SAMUELRAJ

ASSISTANT PROFESSOR
DEPARTMENT OF AUTOMOBILE
ENGINEERING
VEL TECH UNIVERSITY
 INTRODUCTION
✓Today, On-Board Diagnostics (OBD) is one of the dominating elements of
engine and vehicle control systems.

✓Due to increasing deployment of electronic components and control

algorithms, the complexity of the entire system has been expanded
tremendously.

✓ In order to keep control over the system as well as to detect

malfunctions and their root causes, diagnostic systems enabling detailed
fault finding are a necessity.

✓ For complex applications, the OBD system can require more than 40%
of the resources of the engine control system.

✓The tasks of the OBD system include a permanent monitoring of the

system in order to avoid operation with malfunctions that could cause
damage and to provide repair support for servicing the vehicle.
Additionally, the OBD system will meet legislative requirements for
monitoring the emission systems.
 EMS - Overview
Monitoring Operational Data:
By monitoring physical and chemical parameters the sensors are able
to furnish information on the engine's current operating status.
Examples of parameters include:
. Engine temperature
. Induction air mass
. Intake-manifold pressure
. Throttle-plate angle
. Excess-air factor A
. Crankshaft rotation rate
. Camshaft position
. Vehicle speed
 EMS - Overview

Processing operational data:

By allowing the engine-management ECU to monitor the engine's current
status, these input signals combine with the direct-demand monitors
(registering demand from driver and ancillary equipment) to provide the
basis for processing operations in which the ECU generates control
signals for the actuators.
The engine-management ECU's activities are divided into specific
functions. The corresponding algorithms are programmed into software in
the ECU's program memory.
 EMS - Overview

Processing operational data:

