On Board Diagnosis - II

OBD-II
OBD-II / EOBD
(On Board Diagnosis II)
Published by
Chonan Technical Service Training Center
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OBD-II
OBD-II (ON-BOARD DIAGNOSIS)
Chapter 1. Introduction of OBD-II / EOBD
1. What is OBD-II
2. OBD-II
3. EOBD
4. Reference
Chapter 2. OBD-II/EOBD Monitoring
1. Catalyst Monitoring
2. Misfiring Monitoring
3. O2 Sensor Monitoring
4. Fuel System Monitoring
5. Evaporative System Leakage Monitoring (OBD Only)
6. EGR System Monitoring
7. Secondary Air System Monitoring
8. Thermostat Monitoring
9. Comprehensive Component Monitoring
10. Reference
Chapter 3. Troubleshooting
Chapter 1 Introduction of OBD-II / EOBD

1.What is OBD-II?
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OBD-II
1.1 what is OBD-II

The purpose of On Board Diagnostics (OBD) is to ensure that
emission related components and systems are functioning
properly to reduce emission levels of several pollutants emitted
by auto and truck engines. The first step is to detect that a
malfunction has occurred which may cause increased
emissions. The next step is for the system to notify the driver so
that the vehicle can be serviced. The final step is to store enough
information about the malfunction that a trained technician can
identify and repair the problem.
Many of the self-diagnostic tests performed by early OBD

systems are retained in OBD II systems, however, they are more
sensitive in detecting malfunctions. OBD II requires many
additional tests not required under the earlier OBD. These
include monitoring for engine misfires and detecting
deterioration of the catalytic converter.
The Malfunction Indicator Lamp (MIL) (Figure 1) alerts the driver

