On-Board Diagnostics

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On-Board Diagnostics, or OBD, in an automotive context, is a generic term referring to a vehicle's self-diagnostic and reporting capability. OBD systems give the vehicle owner or a repair technician access to state of health information for various vehicle sub-systems. The amount of diagnostic information available via OBD has varied widely since the introduction in the early 1980's of on-board vehicle computers, which made OBD possible. Early instances of OBD would simply illuminate a malfunction indicator light, or MIL, if a problem were detected—but would not provide any information as to the nature of the problem. Modern OBD implementations use a standardized fast digital communications port to provide myriad realtime data in addition to a standardized series of diagnostic trouble codes, or DTCs, which allow one to rapidly identify and remedy malfunctions within the vehicle.

Contents

[edit] History

  • 1970 The United States Congress passes the Clean Air Act and establishes the Environmental Protection Agency.
  • ~1980 On-board computers begin appearing on consumer vehicles, largely motivated by their need for realtime tuning of fuel injection systems. Simple OBD implementations appear, though there is no standardization in what is monitored or how it is reported.
  • 1982 General Motors implements an internal standard for its OBD called the Assembly Line Communications Link (ALCL), later renamed the Assembly Line Diagnostics Link (ALDL). The initial ALCL protocol communicates at 160 baud with PWM signalling and monitors very few vehicle systems.
  • 1986 An upgraded version of the ALDL protocol appears which communicates at 8192 baud with half-duplex UART signalling. This protocol is defined in GM XDE-5024B.
  • ~1987 The California Air Resources Board (CARB) requires that all new vehicles sold in California starting in manufacturer's year 1988 (MY1988) have some basic OBD capability. The requirements they specify are generally referred to as the "OBD-I" standard, though this name isn't applied until the introduction of OBD-II. The data link connector and its position are not standardized, nor is the data protocol.
  • 1988 The Society of Automotive Engineers (SAE) recommends a standardized diagnostic connector and set of diagnostic test signals.
  • ~1994 Motivated by a desire for a state-wide emissions testing program, the CARB [1] issues the OBD-II specification and mandates that it be adopted for all cars sold in California starting in MY1996 (see CCR Title 13 Section 1968.1 and 40 CFR Part 86 Section 86.094). The DTCs and connector suggested by the SAE are incorporated into this specification.
  • 1996 The OBD-II specification is made mandatory for all cars sold in the United States.
  • 2001 The European Union makes EOBD [2], a variant of OBD-II, mandatory for all petrol vehicles sold in the European Union, starting in MY2001 (see European emission standards Directive 98/69/EC [3] ).
  • 2008 All cars sold in the United States are required to use the ISO 15765-4 [4] signalling standard (a variant of the CAN bus).

[edit] Standard interfaces

[edit] ALDL/ALCL

The Assembly Line Communications Link (ALCL) was later renamed the Assembly Line Diagnostic Link (ALDL). The two terms are used synonymously. This system was only vaguely standardized and suffered from the fact that specifications for the communications link varied from one model to the next. ALDL was largely used by manufacturers for diagnostics at their dealerships and official maintenance facilities.

[edit] Diagnostic connector

There were at least three different connectors used with ALDL. General Motors implemented both a 5-pin connector and a 12-pin connector, with the 12 pin connector being used in the vast majority of GM cars. Lotus implemented a 10-pin connector. The pins are given letter designations in the following layouts (as seen from the front of the vehicle connector):

  12-pin ALDL connector pinout

  F E D C B A
  G H J K L M

  10-pin ALDL connector pinout

  A B C D E
  K J H G F

  5-pin ALDL connector pinout

  A B C D E

Note the difference in pin ordering between the connectors and the fact that the letter I is not used. Unfortunately, the definition of which signals were present on each pin varied between vehicle models. There were generally only three pins used for basic ALDL —ground, battery voltage, and a single line for data—, although other pins were often used for additional vehicle-specific diagnostic information and control interfaces. No battery voltage is present in the 12 pin ALDL connector.