Basic functions
Motronic has two basic functions.
1. Metering the correct mass of fuel in accordance with the
air mass drawn into the engine,
2. The triggering of the ignition point at the most appropriate
moment in time. Integrating these functions within a single
system makes it possible to coordinate the injection and
ignition functions for optimal performance.
 Processing operational data:
 Supplementary functions:
 Progressive tightening of emissions limits simultaneously spurs the
demand for functions capable of improving the composition of the
engine's exhaust gases.
 Objective include:
▪ Idle-speed control
▪ Closed-Ioop lambda control
▪ Regulation of the evaporative-emissions control system
▪ Knock Control
▪ Exhaust gas recirculation for reduced Nox emission
▪ Control of the secondary-air injection system
 Special drive-train demands:
▪ Closed-loop control of turbo charger operation
▪ Control of variable-geometry intake manifold for
enhanced torque and power
▪ Camshaft control allowing variable valve timing
systems to reduce exhaust emissions while increasing
both power and fuel economy
▪ Torque and speed limiting functions to protect engine
and vehicle
Processing operational data:
 Actuators:
 The component in the output driver circuits furnishes
the current that triggers the actuators (ignition coils,
injectors, EGR valve, etc.). These components, in turn,
are controlled by activation signals processed within
the ECU's micro controller.
 Processing operational data:
 Electronic diagnosis
 The electronic control unit's integrated diagnostic functions
monitor the EMS (sensors and actuators as well as ECU) for signs
of defects and malfunctions.
 The system responds to detected problems by storing error codes
in the malfunction log, and can also initiate activation of default
control strategies as required. A diagnosis lamp or a display
within the instrument cluster alerts the vehicle's operator to the
problem.
 The diagnostic interface provides access to any error codes and
complementary status data stored within the ECU.
 In order to achieve smoother shifts, EMS reduces
. engine torque in response to data indicating that the
transmission is changing gear
 Throttle valve:
 The accelerator pedal is connected to the throttle valve(16) by a linkage or
a Bowden cable. The position of the accelerator pedal determines how far
the throttle valve opens. This controls the air mass flowing through the
intake manifold to the cylinders.
 Idle actuator:
 The idle actuator(15) allows air to bypass the throttle valve at a defined
mass air flow. This provides a means of holding the engine speed at a
constant level when idling, for example (idle-speed control). To do so, the
engine ECU controls the aperture of the bypass channel.
 Sensors for detecting engine load:
 The engine load is an important operating parameter for electronic engine
control. It is a measure of the air charge enclosed in the cylinder at the
point of combustion and therefore of the mass air flow of the intake air as
well. It is the decisive parameter for calculating injection time.
 To determine Engine Load
 The M-Motronic system uses the following sensors:
 Air-flow sensor
 Hot-wire air-mass meter
 Hot-film air-mass sensor
 Intake-manifold pressure sensor and
 Throttle-valve sensor
 Depending on the configuration of the Motronic system, certain sensors or
combinations of sensors may or may not be used.
 Air-flow sensor:
 The air-flow sensor is located between the air filter and the throttle valve. It
detects the volumetric flow rate [m3/h] of the intake air.
 The air flow acts on the baffle plate in the air-flow sensor, forcing it to deflect
against the return force of the spring. The angle of deflection of the baffle plate
is a measure of the volumetric air flow. It is converted to electrical voltage by
a potentiometer.
 In order to be able to take account of variations in air density due to changes
in intake-air temperature, the air-flow sensor has an integrated temperature
sensor. Its signal is used by the control unit to calculate a correction factor.
 Air-mass meter:
 The air-mass meter (Fig. 1, Pos. 6) is fitted between the air filter and the
throttle valve and detects the mass flow rate [kg/h] of the intake air.
 The hot-wire and hot-film air-mass meters are thermal load sensors. They
both operate according to the same principle – the air flow passing over a
heated sensor element removes heat from it.
 The heating current dependent on the mass air flow keeps the sensor element
at a constant temperature. An analyzer circuit processes the heating current
and generates an analyzable voltage Signal.
 Intake-manifold pressure sensor:
 The intake-manifold pressure sensor (Fig. 1, Pos. 7) is connected by an air line
to the intake manifold and detects the absolute pressure in the intake
manifold. From the intake - manifold pressure, the intake-air temperature and
the engine speed, the mass of the air drawn into the cylinders is calculated.
 Throttle-valve sensor:
 The throttle-valve angle sensor (14) uses a potentiometer to detect the position
of the throttle valve and produces an analog signal. This signal is generally
used only as a secondary load signal. It provides supplementary information
for dynamic functions, for engine operating-range detection (idle, medium
throttle, wide-open throttle). It serves as a backup signal if the primary load
sensor fails.
 Exhaust-gas recirculation:
 Exhaust-gas recirculation allows an increase in the inert-gas
content of the cylinder charge. The exhaust-gas recirculation
system forms a connection between the exhaust-gas system and
the intake manifold.
 The variable aperture of the exhaust-gas recirculation valve (Fig. 1,
Pos. 17) controls the volume of exhaust that is drawn back into the
cylinders (exhaust-gas recirculation rate).
 The recirculated exhaust gas has an effect on combustion.
