagnostics
OBD II tests all sensors, actuators (valves) , switches, and wiring for proper connectivity,
and checks the inputs and outputs of each device are within allowed range of values. The
following sensors and actuators are tested and monitored by the OBD II diagnostics:
Coolant temperature sensor
Intake air temperature sensor
Manifold Absolute Pressure (MAP) sensor
Engine Speed (Angular speed) sensor
Exhaust Gas Oxygen (EGO) sensor
Throttle Position (Angle) (TPS) sensor
Crankshaft (angular) Position sensor
Knock sensor
Ignition timing sensor
Ignition actuator
Idle air control (IAC) valve
Secondary air valve
EGR actuator (pintle valve)
Fuel metering actuator
Fuel injector

Employed in OBD II
Diagnostics
Each sensor circuit listed below consists of mainly three parts:
Sensor, A signal processor, and a display device.
A Sensor converts the physical quantity such as temperature,
pressure, vacuum, RPM,
air flow, velocity, or acceleration into an electrical signal so that
it may be
operated by the signal processor

Employed in OBD II
Diagnostics
A signal processor performs some operation on the
intermediate signal, to increase power level, reliability, and
accuracy. The signal is then manipulated into a form so that
when displayed, it can be understood by the viewer.

Employed in OBD II
Diagnostics
The display device converts the signal from signal processor
into a readable quantity.
The sensor converts energy from the form
of the measurement variable to an electrical signal. An ideal
analog sensor generates an output voltage which is
proportional to the quantity being measured:
v0 = Kq0, where K is the sensor calibration constant, v0 is
voltage, and q0 is the measured physical quantity, such as
temperature, etc.

Employed in OBD II
Diagnostics
K is the sensor Calibration constant whose units are volts per
physical quantity measured. An ideal sensor has a linear
transfer characteristic. Real sensor
has noisy transfer characteristic. As a consequence the sensor
output needs signal processing which compensates for the noise
and transforms it, suitable for display.

Employed in OBD II
Diagnostics
Coolant temperature sensor: Principle of operation: The sensor consists of a
thermister mounted in a housing which is designed to be inserted in the coolant
stream. This housing is threaded with pipe threads which seal the assembly against
coolant leakage. A thermister is made of a semiconductor with a negative
temperature coefficient. The sensor is connected in an electrical circuit. see Figure
in handout. The sensor output varies inversely with temperature.
Diagnostics: The electrical characteristics of the thermister may deteriorate with
time. The reference voltage, and the series resister in the circuit are critical sources
of variation from correct temperature. The relation between resistance and
temperature is not linear in thermister. Silicon temperature sensors provide a
more linear output signal and are expected to replace thermister.
OBD II DTCs : There are two failure modes. One is engine coolant temperature
not correct, and other is insufficient temperature for closed-loop operation or
unstable operation.

Employed in OBD II
Diagnostics
Intake air temperature sensor
Principle of operation:
The sensor is similar in construction to the coolant temperature sensor. It is installed

in the air intake manifold upstream of the air flow meter. The temperature vs
voltage across the thermister is not completely linear.
Diagnostics: The electrical characteristics of the thermister may deteriorate with
time. The reference voltage, and the series resister in the circuit are critical sources
of variation from correct temperature. The relation between resistance and
temperature is not linear in thermister. Silicon temperature sensors provide a
more linear output signal and are expected to replace thermister.
OBD II DTCs : There is one failure mode. It is intake air temperature
not correct. OBD II DTC s are 110-114.

Employed in OBD II
:
Diagnostics
Manifold Absolute Pressure (MAP) sensor: Principle of operation: The sensor measures the the
displacement of a diaphragm which is deflected by the manifold absolute pressure. There are two versions. In
strain gauge MAP sensor, the silicon diaphragm is sealed to a pyrex plate under vacuum. A set of sensing
resistors is formed around the edge of this vacuum. The resistors are formed by diffusing a doping
impurity into the silicon. Manifold pressure applied to the diaphragm cause it to deflect which changes the
resistance due to piezoresistivity
proportional to the pressure. An electrical signal voltage, proportional to the manifold pressure is obtained by
connecting the resistors in a Wheatstone bridge. In the second version of MAP sensor, a film electrode
is deposited on the inside face of two alumina plates forming a capacitor. The capacitor capsule is placed in a
sealed housing which is connected to manifold pressure by a small diameter tube. The deflection of these
plates when pressure is applied to them , causes their capacitance to change proportional to the applied
pressure. The capacitor is placed in an oscillator circuit. the frequency of oscillation is proportional to intake
temperature.
Diagnostics The electrical characteristics of the strain gauge MAP sensor may deteriorate, resulting in
incorrect output, stuck at low signal, stuck at high signal,, and intermittent failure.
OBD II DTCs
The failure modes of MAP sensor are diagnosed by OBD II.

DTCs for these faults are 105-109.