[edit] OBD-I

The regulatory intent of OBD-I was to encourage auto manufacturers to design reliable emission control systems that remain effective for the vehicle's "useful life". The hope was that by forcing annual emissions testing for California, and denying registration to vehicles that did not pass, drivers would tend to purchase vehicles that would more reliably pass the test. Along these lines, OBD-I was largely unsuccessful—the means of reporting emissions-specific diagnostic information was not standardized. Technical difficulties with obtaining standardized and reliable emissions information from all vehicles led to an inability to effectively implement the annual testing program.

[edit] OBD 1.5

OBD 1.5 refers to a partial implementation of OBD-II which GM used on some vehicles in 1994 and 1995 (GM did not use the term OBD 1.5 in the documentation for these vehicles - they simply have an OBD and an OBD-II section in the service manual.) This hybrid system was present on the Y-body (Corvette) in 94-95, on the F-body (Camaro and Firebird) in 95 and on the N-Body (Buick Skylark, Oldsmobile Achieva, Pontiac Grand Am) in 95.

These systems are distinguished by having the 16 pin OBD II diagnostic connector, but must be used with an OBD-I code reader. The 94-95 Corvettes have one post-cat oxygen sensor (although they have two catalytic converters), and have a subset of the OBD-II codes implemented. For a 1994 Corvette the implemented OBD-II codes are P0116-P0118, P0131-P0135, P0151-P0155, P0158, P0160-P0161, P0171-P0175, P0420, P1114-P1115, P1133, P1153 and P1158.[1]

The pinout for the ALDL connection on these cars is as follows:

 1  2  3  4  5  6  7  8
 9 10 11 12 13 14 15 16

For ALDL connections, pin 9 is the data stream, pins 4 and 5 are ground, and pin 16 is battery voltage.

Additional vehicle-specific diagnostic and control circuits are available on this connector. For instance, on the Corvette there are interfaces for the Class 2 serial data stream from the PCM, the CCM diagnostic terminal, the radio data stream, the airbag system, the selective ride control system, the low tire pressure warning system and the passive keyless entry system.[2]

An OBD1.5 has also been used on Mitsubishi cars of '95 '97 vintage.

[edit] OBD-II

OBD-II is an improvement over OBD-I in both capability and standardization. The OBD-II standard specifies the type of diagnostic connector and its pinout, the electrical signalling protocols available, and the messaging format. It also provides a candidate list of vehicle parameters to monitor along with how to encode the data for each. Finally, the OBD-II standard provides an extensible list of DTCs. As a result of this standardization, a single device can query the on-board computer(s) in any vehicle. This simplification of reporting diagnostic data led the feasibility of the comprehensive emissions testing program envisioned by the CARB.

[edit] Diagnostic connector

Connector
Connector

The OBD-II specification provides for a standardized hardware interface—the female 16-pin (2x8) J1962 connector. Unlike the OBD-I connector, which was sometimes found under the hood of the vehicle, the OBD-II connector is nearly always located on the driver's side of the passenger compartment near the center console. SAE J1962 defines the pinout of the connector as:

  1. -
  2. Bus positive Line of SAE-J1850
  3. -
  4. Chassis ground
  5. Signal ground
  6. CAN high (ISO 15765-4 and SAE-J2234)
  7. K line of ISO 9141-2 and ISO 14230-4
  8. -
  9. -
  10. Bus negative Line of SAE-J1850
  11. -
  12. -
  13. -
  14. CAN low (ISO 15765-4 and SAE-J2234)
  15. L line of ISO 9141-2 and ISO 14230-4
  16. Battery voltage

The assignment of unspecified pins is left to the vehicle manufacturer's discretion.