 It reduces the peak temperature and lowers the NOX emission
levels. By reducing the degree to which the intake-air flow is
restricted, it also lowers fuel consumption.
 Fuel system Components
 Electric fuel pump:
 The electric fuel pump (Fig. 1, Item 32) pumps fuel from the fuel tank (29)
through the fuel pipe (31) at the pressure determined by the pressure
regulator.
 Fuel filter:
 The fuel filter removes contamination from the fuel. In so doing, it protects the
components of the fuel-injection system from blockage and damage
 Fuel-pressure regulator:
 The fuel-pressure regulator keeps the pressure in the fuel supply system at a
predetermined level by diverting excess fuel to the fuel-return pipe and back
to the fuel tank.
 Evaporative-emissions control system:
 The evaporative-emissions control system ensures that fuel vapor does not
escape to the atmosphere.
 Fuel rail:
 The fuel delivered by the electric fuel pump passes into the fuel rail (9) which
is connected to the fuel injectors
 Ignition System Components
 Ignition coil:
 The ignition coil stores the necessary electrical energy
to ignite the air-fuel mixture and generates the high
voltage required (ignition voltage requirement) to
produce the spark across the spark-plug electrodes.
 Spark plugs:
 The spark plug ignites the air-fuel mixture inside of the
cylinder by means of an electric spark that arcs across
its electrodes.
 Emission Control System Components
 Three-way catalytic converter:
 The three-way catalytic converter (Fig. 1, Item 23) converts the harmful
emissions produced as a byproduct of combusting the air-fuel mixture, i.e.
carbon monoxide (CO), hydrocarbons (HCs) and nitrogen oxides (NOX). It
produces water vapor (H2O), nitrogen (N2) and carbon dioxide (CO2).
 Lambda sensors:
 The lambda sensor(20) measures the oxygen content in the exhaust gas. It
provides information about the composition of the air-fuel mixture entering
the cylinders. The engine ECU uses the information from the lambda sensor to
maintain the stoichiometric ratio (λ = 1) of the air-fuel mixture.
 This mixture composition demonstrates the best possible exhaust-gas
treatment for the three way catalytic converter.
 Secondary-air system:
 Injecting air in the exhaust pipe for a short period after the engine is started
helps in afterburning unburned hydrocarbons (HCs) in the exhaust gas. This
not only reduces HC emissions, it also reduces the warm-up time of the
catalytic converter so that it reaches its operating temperature more quickly.
 OBD Components
 Operating data:
 In addition to the sensors already mentioned, there is a
whole series of additional sensors and desired-value
generators for engine operating data.
 Examples include:
 The engine-speed sensor (fig 1, item 22)
 for detecting the crankshaft position and
calculating engine speed.
 The phase sensor (13)
 for detecting the camshaft position/phase (i.e. the
phase of the engine operating cycle).
 The engine-temperature sensor (19) and intake-air
temperature sensor for calculating temperature-dependent
adjustments.
 The knock sensor (18) for detecting engine knock.
 OBD Components
 Auxiliary Systems
 Radiator fan:
 The ECU switches on the radiator fan depending on the
engine temperature in order to assist engine cooling and
reduce engine temperature. Depending on the system, the
radiator fan may also have several speeds.
 Air-conditioner compressor:
 A large amount of power is required to drive the air-
conditioner compressor and this has to be supplied by the
engine.
 This proportion of engine performance is not available to
drive the vehicle. In situations where full engine power is
required (e.g. when overtaking), the engine management
system can temporarily switch off the compressor.
 OBD Components
 Communication
 CAN interface:
 The CAN interface (Fig. 1,Item 28) provides the facility for data exchange
with other electronic systems (e.g. the transmission ECU, ABS, etc.).
 Malfunction indicator lamp (MIL):
 The malfunction indicator lamp (25) is integrated in the instrument panel
or instrument cluster. It indicates to the driver if there is a malfunction in
the Motronic system.
 Fuel-consumption signal:
 Motronic calculates fuel consumption from the injection time and passes
the information on to the on-board computer in the form of a digital
signal. Fuel consumption data can also be sent via the CAN interface.
 Diagnostic interface:
 The diagnostic interface (24) is used to connect system testing equipment
(e.g. KTS500) when the vehicle is being serviced or repaired at the
Customer Service Workshop. This equipment can read all faults recorded
by the diagnostics system while the engine is running.
 ECU
 Data processing
 Input signals:
 The sensors join the actuators as the peripheral components
linking the vehicle and the central processing device, the engine
management ECU.
 Analog input signals:
 Analog input signals can have any voltage level within a specific
range. Samples of physical parameters monitored as analog data
include induction air mass, battery voltage and intake-manifold
pressure (including boost pressure) as well as the temperatures of
the coolant and induction air.
 An analog/digital (A/D) converter within the control unit’s
microcontroller transforms the signal data into the digital form
required by the microcontroller’s central processing Unit.
 ECU
 Data processing
 Digital input signals:
 Samples of digital input signals are switch control signals (on/off)
and digital sensor signals such as the rotational-speed pulses from
Hall-effect and magneto resistive sensors. The microcontroller can
process these signals without prior conversion.
 Pulse-shaped input signals:
 The pulse-shaped input signals with information on rpm and
reference marks transmitted by inductive sensors are conditioned
in special circuitry within the ECU. In this process interference