Employed in OBD II
Diagnostics
Engine Speed (Angular speed) sensor
Principle of operation
The sensor consists of a permanent magnet with a coil of wire wound around it.
A steel disk with protruding tabs pass between the pole pieces of this magnet.
The disk is mounted on the crankshaft. The number of tabs is half the number of
cylinders of the engine. The sensor is of magnetic reluctance type so that a
voltage is generated with the frequency which is a multiple of revolutions
per minute (RPM) of the crankshaft. By measuring the frequency of this
signal voltage the engine RPM is calculated.
Diagnostics The electrical
characteristics of the magnetic reluctance sensor may deteriorate,

resulting in incorrect output, stuck at low signal, stuck at high signal,,
and intermittent failure..
OBD II DTCs
The failure modes of Engine speed sensor are diagnosed by OBD II.
DTCs for these faults are 320-323..

Employed in OBD II
Diagnostics
Exhaust Gas Oxygen (EGO) sensor
There are two types of EGO sensors, both based on the use of oxides of materials.
One uses Zirconia (ZrO2), and the other uses titanium oxide (TiO2 ). But ZrO2
is most popular and is described here. The sensor consists of ZrO2 sandwiched
between two platinum electrodes. One electrode is exposed to exhaust gas
in the exhaust manifold, and the other electrode is exposed to normal air for
reference. The electrode that is exposed to exhaust gas is coated with porous protective
overcoat.
The ZrO2 attracts oxygen ions and they accumulate on the
ZrO2 surface just inside platinum electrode. AS oxygen ions are negatively
charged, there will be a potential across the two electrodes if the oxygen ions
on exhaust gas side are less than the oxygen ions on the normal air side. The
polarity of this voltage is positive on the exhaust gas side and negative on air side.
The voltage depends on the concentration of the oxygen in the exhaust gas and the
EGO sensor temperature.

Employed in OBD II
Diagnostics
EGO Oxygen sensor:
Diagnostics: Check for abrupt change in voltage at stoichiometry. Must have

rapid changes of output voltage in response to exhaust gas oxygen changes.
Must have large difference in sensor output voltage between rich and lean
A/F ratio conditions. Must have stable voltage with respect to exhaust
temperature.
OBD II DTCs
The failure modes of EGO sensor are diagnosed by OBD II.
DTCs for these faults are 400-408..

Employed in OBD II
6141Diagnostics
Throttle Position (Angle) (TPS) sensor Principle of operation

The sensor is a rotary potentiometer driven by the shaft of the butterfly valve
in the throttle , and a linear potentiometer driven by the connecting rod
between the accelerator pedal and the throttle. The sensor uses a continuous
resistive film manufactured with thick film technique. The material is a
ceremet or resistive plastic compound. As the throttle butterfly valve rotates
the potentiometer voltage varies in proportion to the angle of rotation of
throttle.
Diagnostics
The electrical characteristics of the Throttle position sensor may deteriorate,

resulting in incorrect output, out of range/performance values, stuck at
low signal, stuck at high signal,, and intermittent failure..
OBD II DTCs The failure modes of throttle sensor are diagnosed by OBD II.

Employed in OBD II
Diagnostics
Crankshaft (angular) Position sensor Principle of operation
The crankshaft position sensor is similar in operation to engine speed
sensor.
The electrical characteristics of the Crankshaft position sensor may deteriorate,

Diagnostics:
resulting in incorrect output, out of range/performance values, stuck at
low signal, stuck at high signal,, and intermittent failure..
OBD II DTCs The failure modes of crankshaft position sensor

are diagnosed by OBD II.

Employed in OBD II
Diagnostics
Principle of operation:
The sensor consists of a hot film element (resistor) which is electrically heated to a constant temperature,
that is measured by a temperature sensor. This element is incorporated in a whetstone bridge with
power supply from the output of an amplifier whose input is the differential voltage, of the bridge
resistors, which is balanced when there is no air flow over the hot film at constant temperature.
When air flows over the film, the film cools and the resistance of the film element drops, causing bridge
unbalance thereby producing an input voltage to the amplifier. The output of the amplifier is connected
to the bridge circuit and provides power for the circuit. The amplifier voltage changes the resistance in
such a way as to maintain a fixed hot film temperature relative to the inlet temperature.
The output voltage of the amplifier is a measure of the additional current required to heat the wire back
to its original temperature. The additional current required is a measure of the heat transfer and
therefore of air mass flow rate. The second arm of the bridge is a similar self-heated wire, placed in still
air which provides compensation for changes in air temperature. and amplifier output voltage. This
voltage is converted to frequency which is measured by PCM using a counter. The counter value is
proportional to the air flow rate (volume) from which the mass is computed by multiplying the volume
by the air density at that temperature.
Diagnostics:
The electrical characteristics of the Mass Air Flow sensor may deteriorate, resulting in incorrect output, out
of range/performance values, stuck at low signal, stuck at high signal,, and intermittent failure..
OBD II DTCs : The failure modes of crankshaft position sensor are diagnosed by OBD II.
Knock sensor