[edit] Signal protocols

There are five signalling protocols currently in use with the OBD-II interface. Any given vehicle will likely only implement one of the protocols. Often it is possible to make an educated guess about the protocol in use based on which pins are present on the J1962 connector:

  • SAE J1850 PWM (41.6 kbaud, standard of the Ford Motor Company)
    • pin 2: Bus+
    • pin 10: Bus–
    • High voltage is +5 V
    • Message length is restricted to 11 bytes, including CRC
    • Employs a multi-master arbitration scheme called 'Carrier Sense Multiple Access with Non-Destructive Arbitration' (CSMA/NDA)
  • SAE J1850 VPW (Variable Pulse Width) (10.4/41.6 kbaud, standard of General Motors)
    • pin 2: Bus+
    • Bus idles low
    • High voltage is +7 V
    • Decision point is +3.5 V
    • Message length is restricted to 11 bytes, including CRC
    • Employs CSMA/NDA
  • ISO 9141-2. This protocol has a data rate of 10.4 kbaud, and is similar to RS-232. ISO 9141-2 is primarily used in Chrysler, European, and Asian vehicles.
    • pin 7: K-line
    • pin 15: L-line (optional)
    • UART signaling (though not RS-232 voltage levels)
    • K-line idles high
    • High voltage is Vbatt
    • Message length is restricted to 11 bytes, including CRC
  • ISO 14230 KWP2000 (Keyword Protocol 2000)
    • pin 7: K-line
    • pin 15: L-line (optional)
    • Physical layer identical to ISO 9141-2
    • Data rate 1.2 to 10.4 kbaud
    • Message may contain up to 255 bytes in the data field
  • ISO 15765 CAN (250 kbit/s or 500 kbit/s). The CAN protocol is a popular standard outside of the US automotive industry and is making significant in-roads into the OBD-II market share. By 2008, all vehicles sold in the US will be required to implement the CAN bus, thus eliminating the ambiguity of the existing five signalling protocols.
    • pin 6: CAN High
    • pin 14: CAN Low

Note that pins 4 (battery ground) and 16 (battery positive) are present in all configurations. Also, ISO 9141 and ISO 14230 use the same pinout, thus the connector shape does not distinguish between the two.

[edit] Drive cycle

~~ Note: this is a description of a generic Drive Cycle only and not the definition of a Drive Cycle ~~

(Taken from Understanding OBDII: Past, Present & Future)

The OBD-II drive cycle begins with a cold start (coolant temperature below 122 degrees F and the coolant and air temperature sensors within 11 degrees of one another).

NOTE: The ignition key must not be on prior to the cold start otherwise the heated oxygen sensor diagnostic may not run.

  1. As soon as the engine starts, idle the engine in drive for two and a half minutes with the A/C and rear defrost on. OBD-II checks oxygen sensor heater circuits, air pump and EVAP purge.
  2. Turn the A/C and rear defrost off, and accelerate to 55 mph at half throttle. OBD-II checks for ignition misfire, fuel trim and canister purge.
  3. Hold at a steady state speed of 55 mph for three minutes. OBD-II monitors EGR, air pump, O2 sensors and canister purge.
  4. Decelerate (coast down) to 20 mph without braking or depressing the clutch. OBD-II checks EGR and purge functions.
  5. Accelerate back to 55 to 60 mph at half throttle. OBD-II checks misfire, fuel trim and purge again.
  6. Hold at a steady speed of 55 to 60 mph for five minutes. OBD-II monitors catalytic converter efficiency, misfire, EGR, fuel trim, oxygen sensors and purge functions.
  7. Decelerate (coast down) to a stop without braking. OBD-II makes a final check of EGR and canister purge.