pulses are suppressed while the actual signal pulses are converted
to digital square-wave signals.
 ECU
 Signal processing:
 The ECU is the switching center governing all of the functions and
sequences regulated by the engine-management system. The
control algorithms are executed by the microcontroller.
 The input signals from sensors and interfaces linking other
systems (from CAN bus, etc.) serve as the input parameters.
 The processor runs backup plausibility checks on these data. The
ECU program supports calculation of the output signals used to
control the actuators.
 ECU
 Output signals:
 With its output signals, the microcontroller triggers driver stages which are
usually powerful enough to operate the actuators directly.
 For particularly high power consumers (e.g. radiator fan) some driver stages
can also operate relays.
 The driver stages are proof against shorts to ground or battery voltage, as well
as against destruction due to electrical or thermal overload. Such
malfunctions, together with open-circuit lines or sensor faults are identified by
the driver-stage IC as an error and reported to the microcontroller.
 Switching signals:
 These are used to switch the actuators on and off (for instance, for the engine
fan).
 PWM signals:
 Digital output signals can be in the form of PWM (pulse-width modulated)
signals.
 Such “pulse-width modulated” signals are square-wave signals with a
constant frequency and variable signal duration.
 These signals can be used to move a variety of actuators (e.g. exhaust
recirculation valve, turbocharger actuator) to any desired working position.
 ECU
 Communication within the ECU:
 In order to save on pins at the components, the data and address buses can be
combined in a multiplex system. That is, data and addresses are dispatched
through the same lines but offset from each other with respect to time.
 Serial interfaces with only a single data line are used for data which need not
be transmitted so quickly (e.g. data from the fault storage).
 EoL programming:
 The extensive variety of vehicle variants with differing control programs and
data records, makes it imperative to have a system which reduces the number
of ECU types needed by a given manufacturer.
 To that end, the flash EPROM's entire memory area can be programmed at the
end of the production line with the program and the variant-specific data
record (this is referred to as end-of-line, or EoL, programming).
 A further means of reducing variant diversity is to have a number of data
variants (e.g. gearbox variants) stored in the memory, which can then be
selected by encoding at the end of the production line. This coding is stored in
an EEPROM.
 Flash-EPROM (FEPROM)
 The contents of the flash EPROM can be electrically erased. In the
process, the ECU is connected to the reprogramming unit through
a serial interface.
 lf the microcontroller is also equipped with a ROM, this contains
the programming routines for the Flash programming.
 Flash-EPROMs are available which, together with the
microcontroller, are integrated on a single microchip.
 Its decisive advantages have helped the Flash-EPROM to largely
supersede the conventional EPROM.
 Electronic Control Systems:
 The function of the engine electronic control unit (ECU) is to control
all the actuators in the engine-management system (Motronic) to
obtain optimum engine operation in terms of fuel consumption,
performance, exhaust-gas emissions and driving smoothness.
 Diagnostics:
 Integral diagnosis functions included within the electronic
control unit are a standard component in electronic engine-
management systems.
 Algorithms are used to keep track of input and output
signals during normal vehicle operation.
 The system simultaneously monitors the overall system for
signs of problems and malfunctions.
 It records detected malfunctions as error codes in the
malfunction log. A serial interface allows technicians to
access these stored error codes during the course of normal
vehicle service, making it easier to localize and repair
problems quickly.
 Diagnostics:
 Self-diagnosis:
 The original concept called for Specific self diagnosis
utilities for each vehicle manufacturer.
 This feature was intended to support quick and
convenient diagnosis of problems related to the engine-
management system when the vehicle was serviced.
 Legal requirements then combined with increasingly
extensive electronics to promote the adoption of
engine-management systems incorporating expanded
diagnostic capabilities.
 Diagnostics:
 Monitoring input signals:
 The system monitors the status of the sensors and the wiring to the
control unit by processing input signals. In addition in registering
sensor malfunctions these tests also detect short circuits to battery
voltage and Ubatt and to ground, as well as open wiring:
 This is achieved by
 Monitoring the voltage to the sensors
 Analyzing the data for conformity requirements ex: engine temp -40
degree to +150 degree C
 For additional info: Plausibility check
 Systems are engineered for redundancy in areas related to vital
sensors (such as the accelerator-pedal travel sensor). This strategy
provides multiple signals for mutual correlation and comparison.
 Diagnostics:
 Monitoring output signals:
 This function monitors the actuators as well as the wiring linking them to the
electronic control unit. The corresponding performance checks can detect
open wiring and short circuits as well as problems related to the actuators
themselves.
 The system implements this functions by:
 Monitoring the progress of output signals through the output driver circuit.
The system registers short circuits to battery voltage open circuits and shorts
to ground.
 System data are then correlated with actuator control commands to determine
whether the resulting conditions are plausible.
 On example is exhaust-gas recirculation, where the system checks to verify
