Professional Documents
Culture Documents
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COURSE OUTLINE
• Overview of OBDII
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Overview of OBDII Systems
• OBD IS NOT NEW! It was invented by
automakers in the early 80s to help diagnose
computer controlled engine systems.
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Overview of OBDII Systems
• The federal government established regulations
that required all vehicles to meet specific and
consistent requirements for a second generation
of onboard diagnostics; this is termed OBDII.
• This second generation OBD system was phased
in starting in model year 1994. By the 1996 model
year, all light-duty vehicles, and by 2004 all
medium-duty vehicles sold in the United States
had to meet OBDII standards.
• The primary purpose of OBDII is to insure that
vehicles emit the minimum amount of pollutants
through their useful life.
4
Features of OBDII Systems
• Standardized protocols for communicating with
scan tools through a standardized data link
connector (DLC) located in an easily accessible
location
• Determination and recording of readiness status of
emission control system monitors
• Standardized requirements for illumination of the
malfunction indicator lamp (MIL)
• Standardized diagnostic trouble codes (DTCs)
• Freeze frame
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Standardized Data Link Connector (DLC)
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Standardized Communication Protocol
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Controller Area Network (CAN)
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DLC DLC
ISO9141/14230
- - USES - - USES KEYWORD
ISO15765
- USES - - USES - CAN
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DLC Location
• The diagnostic connector is required to be located
between the driver’s end of the instrument panel and
approximately one-foot beyond the vehicle centerline,
on or below the instrument panel.
• On most vehicles, the connector is located beneath
the instrument panel, near the steering column. And
the connector is usually exposed.
• Some vehicles have hard to find DLCs.
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Typical DLC Location
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Not So Typical DLC Locations
Back Seat
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Hidden Behind Cover
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Hidden Behind Two Covers
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Hidden Behind Wood Cover
15
% of Vehicles with
Communication Problems
16
READINESS
• OBDII systems have up to 11 diagnostic monitors.
Diagnostic monitors are periodic tests run on specific
systems and components to ensure that they are
performing within their prescribed range.
• OBDII systems must indicate whether or not the
onboard diagnostic system has monitored each
component or system.
• Components or systems that have been diagnosed
are termed “ready”. This means they were tested, not
that they passed the test.
• The purpose of recording readiness status is to allow
technicians to determine if the vehicle’s OBDII system
has tested the components and/or systems.
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READINESS (Continued)
• Once a monitor has been set to “ready”, it will
continue to indicate “ready” unless the vehicle’s
battery is disconnected or codes are cleared, with a
few exceptions.
• Normally, the readiness status of all components or
systems will be “ready”.
• However, if the vehicle’s PCM (Powertrain Control
Module (PCM is OBD II terminology for the powertrain
computer) has lost power, or if DTCs have been
recently cleared with a scan tool, all non-continuous
components or systems will be set to “not ready”.
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% of Vehicles Not Ready
(>2 Monitors Not Ready)
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Non-Continuous Monitors
• The monitors listed below are termed non-continuous
monitors:
02 Sensor
O2 Sensor Heater
Catalyst
Evaporative System
EGR System
Secondary AIR System
Others if vehicle is so equipped (heated catalyst, and
A/C system)
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Enabling Criteria
• Non-continuous monitors can only run (test the
system) when the vehicle conditions are appropriate
for testing. These operating parameters are typically
termed enabling criteria.
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Typical Criteria
• No DTCs set
• Barometric pressure exceeds 75 KPA (below
roughly 14,000 feet
• At start-up, IAT & ECT is between 40º and 100º F
• ECT is not more than 12º greater than IAT
• Fuel tank level is between 25% and 75%
• The TPS is between 9% and 35%
• The EVAP purge solenoid is at 50% PWM within
65 seconds of run time
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Sensor Monitor
• The Oxygen Sensor (O2S) Monitor consists of
two tests:
• Sensor amplitude test -- The PCM switches the air
fuel ratio rich and lean to see that the O2S can
produce a voltage at the low and high threshold,
typically .2 and .8 volts.
• Sensor switch rate test – The PCM switches the air
fuel ratio at a specified rate and watches the rate
of change from the O2S above and below the rich
lean threshold. It must typically switch in 50 to 100
milliseconds.
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Oxygen Sensor Heater Monitor
• The Oxygen Sensor (O2S) Heater Monitor
tests to be sure that the heater circuit is
functional.
• Manufacturers perform this testing using
several different methods. Typical tests
include: testing after a cold start and watching
the time until O2S activity; monitoring current
flow through the heater element; and cycling
the heater on and off and watching the
change in current as resistance increases.
25
% of Vehicles with O2S Monitor
Not Ready
12.00%
10.00%
OR
8.00%
WI
6.00%
IL
4.00% CA
2.00% TX
0.00%
1996 1997 1998 Overall
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% of Vehicles with O2S Heater
Monitor Not Ready
8.00%
7.00%
6.00%
5.00% OR
4.00% WI
3.00% IL
2.00% TX
1.00%
0.00%
1996 1997 1998 Overall
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Catalyst Monitor
• The three-way catalytic converter is used to
convert the primary exhaust pollutants (HC, CO
and NOx) into carbon dioxide (CO2), water (H2O)
and nitrogen.
• The cat monitor diagnoses the catalytic converter
by comparing the signal between the upstream
and downstream oxygen sensors.
• The catalyst must be 60% efficient to pass the
test. Many early OBD II vehicles are now failing
this test and setting a P0420 DTC.
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Catalyst Passed
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