Employed in OBD II
Diagnostics
Principle of operation The sensor measures the sudden rise

in cylinder pressure during combustion which commonly occurs with high
manifold pressure and excessive spark advance. The sensor consists of
magnetorestrictive rods placed in a magnetic field of a coil. When excessive cylinder
pressure is sensed the rods change the flux field in the coil which produces a voltage
change in the coil. The engine cylinder is mechanically resonant to the knock
frequency band, and the output signal is responsive to the first time derivative of
acceleration, also called jerk. The output signal of the sensor forms a closed loop
system that retards the ignition to reduce the knock detected at the cylinders. The
problem of detecting knock is complicated by the presence of
other vibrations and noise in the engine.
Another version of knock sensor uses piezoelectric crystals, or the piezoresistance of
a doped silicon semiconductor.
Diagnostics The electrical characteristics of the Knock sensor may deteriorate,
resulting in incorrect output, out of range/performance values,
stuck at low signal, stuck at high signal,, and intermittent failure.
OBD II DTCs The failure modes of knock sensor are diagnosed by OBD II. DTCs for these
faults are 325-329.

Employed in OBD II
Diagnostics
Ignition timing sensor
Principle of operation Wiegand-effect sensor or

magnetic reluctance sensor can be used to set ignition timing. In the latter type,
a variable reluctance sensor is mounted on the engine block near a harmonic damper.
A harmonic damper is a steel disk-shaped device connected to the crankshaft
at the end opposite the flywheel. The damper has a notch cut in its outer surface. As a
notch in the rotating damper passes by a variable reluctance sensor, the decrease in
magnetic flux generates a voltage pulse in the sensor circuit. This voltage pulse is
used to set ignition timing
Diagnostics
The electrical characteristics of the Ignition timing sensor may

deteriorate, resulting in incorrect output, out of range/performance
values, stuck at low signal, stuck at high signal,, and intermittent
failure.
OBD II DTCs The failure modes of ignition timing sensor are diagnosed by OBD II. DTCs for
these faults are 350-379.

Employed in OBD II
Diagnostics
Ignition actuator
The ignition actuator receives its control pulse from an ignition timing sensor.
An ignition timing sensor measures the engine angular position to calculate the
position at which the spark should occur. The ignition timing sensor generates a
pulse that triggers an electronic circuit that in turn drives the coil primary. This
circuit, when so triggered, switches off the current in the coil primary, thereby
initiating the spark. The concept of an engine position sensor used as an ignition
timing sensor is described previously.
In another scheme, a permanent magnet
couples to a ferromagnetic element which mounted on the distributor shaft and
rotates with it. As this element rotates , the time varying magnetic field induces
a voltage in the coil that is proportional to the rate of change of magnetic field.
Each time one of the cogs on the ferromagnetic wheel passes under the coil axis,
one of the sawtooth-shaped pulses is generated. This wheel has one cog for
each cylinder , and the voltage pulses provide a timing pulse for calculating the
spark time for the corresponding cylinder.

Employed in OBD II
Diagnostics
Diagnostics
OBD II DTCs
The electrical characteristics of the Ignition actuator may

deteriorate, resulting in incorrect output, out of range/performance
values, stuck at low signal, stuck at high signal,, and intermittent
failure.
The failure modes of ignition actuator

are diagnosed by OBD II. DTCs for these faults are 350-379.
EGR actuator

Employed in OBD II
Diagnostics
The EGR actuator is a vacuum operated
diaphragm valve, with a spring that holds the valve closed if no vacuum is applied.
The vacuum that operates the diaphragm is supplied by the intake manifold and is
controlled by a solenoid operated valve under control of the PCM. When the
solenoid is energized by the PCM the EGR valve is opened by the applied vacuum.
When the solenoid is deenergized the the vacuum is cut off from the EGR valve and
the spring holds the EGR valve closed. The amount of EGR is controlled by the
duty cycle of the pulsed control current that is proportional to the average time of
energized solenoid. The duty cycle, and the valve opening are properly controlled
to ensure exact amount of EGR is provided without adversely affecting emissions.
The duty cycle of the current pulse that energizes the solenoid ,
Diagnostics
and the EGR amount are correlated periodically by OBD II
diagnostics.
OBD II DTCs The failure modes of EGR flow are diagnosed by OBD II. DTCs for these faults
are 400-408.