that intake-manifold pressure is responding to actuator triggering by moving
into a specific range.
 Diagnostics:
 Monitoring data communications between ECUs
 Communications with other electronic control units are generally
expedited through the CAN bus.
 The CAN protocols include control mechanisms to allow
recognition of malfunctions, allowing transmission errors to be
detected before the signals leave the CAN chip.
 The electronic control unit also runs a variety of other test
routines. Because each control unit normally transmits messages
through the CAN at regular periodic intervals, the system can
employ periodicity as a tool for detecting failure in any individual
ECU.
 In addition, when redundant information, is held in the ECU, this
information is used in checking the received signals in the same
manner as all input signals.
 Diagnostics:
 Monitoring internal function of ECUs
 A number of test routines to run as soon as the control unit is
activated. Other test routines run at regular intervals during
normal vehicle operation to ensure recognition of any component
failures that might occur on the road.
 Checks that require a considerable amount of processing capacity
(EPROMtests, etc.) are implemented in the post-operative phase
 immediately after the engine is switched off (currently available
for gasoline-engines only). This prevents the test routine from
interfering with efficient implementation of normal operating
processes. The immediate post-operational phase is employed to
test the deactivation paths on diesels.
 Diagnostics:
 Diagnostics:
 Diagnostics:
 Malfunction response
 Problem recognition:
 Signal paths are classified as defective once an error state remains
present for a specific amount of time. The last data recognized by
the system as valid are inserted as defaults in the period until the
problem is reclassified as a consistent error.
 Once the problem is assigned consistent error status, the system
usually reverts to operation using substitute default data (such as
a default temperature T =90°C).
 A "restored-signal recognition" feature is available for most errors.
This feature is available once the system recognizes the signal path
as having regained "intact" status for a defined period.
 Diagnostics:
 Malfunction response:
 Error-code storage:
 Each problem is stored as an error code in the malfunction log's non-
volatile memory.
 When storing the error codes, the system simultaneously saves
supplementary information in a "freeze frame" definition of the
operating and environmental conditions present when the error
occurred (such as engine speed, coolant temperature, etc.).
 Also stored are data portraying the error class (short circuit, open
wire, etc.) and the error status (consistent error, sporadic error, etc.).
 Error-code access:
 Stored error codes can be accessed using a Service tester provided by
the manufacturer, a system tester (such as the Bosch KTS500) or a
scan tool.
 The tester can also be used to delete the stored error codes following
read - out and repair in the service facility.
Diagnostics:
 Diagnostic interface:
 The data generated by the on-board diagnosis are relayed to the
outside tester through the communications interface. The
mandatory configuration for this interface is defined in ISO 9141
(diagnostic interface for access through communications cable).
 This serial interface operates at a data-transfer (baud) rate of
between 10 and 10k baud. It can be in the form of a single-wire
interface using one shared transceiver link, or a dual-wire socket
using separate wires for data (COM wire) and triggering (L wire).
 A single diagnostic socket can provide access to numerous control
units.
 The tester transmits a triggering address to all control units, one of
which recognizes the address and transmits an "acknowledge“
code in return.
 Using the interval between pulse flanks as an index of baud rate,
the tester adjusts its own communications rate accordingly. It then
proceeds to establish communications with the control units.
 In future applications, communications between the control units
and the testers will be expedited via the CAN bus.
 Diagnostics:
 OBD - General requirements:
 The engine-management ECU is required to use OBD on-board
diagnosis functions to monitor all of the systems and components
within the vehicle whose failure could lead to substantial
increases in pollutant emissions.
 An error is present once defined diagnostic thresholds (limits) are
exceeded.
 Application:
 The OBD regulations defined by the California’s Air Resources
Board (CARB) and Environmental Protection Agency (EPA) apply
to all passenger vehicles with up to 12 seats as well as small trucks
up to 6.35 t. The EOBD stipulations, valid since 01.01.2000, apply
to all gasoline-engine passenger vehicles and light commercial
vehicles of up to 3.5 t and 9 seats.
 Starting in 2003 EOBD capabilities will also be mandatory for
passenger vehicles and light commercial vehicles with diesel
engines.
 Diagnostics:
 OBD - General requirements:
 limits
 The CARB OBD (OBD II) concept is based on relative limits. This
means that the limits on acceptable pollutant concentrations
within the exhaust gases vary according to the emissions category
in which each individual vehicle is certified.
 The European EOBD regulations are based on absolute limits.
 Diagnostics:
 OBD - Operational requirements:
 Simple operational checks (black and white tests) only assess the
basic operational status of the system or component (whether the
secondary-air injection valve opens and closes, etc.).
 The qualitative operational check (flow check) provides more
precise information on system performance. One example is the
catalytic-converter check, where the monitored data are employed
to assess ageing. The corresponding data are available for
readouts through the diagnostic interface.
 Diagnostics:
 Diagnostics:

