15AE307J

Automotive Electrical
and Electronics System

Unit – 5
Telematics and Vehicle
Diagnostics
TELEMATICS
 Mobile communication via cell phone or satellite radio has great potential
for advanced automotive communication and information retrieval.
Communication of this type is generally called telematics

 Perhaps the only potentially serious issue/limitation to automotive Internet

connectivity and its associated information is the issue of driver distraction.
 As long as a passenger is handling the Internet connection and information
transfer, this should essentially be a nonissue. visual distraction, is a potential
safety issue
 One way to minimize driver distraction is to incorporate voice
recognition and voice synthesis technology
 real-time navigation to a car: The system, acting as a server, supplies
information to the car, which in addition to navigation includes
emergency calling, roadside assistance, routing, and, when available,
traffic information.
 Personalized traffic and weather information is available to the driver at
any location where the wireless connection can be made.
 In urban and other high-population density areas, cell phone links are
available.
 In remote areas, the digital link will be via satellite.
 Telematics applications will require on-board vehicle digital communications
and some sort of control system for handling the information and data.
 There are many possible architectures for such communication systems in
the future.
 One potential architecture having great promise is the embedded gateway
model. A gateway is a networking module that can host many different
telematics applications.

 The diagnostic function is available from data supplied by each on-board

electronic system.
 Whenever a problem or a potential future problem is present, the relevant
data can be forwarded to a maintenance service via the telematics
connectivity.
 The driver can then be warned of a potential problem to obtain
preventative maintenance rather than waiting for a breakdown to occur.
 Moreover, the driver can be reminded of scheduled maintenance in a
timely fashion.
 Required oil changes, low windshield washer fluid and low tire pressure are
examples of routine items to which the driver’s attention can automatically
be directed.
 The vehicle subsystems depicted in Figure include powertrain control,
ABS/traction control, and cruise control, among other things.
 The wireless networks block includes cell phone and satellite links and in
the future possibly other communication links.
 Consumer devices include personal digital assistant (PDA), video
entertainment systems, video games, and even PC-like terminals (for
passengers).
 The telematics applications processor reaches each of the other on-
board systems via an interface hardware subsystem operating with its
own software.
NAVIGATION
 The driver must first obtain maps having sufficient detail to locate the destination.
 Along the trip the driver must be able to identify the car location in relationship to
the map and make decisions at various road intersections about the route
continuation.

Navigation Sensors
 The most critical and costly component in the generic navigation system is the
position-determining system, that is, the position sensor.
 Among the concepts presently being considered for automotive navigation are
 inertial navigation,
 radio navigation,
 signpost navigation, and
 dead reckoning navigation.

 Each of these has relative advantages in terms of cost and performance.

Inertial navigation:
 An inertial navigation sensor has been developed for aircraft
navigation, but it is relatively expensive.
 The aircraft inertial navigation sensor consists of three gyros and
accelerometers.
 An inertial navigation system locates the vehicle position relative to
a known starting point by integrating acceleration twice with
respect to time.
 For example, along the x direction, vehicle position at time t is x(t):

where
x0 is the initial x position
a is the acceleration
along x direction
Dead Reckoning Navigation
 Dead reckoning navigation is a method of determining present position from a known
earlier position and information about vehicle motion.
 The sensor components of this system include a heading sensor and a wheel speed
sensor.
 Navigation systems of this type have been commercially available for some time.
 However, integration of this dead reckoning navigation system into a multisensor
navigation system has not been available (the combined system being potentially a
future electronic feature).
 The use of heading and speed information is illustrated in Figure 11.23.
 Experimental systems have used a form of magnetic compass sensor, known as a flux
gate, to measure heading.
ON-BOARD DIAGNOSTICS:
 On-Board Diagnostics (OBDs) is a full-function control systems capable
of alerting the driver of a malfunction and of allowing the technician to
retrieve codes that identify circuit faults.
 These early diagnostic systems were meant to reduce emissions and
speed up vehicle repair.

OBD Generation I (OBD I) specifies the following requirements:

1. An instrument panel warning lamp able to alert the driver of certain

control system failures, now called a malfunction indicator lamp (MIL).

2. The system’s ability to record and transmit diagnostic trouble codes

(DTCs) for emission-related failures.

3. Electronic system monitoring of the HO 2 S, EGR valve, and evaporative

purge solenoid.

By failing to monitor the catalytic converter, the evaporative system for

leaks, and the presence of engine misfire, OBD I did not do enough to
lower automotive emissions. This led the to develop OBD Generation II
(OBD II).
OBD-II OBJECTIVES

1. Detect component degradation or a faulty emission- related

system that prevents compliance with emission standards.

2. Alert the driver of needed emission-related repair or

maintenance.

3. Use standardized DTCs and accept a generic scan tool.

 The primary purpose of OBD II is emission-related, whereas

the primary purpose of OBD I (1988) was to detect faults in
sensors or sensor circuits.

 OBD-II regulations require that not only sensors be tested but

also all exhaust emission control devices, and that they be
verified for proper operation.
To achieve this goal, the computer must do the following:

1. Test all exhaust emission system components for correct

operation.
2. Actively operate the system and measure the results.
3. Continuously monitor all aspects of the engine operation
to be certain that the exhaust emissions do not exceed the
limit.
4. Check engine operation for misfire.
5. Turn on the MIL (check engine) if the computer senses a
fault in a circuit or system.
6. Record a freeze-frame, which is a snapshot of important
engine data at the time the DTC was set.
7. Flash the MIL if an engine misfire occurs that could damage
the catalytic converter.
The components tested by the Comprehensive component monitor include:

 Four-wheel-drive low switch

 Brake switch
 Camshaft (CMP) and crankshaft (CKP) sensors
 Clutch switch (manual transmissions/transaxles only)
 Cruise servo switch
 Engine coolant temperature (ECT) sensor
 EVAP purge sensor or switch
 Fuel composition sensor
 Intake air temperature (IAT) sensor
 Knock sensor (KS)
 Manifold absolute pressure (MAP) sensor
 Mass airflow (MAF) sensor
 Throttle-position (TP) sensor
 Transmission temperature sensor
 Transmission turbine speed sensor
 Vacuum sensor
 Vehicle speed (VS) sensor
 EVAP canister purge and EVAP purge vent solenoid
 Idle air control (IAC)
 Ignition control system
 Transmission torque converter clutch solenoid
 Transmission shift solenoids
 A scan tool is required to retrieve DTCs from an OBD-II vehicle.

 the powertrain control module (PCM) incorporates a special segment of software

 Every OBD-II scan tool will be able to read all generic Society of Automotive
Engineers (SAE) DTCs from any vehicle.

The diagnostic trouble codes (DTCs) are grouped into major categories, depending
on the location of the fault on the system involved.

Pxxx codes—powertrain DTCs

(engine, transmissionrelated faults)

Bxxx codes—body DTCs

(accessories, interior-related
faults)

Cxxx codes—chassis DTCs

(suspension and steeringrelated
faults)

Uxxx codes—network DTCs

(module communicationrelated
faults)
P0100 — Air metering and fuel system fault
P0200 — Fuel system (fuel injector only) fault
P0300 — Ignition system or misfire fault
P0400 — Emission control system fault
P0500 — Idle speed control, vehicle speed (VS) sensor fault
P0600 — Computer output circuit (relay, solenoid, etc.) fault
P0700 — Transaxle, transmission faults

 The number of the last two digits indicate the specific fault
within the vehicle system.

 Type A and B codes are emission-related codes that will cause

the lighting of the malfunction indicator lamp (MIL), usually
labeled “check engine”

 Type C and D codes are for use with non emission- related
diagnostic tests;

 they will cause the lighting of a “service” lamp (if the vehicle is
so equipped)
Freeze-frame items include:
 Calculated load value
 Engine speed (RPM)
 Short-term and long-term fuel trim percent
 Fuel system pressure (on some vehicles)
 Vehicle speed (mph)
 Engine coolant temperature
 Intake manifold pressure
 Closed-open-loop status
 Fault code that triggered the freeze-frame
 If a misfire code is set, identify which cylinder is
misfiring
A DTC should not be cleared from the vehicle
computer memory unless the fault has been
corrected and the technician is so directed by the
diagnostic procedure.

 Ifthe problem that caused the DTC to be set has

been corrected, the computer will automatically
clear the DTC after 40 consecutive warm-up
cycles with no further faults detected.

 Itrequires 80 warm-up cycles to erase the pending

fault if similar conditions window cannot be met.

 The codes can also be erased by using a scan

tool.