Employed in OBD II
Diagnostics
Idle air control (IAC) valve Principle of operation The valve is an electronically
controlled throttle bypass valve which allows air to flow around the throttle plate
(which is closed due to low engine RPM and vehicle being stationary) and produces the
same effect as if the throttle is slightly opened. A stepper motor opens the pintle (valve)
allowing a limited amount of air to bypass the closed throttle plate. The stepper
motor controls the pintle movement accurately thus controlling the amount of
bypass opening into the intake manifold. The duty cycle of the stepper motor
is controlled by the PCM which monitors the pintle position and commands the
stepper motor to move back the pintle to open the bypass by the calculated
amount and move the pintle forward to close the bypass at the end of the duty cycle.
Diagnostics The duty cycle of the stepper motor , and the amount of bypass by the
pintle valve are correlated periodically by OBD II
diagnostics. The initial position and the final position of the pintle
valve are continuously checked.
OBD II DTCs
The failure modes of idle air flow are diagnosed by OBD II. DTCs for these
faults are 505-507.

Employed in OBD II
Diagnostics
Secondary air valves Principle of operation: The secondary air is controlled by two
solenoid valves similar to the EGR valve. One valve switches airflow to the exhaust
system or to outside air cleaner. The other valve switches air flow to the
exhaust manifold or to the second chamber of the three-way catalytic converter.
The air routing is done by the PCM based on engine coolant temperature, and
A/F ratio. During cold start the secondary air goes to exhaust manifold, and during
closed loop operation, secondary air goes into catalytic converter. During heavy
loads and during severe deceleration, secondary air is directed to air cleaner where
it has no effect on exhaust temperature.
Diagnostics The duty cycle of the current pulse that energizes the solenoid ,
and the secondary air flow are correlated periodically by OBD II
diagnostics.
OBD II DTCs
The failure modes of secondary air flow are diagnosed by OBD II.

Employed in OBD II
Diagnostics
Fuel metering actuator

Principle of operation The actuator used for electronic
control of fuel metering is the throttle body fuel injector. The TBFI consists of one
or two solenoid-operated fuel injectors that are mounted in a housing on the intake
manifold. The fuel is injected into and atomized by the moving air stream that flows
into the intake manifold. PCM controls the amount of fuel. Fuel metering actuator
delivers fuel in precise amounts under PCM control. The amount of fuel injected into
the cylinder is determined by the length of time that the injectors are energized which is
their duty cycle. The injection time is synchronous with engine speed and is given by:
intake air amount/engine speed x compensation coefficient (correction factor) +
voltage-compensated injection time. Fuel trim is used to find the correction factor.
Compensation coefficients are dependent on driving conditions such as heavy load,
idle, or braking. Asynchronous injection is performed during start-up and
acceleration. Fuel injectors are based on multipoint injection in which each each
injector is mounted on the intake manifold of its cylinder.
Diagnostics PCM monitors the rate of updating fuel trim and the correction factor
to determine if the fuel metering actuator (and injectors ) is functioning
properly
OBD II DTCs The failure modes of fuel system are diagnosed by OBD II. DTCs for these
faults are 170-175.
Fuel injector

Employed in OBD II
Diagnostics
Individual fuel injectors located
in the intake manifold near the intake valve is the current practice. Each fuel injector
is a solenoid activated plunger which is normally closed inhibiting fuel delivery.
When
activated, the valve opens and a predetermined quantity of fuel is sprayed into the
air flowing into the cylinder and mixed with this air. This valve opening is timed
relative to the intake stroke by the PCM controller.
The fuel injector consists of a spray nozzle and a solenoid operated plunger. Whenever
the plunger is lifted from the nozzle, fuel flows at a fixed rate through the nozzle into
the air stream going to the intake manifold. The plunger acts as a fuel injection on-off
valve. The plunger position is controlled by a solenoid and a spring. When no current
is applied to the solenoid, the plunger is tightly held against the nozzle by a spring.
The plunger is pulled away from the nozzle when the solenoid is activated, causing
fuel to flow which is under pressure. The solenoid, plunger, and nozzle act as an
electrically switched valve, which is closed or open, depending on whether the
the control current is off or on respectively. The fuel flow rate is regulated by fuel
pressure and nozzle geometry. The amount of fuel is proportional to the time the valve
is open. The control current that operates the fuel injector is pulsed on and off, and the
Air/Fuel ratio is proportional to the duty cycle of the pulse train from the PCM
controller.