 OBD-Emergency operation:
 When the system detects an error, It reverts to operation on substitute default
data [for engine temperature, etc.) or to the emergency backup mode (e.g.
limitation of engine output power).
 These strategies are intended to
 . Maintain vehicle safety
 . Avoid subsequent damage (from the overheated catalytic converter)
 . Minimize exhaust emissions
 Activation conditions:
 The diagnostic routines run only after the activation requirements have been
fulfilled.
 Among these are
 . Torque thresholds
 . Engine-temperature threshold,
 . rpm limits
 Diagnostics:

 OBD- inhibit conditions:

 The system cannot always run the engine management
and diagnostic functions simultaneously.
 Certain inhibit functions that prevent specific
operations from being processed are also present.
 To cite one example,
 the fuel tank's ventilation system (evaporative-
emissions control) cannot operate
 while the catalytic-converter diagnosis function is in
progress.
 Diagnostics:

 OBD- Temporary interruption of diagnostic routines:

 Under specific conditions, diagnostic routines can also be
suspended to prevent spurious malfunction alerts.
 These conditions include
 . Extreme altitudes of more than 2,400 m (or 8,000 feet) above
sea level (CARB OBD) or 2,500 m above sea level (EOBD)
 . Fuel level ~ 15% (CARB OBD) or 20 % (EOBD) of nominal
volume (the EOBD arrangement deviates from CARB OBD
practice by not requiring plausibility checks on fuel level)
 . Very low ambient temperatures during cold starts -T< -7 C
 . LOW battery voltage
 Diagnostics:
 OBD-Readiness code:
 Before proceeding to access the malfunction log, it is important for
the technician to verify that the diagnostic routines have really
been run during the proceeding driving cycle.
 Corresponding confirmation will be available in the form of
readiness codes available through the diagnostic interface.
 The system registers these codes to confirm that the essential
diagnostic routines have been completed.
 Recalls:
 The government can demand that manufacturers of vehicles that
fail to comply with the OBD requirements recall these vehicles at
their own expense.
 Diagnostics:
 Diagnostics: