Drivability

• OBD II coding

• Readiness mode

• Trip and drive cycles

• Monitors

• Multiplexing

On board diagnostics generation II

• The computer must do the following

• Test all exhaust emissions system components for correct operation

• Actively operate the systems and measure the results

• Continuously monitor all aspects of the engine operation to be certain that

the exhaust emissions do not exceed 1.5 times normal

• Check engine operation for misfire

• Turn on the MIL (CHECK ENGINE) if the computer senses a fault in a circuit or
system

• Flash the MIL if an engine misfire occurs that could damage the catalytic
converter

Types of DTCs

• Type A code

o A type A DTC is emission related and will cause the MIL to be turned on
the first trip if the computer has detected a problem. Engine misfire or
a very rich or lean air-fuel ratio. For example, would cause a type A
DTC. These codes alert the driver to an emission problem that may
cause damage to the catalytic converter

• Type B code

o A Type B code will be stored and the MIL will be turned on during the
second consecutive trip. Alerting the driver to the fact that a diagnostic
test was performed and failed.

• Type C & D code

 o Type C and D codes are for use with non-emission-related diagnostic
test: they will cause the lighting of a “service” lamp

OBD II test

• On vehicle start-up the PCM will run test on at least 7 systems (monitors)

• Each monitor test requires a key-on, engine run, drive, and key-off cycle –
called enabling criteria

• On completion of the test – reports a pass of fail

• If fails on 2 consecutive trips MIL light on and sets DTC

System readiness mode

• OBD II scan tools shows status of monitoring sequences as complete or

incomplete

• If the vehicle travel time, operating conditions, or other parameters were

insufficient for a monitoring sequence to complete a test, the scanner will
indicate which monitoring sequence is not yet complete

• If the computer hasn’t completed its monitoring sequences – you wont have
data on whether you have a malfunction in that system

OBDII trip

• Trip – refers to starting and driving of the vehicle until five monitors
are completed

• Misfire monitor

• Fuel system monitor

• Comprehensive system monitor

• EGR monitor

• Heated oxygen

Drive cycle

• OBD II Drive cycle – consist of engine starting and vehicle operation that
brings vehicle into closed loop. It includes specific operation conditions
necessary to initiate or complete specific monitoring sequences.

Monitoring

• Catalytic converter monitor – uses upstream and down stream 02’s to

monitor catalytic converter efficiency

• Upstream o2 good cross counts – 100 to 900 MV

• Downstream 02 steady – about 500 MV

• The closer the downstream matches the upstream the greater the converter
degradation

• Mil light turned on if failure on 2 consecutive drive cycles

• Fuel system monitor – detects when it is extremely rich or extremely lean

and can no longer be compensated by fuel trim computer adjustments
• Vacuum leak is registered by o2 – richens inj. Power if leak too big – fuel
system monitor will set MIL on two consecutive trips

• Evaporative system monitor – test for purge operation and test EVAP for
leaks
• HC vapors from fuel stored in canister – vented to intake & burned at cruise.
• Monitor closes atmospheric vent and opens purge solenoid
• Monitors rate of vacuum leak down after closing both valves - if more then
.040in. MIL after 2 consecutive drive cycles
• Gas cap

• Exhaust oxygen sensor monitor –checks heater circuits, reference

voltage, frequency of cross counts, and lean to rich transition time

• EGR system monitor –open and close the EGR and measures the flow
• Compares to map and fuel trim and look up tables in ROM
• Calculates efficiency and if not in spec – turns on MIL after 2 drive cycles

• Air injection monitor –test continuity and operation of diverter and bypass
valves
• Pending outcome of O2 test – MIL on in 2 drive cycles

• Misfire monitor – may be spark, fuel, timing, or mechanical – protects

converter and assist diagnosis
• Misfire lowers combustion pressure – slows crankshaft speed on that cylinder
firing
• Measured at CKP “Crank position” sensor
• Specific cylinder detection
• Counts misfires in the last 200 & 1000 revolutions
• Compares to all misfires and will report only when one is greater then all
others – no false DTC
• Type A & B misfires
• Set MIL on one drive cycle

Computer programs
• Engine mapping
• Variable factors such as speed, load, and spark timing, can be monitored and
adjusted to determine the optimum output settings for the best
drivability, economy, and emission control.
• This mapping is stored in the PROM or EEPROM and is the program for
performance or economy
• Allows manufactures to use one basic computer and add the “map” in the
PROM for the specific vehicle demands
Computer integration
• Computer integration – the ability to blend the operation of two or
more individual systems into a multi –function system.
• ECM and TCM into one computer – the PCM engines and transmission
operation integrated into a quicker single control module
Module communication
• A typical vehicle will have ten or more modules and they communicate with
each other over data lines or hard wiring called a BUS
• A decreased number of wires is needed, thereby saving weight, cost, and well
as helping with installation at the factory and decreased complexity, making
servicing easier.
Multiplexing
• Multiplexing is the term used to describe the computer data signal
over shared line. The aim is to share an expensive resource
• By connecting the computers together on a communications network, they
can easily share information back and forth.
• Common sensor data can be shared with those modules that may need the
information, such as vehicle, speed, outside air temperature, and engine
coolant temperature
• Multiplexing has a number of advantages
• The elimination of redundant sensors and dedicated wiring for these multiple
sensors
• Less wiring and connectors
• Weight and space reduction
• Faster processing
• Example: Window – radio
• Three network classifications : A,B, & C
• A = low speed communication – no OBDII
• B = Standard communication for OBD II
• C = high speed communication lines using CAN Controller area network
•