Employed in OBD II
Diagnostics
Diagnostics
The duty cycle of the current pulse that energizes the solenoid ,
and the fuel amount are correlated periodically by OBD II
diagnostics.
OBD II DTCs
The failure modes of fuel injector are diagnosed by OBD II. DTCs for these faults
are 251-296.
Functionality of Powertrain
Control Module (PCM) in
OBD II Diagnostics
Powertrain Control Module (PCM) performs the following functions in relation to
OBD II Diagnostics:
Perform microprocessor-based self diagnostics to ensure
correct operation of the PCM and safe storage of
OBD II diagnostic data in memory.
Perform On-Board diagnostics in real time and alert the
driver by illuminating MIL in case of a fault
Perform powertrain control functions to reduce emissions
and meet OBD II regulations during open-loop
operation at start-up time.
and meet OBD II regulations in closed-loop control
during normal operation.
OBD II
Perform microprocessor-based self diagnostics to ensure correct operation
of the PCM and safe storage of OBD II diagnostic data in memory.
The PCM performs the following self diagnostics:
Verify the checksum of the program memory in ROM with its function and
correct version.
Perform read and write test of RAM cells for fault free memory
Perform processor functions in CPU, peripheral devices including A/D
converters, watchdog timers, and registers to verify that the processor is
functioning properly.
Perform checks on stored vehicle data and verify that the
data is not corrupted and is within reasonable limits of vehicle operation.
OBD II
Perform On-Board diagnostics in real time and alert the driver by illuminating
MIL in case of a fault . The PCM performs on-board diagnostics in real time
by interspersing diagnostics with vehicle control functions. The diagnostics
are classified into priority levels from 1 to 8 or 9. The highest priority level tests are
done every 1 millisecond, followed by next priority level tests every 5 milliseconds,
10 milliseconds, 20 milliseconds, 50 milliseconds, 100 milliseconds, 200 milliseconds,
500 milliseconds, and 1 second. The highest priority level tests are those that
effect safety and emissions to a high degree according to OBD II regulations.
These include Oxygen sensor (lambda sensor) , and fuel trim checks during
closed loop operation of the vehicle. The next priority checks are the interrupt
timers, and watchdog timers. The next priority tests are sensors, including EGO
sensor, Throttle position sensor, Misfire detection, MAP sensor, Engine RPM sensor,
MAF sensor, Crankshaft position sensor, and Engine coolant sensor.
The next priority tests are EGR intrusive tests, Catalytic converter's secondary air,
and canister purge, fuel level sensor, pedal actuator, and ignition timer.
The next priority checks are periodic self tests.
OBD II
The PCM is interrupted by the real time scheduler during the performance of
its normal vehicle control functions when the on-board tests are due. At this time the
PCM saves its current state of the vehicle and performs the diagnostics. This
takes about 100 microseconds. Then the PCM returns to its normal vehicle
control functions. This repeats for each priority level diagnostics. In this
manner the PCM spends about 15- 40% of its time to diagnostics and the rest to
perform its normal vehicle control functions. The method of testing each component
depends on the electrical characteristics and vehicle functions performed by the
device. The PCM maintains the low and high limits for each test parameter, and
normal range of values and performance requirements for each component that it
tests. The PCM also has adequate hardware test capability to find a short circuit,
or open circuit, or the noise level of a signal, including battery, power supply, wiring
harness, each sensor, actuator and control unit related to emissions control.
The PCM tests each sensor by measuring each test parameter, such as input, or output
and comparing it with the expected value stored in the technical data for the sensor.
OBD II
The PCM also compares the signals of the components under test with a
combination of information provided by other sensors, to verify the
reasonableness of values provided by the components. The noise level and the
performance of each signal of the component is checked as well. Actuators are
tested similarly to the way the sensors are tested for short circuit, open circuit, and
range and performance levels. The test method also includes computing a test
output of a sensor using different engine parameters and comparing them for
compliance. This is called analytical redundancy. The actuator under certain
conditions is intrusively activated and its output is measured to verify against the
expected value for proper operation. If discrepancies to the nominal values are
diagnosed in any component under test , the information is stored in memory
with all the relevant supporting data, such as engine speed, MAP sensor, coolant
temperature, and others. This is called Freeze Frame since it gives the vehicles
state at the instant of failure of that component.. Thus defects that appearance or
under certain conditions can be diagnosed. If the fault occurs only once during
several cycles, it is deleted.
OBD II
If the fault persists for two cycles consecutively, it is not erased until the defect
is repaired by the technician. In case of an out of range output of a sensor , the
PCM substitutes a corresponding reasonable value for that vehicle condition
of operation. The PCM also provides clear information to the driver by
illuminating the MIL (Malfunction Indicator Light) in case of a defect without
causing alarm for minor problems. All relevant data for off-board diagnostics,
and repair are stored by the PCM in its memory for later use. In the case of a
defect that completely impairs the vehicle performance the PCM has the full
capability to switch the vehicle state to a safe state of lesser capability called
Limp Home state, in which the vehicle is brought to a safe degraded operating
condition, that includes a halt of the vehicle. The PCM communicates with the
OBD II scan tool and provides diagnostic data, and OBD II DTCs of all faults
experienced by the vehicle so far to the external tester to facilitate off-board
diagnostics, and vehicle repair. In this respect OBD II provides SAE J 1850 data
link for communication of diagnostic data, SAE J 2012 provides the DTC message
formats, and SAE J 1979 provides the test modes, requesting PCM for emissions
related powertrain diagnostics data.
OBD II
OBD II Functions: These include catalyst monitoring, misfire monitoring,
evaporative system monitoring, secondary air system monitoring, fuel system