[edit] Diagnostic data available

OBD-II provides access to numerous data from the ECU and offers a valuable source of information when troubleshooting problems inside a vehicle. The SAE J1979 standard defines a method for requesting various diagnostic data and a list of standard parameters that might be available from the ECU. The various parameters that are available are addressed by "parameter identification numbers" or PIDs which are defined in J1979. For a list of basic PIDs, their definitions, and the formulae to convert raw OBD-II output to meaningful diagnostic units, see OBD-II PIDs. Manufacturers are not required to implement all PIDs listed in J1979 and they are allowed to include proprietary PIDs that are not listed. The PID request and data retrieval system gives access to real time performance data as well as flagged DTCs. For a list of generic OBD-II DTCs suggested by the SAE, see Table of OBD-II Codes. Individual manufactures often enhance the OBD-II code set with additional proprietary DTCs.

[edit] Scan tools

OBD scan tools can be categorized in two ways, based on whether they require a computer to operate (stand-alone vs PC-based), and the intended market (professional or hobby/consumer use).

The advantages of PC-based scan tools are:

  • Low cost (compared to stand-alone scan tools with similar functionality)
  • Virtually unlimited storage capacity for data logging and other functions
  • Higher resolution screen
  • Availability of multiple software programs
  • Some are capable of reprogramming

[edit] Standards documents

[edit] SAE standards documents on OBD-II

  • J1962 - Defines the physical connector used for the OBD-II interface.
  • J1850 - Is an amalgam of several proprietary serial protocols that came about in reaction to CAN in Europe. DC & GM adopted a VPW variant with some differences in the header length and Ford PWM. The silicon required for the Ford variant is totally incompatible with that employed for the GM and DC variants of this protocol. The GM flavour is often referred to as 'Class 2' and at Ford SCP refers to its J1850 variant.
  • J1978 - Defines minimal operating standards for OBD-II scan tools
  • J1979 - Defines standards for diagnostic test modes
  • J2012 - Defines standards for EPA emission test report format.
  • J2178-1 - Defines standards for network message header formats and physical address assignments
  • J2178-2 - Gives data parameter definitions
  • J2178-3 - Defines standards for network message frame IDs for single byte headers
  • J2178-4 - Defines standards for network messages with three byte headers*

[edit] ISO standards

  • ISO 9141: Road vehicles — Diagnostic systems. International Organization for Standardization, 1989.
    • Part 1: Requirements for interchange of digital information
    • Part 2: CARB requirements for interchange of digital information
    • Part 3: Verification of the communication between vehicle and OBD II scan tool
  • ISO 11898: Road vehicles — Controller area network (CAN). International Organization for Standardization, 2003.
    • Part 1: Data link layer and physical signalling
    • Part 2: High-speed medium access unit
    • Part 3: Low-speed, fault-tolerant, medium-dependent interface
    • Part 4: Time-triggered communication
  • ISO 14230: Road vehicles — Diagnostic systems — Keyword Protocol 2000, International Organization for Standardization, 1999.
    • Part 1: Physical layer
    • Part 2: Data link layer
    • Part 3: Application layer
    • Part 4: Requirements for emission-related systems
  • ISO 15765: Road vehicles — Diagnostics on Controller Area Networks (CAN). International Organization for Standardization, 2004.
    • Part 1: General information
    • Part 2: Network layer services
    • Part 3: Implementation of unified diagnostic services (UDS on CAN)
    • Part 4: Requirements for emissions-related systems

[edit] Future developments

An OBD-III specification is in the regulatory development phase. Information on the content of this specification is limited. Some have speculated that OBD-III will include the capability for a vehicle to report emissions violations automatically using some sort of radio transmitter.

[edit] References

  1. ^ (Dec., 1993) 1994 Corvette Service Manual, Book 2. General Motors Corporation, pp. 6E3-A-166 : 6E3-A-223. 
  2. ^ (Dec., 1993) 1994 Corvette Service Manual, Book 2. General Motors Corporation, p. 6E3-A-11. 
  • Birnbaum, Ralph and Truglia, Jerry. Getting to Know OBD II. New York, 2000. ISBN 0-9706711-0-5.

[edit] External links

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