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K-line system structure, diagnosis sockets

K-line system structure, diagnosis sockets

The control units that can be tested using MAN-cats are connected to the diagnostic socket X200 pin 3 by a K-
line. The diagnostic system stimulates a specific control unit via the K-line. The control unit responds and
transmits the errors stored in its error memory via the K-line in digital code.

“KWP-on-CAN” control units, e.g. TBM or EBS5, do not have a K-line. Control units with KWP-on-CAN diagnosis
are stimulated by the vehicle management computer K-line. The vehicle management computer opens a gateway
to the control unit in question via the CAN.

A302 Central on-board computer 2 (ZBR2) A435 Electronic diesel injection

A330 Gearbox control, Tipmatic AS-TRONIC A494 Auxiliary water heater
A403 Vehicle management computer A935 Transfer case lock management
A407 Instrumentation X200 Diagnostic socket

Diagnostic socket HD-OBD (X200)

The HD-OBD 16-pin diagnostic socket to ISO 15031-3 replaces the previously used 12-pin MAN diagnostic
socket.

This OBD standardisation will, for the first time, allow almost all vehicles to have a standardised diagnostic
system for exhaust gas-related components.

Table of connector pin assignment

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Pin Line number Function

1 59101 Speed signal, alternator, term. W
2 --- Not used
3 16202 K-line
4 31000 Earth terminal 31
5 --- Not used
6 185 HD-OBD-CAN high
7 --- Not used
8 16000 Electrical power supply terminal 15
9 - 13 --- Not used
14 186 HD-OBD-CAN low
15 --- Not used
16 30009 Electrical power supply terminal 30

Installation position of the diagnostic socket

The diagnostic socket (1) is located on the co-driver’s side in the central electrical system area.

Saving faults to memory

The system runs continuous self-tests. A signal range check is performed for this purpose. During this check, the
system polls all signals to determine that they are present and plausible. Polling is performed in a specific time
pattern (specified by the software). The control unit itself is also checked continuously during the entire program
run time. The first check always takes place when the ignition is switched on (checksum test). If faults occur
during operation, these faults are saved to the error memory and a message appears on the driver’s display.

The following processes take place when faults are stored:

Identification of the fault code (SPN)
Identification of the fault type (FMI)
Assignment of the fault priority
Recording of the fault frequency
Recording of the boundary conditions (two ambient conditions) at the point when the fault was categorised.
Sporadic faults are recorded by a self-healing counter after they have disappeared for the first time. This means
the system sets a specific frequency number and this number is decremented by 1 each time the vehicle is
started. If the fault stops occurring and the counter reaches the value zero, the corresponding fault block is

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deleted and moved along to any other fault blocks present.

The following actions are implemented automatically depending on the evaluation of a fault which has
occurred:
Changeover to a suitable default function to permit continued driving, although with some restrictions. This
allows the vehicle to be driven to the nearest MAN Service workshop.
Immediate engine stop if required for safety reasons.
As soon as a fault occurs, a fault block is stored in the error memory or an already existing fault is updated. In
addition, this fault block is sent via CAN bus to the OBDU (on-board diagnostic unit), which is part of the central
on-board computer, via the vehicle management computer. This message contains the following information:

Fault detection = SPN (Suspect Parameter Number)

Ambient condition 1 = SPN1 with accompanying measured value
Ambient condition 2 = SPN2 with accompanying measured value
Fault type (cause) = FMI (Failure Mode Identification)
Fault priority = PRIO (Priority)
Each individual fault is therefore assigned a priority because the the faults diagnosed and stored by the control
unit can involve different risks.

PRIO Instrumentation reaction Meaning

1 Central fault lamp flashes red whilst driving and
when stationary, stop indication on display
2 Central fault lamp shows steady red light whilst
driving and when stationary
3 Central fault lamp shows steady yellow light when Measures required before commencing to drive.
stationary
4 No display
5 Central fault lamp shows steady yellow light
whilst driving and when stationary
Drivability and/or safety is endangered. Stop
immediately
Go to workshop immediately
Driving safety not restricted
Fault with no effect on road safety
Fault does not need to be remedied immediately.
Have the fault remedied during the next visit to the
workshop

The display only ever shows one fault at a time.

The fault with the highest priority appears on the display

If a fault with a lower priority occurs, the message is not displayed for the driver and the current message
remains on the display.

MAN-cats error memory

All faults as well as the memory status, the fault status, the fault frequency, the priority and the two environmental
conditions (SPN1 and SPN2) are indicated when the error memory is read out by means of MAN-cats. The
mileage or km, the date and the time are recorded when a fault occurs for the first time. These data are supplied
by the tachograph by means of CAN message. The time recorded is the UTC (i.e. not the local time!).

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FMI (Failure Mode Identification) status indicators

FMI 0 Fault not specified

FMI 1 Too high

FMI 2 Too low

FMI 3 Implausible

FMI 4 No signal present

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FMI 5 Short circuit to ground

FMI 6 Short-circuit to +UBat

FMI (Failure Mode Identification) status indicators

FMI 7 Short circuit

FMI 8 Signal faulty

FMI 9 Device fault

FMI 10 Discontinuity

Memory status

No fault

Fault stored

Intermittent fault

Fault active and has been stored

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