monitoring, oxygen sensor, monitoring, EGR (exhaust gas recirculation) system
monitoring, and comprehensive component monitoring.
Catalyst: PCM shall individually monitor the front catalyst or catalysts which
receive untreated engine out exhaust gas for malfunction. This is done by
monitoring the oxygen sensor in front of the catalyst. In addition the PCM
shall monitor the oxygen sensor situated down stream of the catalyst, and compare
the signals of the two sensors to verify that the catalysts are functioning properly.
A properly functioning catalyst shows a storage effect such that the oscillations
of the lambda oxygen sensor at the down stream of the catalyst are minimal or
zero, while the upstream oxygen sensor is oscillating with amplitude and frequency
of the limit cycle of the rich/lean, air /fuel mixture.
Misfire Detection: The PCM shall monitor engine misfire and identify cylinder
experiencing misfire. If a certain percentage of misfires within 200 or 1000 revolutions
is detected, a fault code is stored by the PCM and the MIL is illuminated by the PCM.
Misfire detection is critical to emissions and is described in detail in a later section.
OBD II
Oxygen sensor: The PCM shall monitor the output voltage, the response rate, and
other parameters that can affect emissions, and all fuel control oxygen sensors for
malfunction. The algorithm involves monitoring for short circuit, or breaks, and
monitoring the switching frequency of the closed-loop control. If this is too slow
or too fast relative to the limit cycle frequency of the air/fuel mixture, then the
oxygen sensor is deemed defective. The PCM illuminates the MIL in the event of a
fault and stores the DTC and diagnostic data in memory. Heated sensors are
monitored using heater current, voltage, and sensor temperature .
Evaporative system: The PCM shall control the air flow of the complete evaporative
system. The PCM shall also monitor the emission of HC vapors into the atmosphere
by performing a pressure check and a vacuum check of the purge valve,
and the canister valve, using intrusive purge operations. The algorithm is two fold.
At idle position, the purge valve is activated and the lambda sensor is monitored
for its reaction which should indicate a rich reading (high voltage of 900 mv). For leak
detection of the evaporative system, the canister valve is closed, and the canister pressure is
decreased to about about -1.5 KPa. Then the complete system is turned off and the pressure
within the canister is monitored for variation with time. The pressure gradient, together with
other parameters like the amount of fuel, may indicate a leak. If the leak persists for two
consecutive cycles, the MIL is illuminated.
OBD II
Secondary Air system: The PCM shall monitor the secondary air delivery system
and proper functioning of the air switching valves. The algorithm consists in
monitoring the lambda sensor for correlated deviations when the secondary air
flow is changed from exhaust manifold or to catalyst chamber or to outside air
cleaner.
Fuel system: The PCM shall monitor the fuel delivery system. The algorithm is to
monitor the deviations of the stoichiometric ratio which last for a longer time and
store them within the adaptive mixture controller consisting of short term fuel trim,
and long term block learn. If these values exceed defined limits, components of the
fuel system are deemed defective. This will result in illuminating the MIL and
storing the DTC in memory.
Exhaust Gas Recirculation (EGR) system: The PCM shall monitor the EGR system
for low and high flow rate malfunctions. The algorithm is two fold: At overrun, the
fuel is cut off and the EGR valve is completely opened. The flow of exhaust gas to
the intake manifold raises the manifold pressure, which is recorded. Secondly
monitor the increase of he manifold intake temperature when the EGR valve is
opened.
OBD II
and meet OBD II regulations during open-loop operation at start-up time.
The primary function of the PCM is to control the powertrain operation during
the start up and during the warm up conditions. In both the conditions, the
primary function of the PCM is to maintain the Air/Fuel ratio at or near
stoichiometry. The modes in which this control is accomplished are :
open-loop control and closed-loop control corresponding to start up and
warm up condition respectively. In this section,
we consider the open-loop control and in the next section we will describe the
closed-loop control by the PCM.
The open-loop control by the PCM is in effect during the start up of the vehicle
when the electronic fuel control system is not controlled by the lambda
oxygen sensor due to its low temperature (below 300 C). During this mode the
PCM controls the fuel system to remain in stoichiometry by using MAP, Engine RPM,
EGR and Coolant temperature sensor in stead of the lambda oxygen sensor.
OBD II
The PCM obtains the mass air flow from the MAF sensor and obtains the mass
fuel required to keep the air/fuel ratio equal to stoichiometry (14.7) from lookup
tables. The inputs to the lookup table is MAP, Engine RPM, Coolant temperature,
and EGR, all of which are readily available by computation, or lookup table.
The value of the speed density product Ra* da is given by:
Ra = (Engine RPM/60) * ( Engine displacement/2)* volumetric efficiency - EGR volume flow rate
da = Ma / Ra , where Ma is the mass of air, and Ra is the volume at in take air temperature T.
Tables of da, the density of air measured versus temperature are available in lookup tables.
Engine displacement and volumetric efficiency are engine design parameters, which are
constant. Lookup tables with inputs: Engine RPM, MAP, T, and EGR give directly the
mass flow rate of air, which is product Ra* da . This is used as input into another lookup
table that gives the duty cycle of the fuel injector, which gives the amount of fuel required to
keep the A/F mixture at stoichiometry. This lookup is performed by the PCM to comply
with OBD II regulation mandated by CARB and EPA for controlling emissions..
OBD II
and meet OBD II regulations in closed-loop control
during normal operation.
Closed-loop mode of control is selected by PCM when the lambda sensor has
attained a temperature more than 3000 C. The intake Air/Fuel ratio is
controlled in a closed loop by measuring the EGO at the exhaust manifold
and altering the input fuel flow rate with fuel injector to correct for a rich or
lean mixture indication. The PCM continuously adjusts the output signal to
the fuel injector to maintain stoichiometry by varying the duty cycle. Variations
in engine transport delay with RPM are corrected by reducing the cycle
frequency and duty cycle ramp rate with decreasing RPM. The fuel flow is
corrected by using fuel trim correction using short term update and long
term update scheme, to compensate for the engine performance over time.
OBD II
and meet OBD II regulations in closed-loop control.
Acceleration Enrichment: When heavy load is demanded by the driver, the
PCM adjusts the fuel control to provide enriched air/fuel mixture to maximize
engine torque and neglect emission control. This is for short time and is
approved by EPA. The PCM performs this by detecting high throttling angle
sensor voltage or high MAP sensor value. In case WOT, the PCM increases the
duty cycle of the fuel injector to the maximum allowed value, which may result
in A/F ratio of as low as 12:1.
OBD II
and meet OBD II regulations.
Deceleration Enleanment and Idle Speed Control: When the driver
decelerates the vehicle very hard, the PCM reduces the engine torque by
cutting off fuel , with decel fuel cut off mode in which the fuel injector is
turned off or the duty cycle is drastically reduced. A typical algorithm for
fuel injection duration for the desired Air/Fuel ratio of stoichiometry is given by:
T = base pulse width from lookup table for mass air flow + closed loop
correction factor closed loop correction factor is the fuel trim block learn value
alluded earlier.
For open-loop control , closed-loop correction factor is zero.
For closed-loop operation, correction factor, C, is given by:
C = I*A + B*F, where A and B are constants, and I is the integral part, and F is
the fractional part of the correction factor..
OBD II
I and F are determined from the fuel trim, and EGO sensor. When EGO indicates
rich mixture , Fuel trim value I is reduced by 1, and increased by 1 for lean mixture.
The base pulse width of fuel injector is proportional to mass air flow given by:
T = K* Ra , where factor K is determined by the PCM, depending on the Mode of
fuel control. For closed-loop normal operation, K corresponds to stoichiometric
Air/Fuel mixture. For cold start, K corresponds to A/F = 12:1. For deceleration, K=0.
The mass air flow is calculated by the PCM as described before.
OBD II Diagnostics
Idle Speed Control: When the throttle angle reaches its closed position
and engine RPM falls below a preset value (about 600), the PCM switches
to idle speed control mode. The PCM controls the idle air control
pintle (valve) to let air to flow into intake manifold, bypassing the closed
throttle to prevent the engine from stalling due to lack of torque. The
pintle is operated by a stepper motor, which withdraws the pintle from its
closed position (seat) to open the bypass that lets a limited amount of
air flow into the intake manifold. Idle speed is detected by the RPM sensor
indicating a low value, the vehicle is stationary, and throttle is closed. The
PCM adjusts the pintle to keep the idle speed around 600 to 700 RPM. The
pintle valve is completely closed when engine is not idling.
OBD II Diagnostics
EGR Control: At high engine load (high throttle angle), and high Engine RPM,
and at high engine coolant temperature, the cylinder temperature at combustion
reaches temperature greater than 30000 F which causes NOx emissions to increase
beyond the OBD II limits. For this reason, the PCM recirculates a small portion of
the exhaust gases into the intake manifold. This has the effect of reducing oxygen
content without reducing the mass of gas processed. The combustion imparts
energy to the inert exhausts gas as well as to the air charge. The net effect is
to retain much of the engine power while reducing the flame temperature
at part load, thus decreasing production of NOx. The PCM controls the EGR
valve depending on the throttle angle, engine RPM, coolant temperature. EGR is
completely closed during cold start and during start up of the engine.
The duty cycle of the EGR valve is obtained from predefined table lookup.
OBD II Diagnostics
EGR Control (contd) : The EGR signal can either control a valve opening, which is
detected by a valve position sensor, or the PCM can meter the exhaust gas
in the same way as the PCM meters the fuel in the fuel injector. The PCM uses
the sensor similar to throttle position sensor to determine the amount of EGR
fed into the air intake during open loop control mode, to make air/fuel ratio
calculation, when it is not stoichiometric ratio. This sensor gives an electrical signal
which is proportional to the amount of opening of the EGR valve that can be
used to compute the amount of EGR from the knowledge of the valves duty cycle.
OBD II Diagnostics
Secondary Air management: The PCM controls the powertrain operation in
engine warm-up mode by selecting a warm-up time from a table lookup
table based on the coolant temperature. During engine warm-up the Air/Fuel
ratio is still rich as in during engine crank, when the engine is still cold. The PCM
controls the powertrain functions in open-loop mode and uses secondary air
management to bring up the converter temperature as well as EGO sensor
temperature, to go into closed-loop mode as soon as possible when the emissions
are lowest and meet OBD II requirements. The PCM provides extra oxygen rich air
to either the converter itself, or to the exhaust manifold. The catalyst temperature
must be above 2000 C to efficiently oxidize HC and CO and reduce NOx to N2 .
During warm-up when the catalytic converter is cold, the HC , and CO are oxidized
in the exhaust manifold. This creates extra heat to speed warm-up of the converter,
and EGO sensor, enabling the PCM to go into closed-loop control.
OBD II Diagnostics
Secondary Air management (contd): The converter can be damaged if too much
heat is applied to it. This can occur if large amounts of HC and CO are oxidized in
exhaust manifold during heavy loads which call for fuel enrichment or during
severe deceleration. In such cases, the PCM directs the secondary air to the air
cleaner where it has no effect on exhaust temperature.
After warm-up, the main use of secondary air is to provide an oxygen rich air to the
second chamber of the three-way catalyst, dual-chamber converter system. In the
dual chamber converter, the first chamber contains rhodium, and platinum to
reduce NOx and to oxidize HC and CO. The second chamber contains only platinum
and palladium.. The extra oxygen from the secondary air improves the ability of the
converter to oxidize the HC and CO in the second converter chamber. The PCM
controls the secondary air using two solenoid valves similar to EGR valve.
OBD II Diagnostics
Secondary Air management (contd): The first solenoid valve switches air flow to the
air cleaner or to the exhaust system. The second solenoid valve switches air flow either
to the exhaust manifold or to the catalytic converter. The PCM controls the air flow
depending on the engine coolant temperature, and Air/Fuel ratio which is not
stoichiometric ratio in this mode, which is open-loop control.
Evaporative Emission Canister Purge: The PCM releases the collected fuel
fuel vapors in the canister into the intake manifold via a solenoid controlled purge
valve periodically, during closed loop operation. This will simplify fuel calculation
during open-loop control.
OBD II Diagnostics
Automatic system Adjustment:: The PCM during closed-loop mode of control
checks the open-loop calculated air/fuel ratios and compares them with
closed-loop average limit values which are the ideal values for minimum
emissions. If the difference is large, the PCM corrects the open-loop lookup
table values so that the open-loop values are in close agreement with the
closed-loop values. This updated open-loop lookup table is stored in
non-volatile RAM memory. When the engine is started next time the PCM
uses the new lookup values which are closer to the stoichiometric ratio.
This feature is important since it enables the PCM to adjust to long-term changes
in engine and fuel system conditions due to wear and usage. This is similar
to fuel trim algorithm for fuel injection control.
These are all the PCM control functions performed to reduce emissions
and comply with OBD II requirements.

OBD II Regulations and Requirements

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Introduction to On Board

1.25 gms/mile (diesel)

OBD II monitors more components and systems

Illuminate MIL when the switching

Monitor response time of two lambda

Powertrain and Emission

Powertrain subsystem consists of the engine and transmission including the

Powertrain and Emission

Throttle & Manifold

Throttle Body assembly

Powertrain and Emission

Powertrain and Emission

Powertrain and Emission

Powertrain and Emission

Powertrain and Emission

Powertrain and Emission

Powertrain and Emission

Powertrain and Emission

Powertrain and Emission

Combustion and Rotational dynamics: (Figures 1 to 3)

Powertrain and Emission

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

Diagnostic Test Modes (SAE J 11979):

OBD II for L & MD Vehicles

Diagnostic Trouble Codes (SAE J 2012):

SAE J 2012 defines the Diagnostic Trouble Codes (DTCs

OBD II for L & MD Vehicles

Diagnostic Trouble Codes (SAE J 2012):

Data Link Security (SAE J 2186):

OBD II for L & MD Vehicles

Request diagnostic session

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

For each test mode this standard gives a functional description

OBD II for L & MD Vehicles

Expanded Diagnostic Protocol for OBD II Scan Tools:

To describe to the OBD II Scan Tool the messages to be transmitted

Receive only type

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

Fully define SAE standard messages

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

OBD II for L & MD Vehicles

OBD I I Diagnostic Requirements

the moving pintle,

Crankshaft Angular Position Sensor ( DTCs 335-344, 385- 389):

Engine Speed Sensor ( DTCs 320-323):

Sensors and Actuators

Sensors and Actuators

Sensors and Actuators

Sensors and Actuators

Sensors and Actuators

Sensors and Actuators

Sensors and Actuators

Intake air temperature sensor