of a problem. The MIL is controlled by the following
Check Engine circumstances.
Figure 1.
1. Malfunctions involving systems or components that are not
related to emissions will not turn the MIL ON. However, these will
set a History Diagnostic Trouble Code (DTC) to record the failure.
See Diagnostic Codes Interpretation for more information on
DTCs.
1.2 History
of ON BOARD DIAGNOSTICS (OBD)
One of the first automotive applications of computers was self-diagnosis of system and
component failures. While early on board diagnostic computers simply lit a Check Engine
light on the dash, present systems must monitor complex interactive emission control
systems, and provide enough data to the technician to successfully isolate a malfunction.
The computers role in self-diagnosing emission control problems has become so important
that such computers are now required by Federal law. The first mandatory use of On Board
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OBD-II
Diagnostics (OBD) came from the California Air Resources Board (CARB) in 1988.
California set the pace for introduction of on board diagnostic systems, and the federal
government followed. Congress made on board diagnostic systems mandatory on all vehicles
sold in the U.S. as part of the 1990 Amendment to the Clean Air Act, and also required
mandatory compliance by 1996. The requirements of this first generation system, later
nicknamed OBD I, were relatively simple. CARB proposed even more sweeping on board
diagnostic systems to be required for the 1996 model year. This phase is called OBD II, a
second generation system.
The U.S. Environmental Protection Agency (USEPA) wrote regulations similar to Californias
OBD II. USEPA has agreed to accept systems meeting Californias OBD II at least through the
1998 model year. For all intents and purpose, all vehicles sold in the U.S. must meet the CARB
OBD II requirements.
1.3 Repair Issues
While the OBD II diagnostics provide valuable information for repairs, they can also make
diagnosis and repair more complicated. OBD II Self-diagnostics do not relieve you from careful
analysis and diagnosis of a problem using all available information, not just that provided by the
DTC Freeze Frame and Failure Record data.
Many of the tests performed by the PCM are very sensitive. Often they indicate deterioration in the
performance of a system or component and not actual failure. Furthermore, faults indicated by the
PCM may not cause any drivability problems. The owner may not report any problems other than
the MIL being on, and a test drive may not reveal anything further.
One important point to keep in mind when troubleshooting emission related DTCs is that some
DTCs indicate a fault in a particular component, while others indicate a fault in an entire system.
Systems, e.g. the fuel control system, include many components which are not individually
monitored for faults. Therefore, you must further isolate a system fault to a particular component.
Since the components are highly inter-related, this can sometimes be a difficult job.
Misfire and fuel control system faults can be particularly troublesome to diagnose. A problem
could exist in any of the numerous components in the fuel, ignition or air management systems.
While fault codes will help you, your knowledge of these systems will be invaluable in isolating the
problem to a single component.
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OBD-II
Exhaust leaks between the exhaust valves and the catalytic converter may also cause erroneous
faults if oxygen can be introduced into the system. The result may be failure of the PCM to detect a
deteriorating converter or erroneous faults from a good converter.
Fuel composition can also affect the ability of the PCM to detect legitimate converter faults. While
this should not be the first thing you should suspect, it is something to consider when other
attempts to isolate a converter fault are not effective.Finally, for the PCM to work properly, the
whole on board diagnostic system must be carefully engineered and calibrated for specific
Hyundai vehicles using OEM components. Quality aftermarket components such as catalytic
converters and O2 sensors should meet the calibration requirements of the system. However, poor
quality components may disturb the calibration and indicate faults where everything else seems to
be working properly, watch for the use of poor quality substitutes that may have been installed
improperly.
1.4 Summary
OBD II is required on all 1996 and later vehicles to ensure that all emission related components
and systems are working properly. Monitoring or tests may be performed continuously for certain
critical components and systems or on the basis of vehicle trips for less critical components.
When the PCM detects a fault, it stores a Diagnostic Trouble Code identifying the component or
system which caused the fault. It also stores records concerning vehicle operating conditions at
the time the fault occurred. You may use a Scan Tool to access these records for use in isolating
the trouble to a particular component for repair.
In many ways, OBD II helps you, because so much valuable information is stored about the fault.
However, many of the systems tested are complex and interact with other systems to disguise the
true source of a problem. While the information provided is very useful, you must still rely on your
professional skill and knowledge of automotive systems to successfully isolate the problem.
On Board Diagnostics
2.OBD-II
OBD
OBD I I
2.1. Introduction of OBD-II
OBD
OBD IIII
OBD Regulation Category
EOBD
EOBD
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OBD-II
OBD-I: Legislative requirement for fault diagnosis of components used for ECM controlling (North
America)
OBD-II: Legislative requirement associated with the regulation of emission during the useful
service life of vehicle (North America)
EOBD: Legislation enforced from 2000 in Europe, basis on the OBD-II of North America
It is being enforced in EU, Korea and Japan will introduce soon.
The regulation for installing the system using an On-Board Computer, monitoring the emission
related components and systems during driving vehicle, and notifying the driver when any fault is
detected so that the vehicle can be serviced.
The USEPA (U.S. Environmental Protection Agency) wrote regulations similar to that of CARB
(California Air Resource Board).
This is required on all 1996 and later vehicles, finally, nowadays, all vehicles sold in the U.S and
Canada must meet this requirements.
When the vehicle is driven, the ON-BOARD diagnosis device start to diagnose.
Generally, it uses the engine controlling computers (ECM; ENGINE CONTROL module or PCM;
Power train Control Module).
It diagnoses not only simple monitoring for OPEN/SHORT of electric circuits but also diagnosing
for malfunction of emission controllers such as Catalyst, O 2 sensor, Evaporative Emission Control
System, and Misfire, which is the main cause of increased emission. It should diagnose the
operation of sensors used in OBD system and actuators properly.
When any malfunction is detected, the MIL (Malfunction Indicator Lamp) alerts the driver of the
problems to prevent from increasing of the emission gases by the malfunction or deterioration of
emission controller.
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OBD-II
The MIL should be located at which the driver can notify easily, have luminosity enough to be
notified and not be damaged.
2.2 CARB OBD-II (ON-BOARD DIAGNOSIS)
This system should store the items and contents of malfunction such as the DTC (Diagnostic
Trouble Code) indicating the service man the situation related to the malfunction, the sensed
values (Freeze Frame) related to the driving situation in special computer system, in order to
notifying the malfunction situation, and these data should not be deleted easily.
The GST (Generic Scan Tool) which is used in service center can access these data.
The malfunction deciding condition is regulated in legislation in accordance with the increased
amount of emission of each item and the applicable technical situation.
2.3 The purpose of introducing the OBD-II
In 1980s, the engine Electrical Control Unit is introduced for controlling the emission.
The engine ECM reduces the emission by controlling the AF (air and fuel) ratio and the ignition
timing for the catalyst electrically.
To help the diagnosis of this system, the OBD is introduced.
OBD Regulation
- Applied on all 1988MY and later vehicles
- The vehicle using the ternary catalysis and Feedback control system is required for installing
the On-board computer diagnosing the main components related emission control, that is, the
emission related metering device and EGR system and alerting any malfunction to the driver
(Malfunction Diagnosis Code included)
- The indicating Lamp CHECK ENGINE should be lit on the instrument panel.
Problems of conventional OBD system
- The increase of the emission by the degradation of catalyst or O2 sensor, the clogging/stuck of
line, or the abnormal operation of sensor or actuator, except the simple short/open circuit of
electro devices or wiring, is not detected.
- As the DLC (Data Link Connector) is not standardized, the different interface connectors are
needed in accordance with the different vehicles.
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OBD-II
- The fault code is different from the manufacturer, so the special information for interpreting
each fault-code.
- The standard for lighting the MIL is different according to the vehicle manufacturer.
- The stored data format by diagnosis is different according to the manufacturer.
For solving these problems, the regulation is needed for all vehicles to meet the OBD
requirements (OBD-II)
After 1996 MY, all vehicles lighter than 8500lb (3850kg) should satisfy the following OBD-II
standard.
- It can communicate with the standardized protocol through Off-board diagnostic equipment
(scan tool) and the standardized DLC.
- The used terms should be standardized about the emission control component of vehicle.
- The standardized DTC (Diagnostic Trouble Code) should be used.
- When the DTC is set, the Freeze Frame shall be automatically stored.
- After Readiness Status of each monitor is decided, it should be stored.
- It should be controlled by the standardized requirement in accordance with the MIL lighting.
2.4 MONITORING ITEM
Monitoring Items regulated in CARB OBD-II
- CATALYST/HEATED CATALYST
- MISFIRE
- FUEL SYSTEM
- AIR CONDITIONING SYSTEM REFRIGERANT
- SECONDARY AIR SYSTEM
- EVAPORATIVE SYSTEM LEAKAGE
- O2 SENSOR
- EGR
- THERMOSTAT
- PCV VALVE
- Comprehensive Component
- Control UNIT (or MODULE) affecting to the Emission such as TCU
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OBD-II
2.5 Requiring Conditions relating to OBD-II Diagnosis, MIL lighting and Fault Code
Storing
All diagnosis should be performed at least one during Phase-I, II of FTP Driving Cycle.
When any fault is detected, before the 2 DC is completed, the MIL should be lighted and the Fault
Code and Freeze Frame should be stored.
The MIL can be off just when any fault is not detected again during 3DC after the fault is solved,
and the Fault Code can be deleted when 40 Warm-up cycle is passed without any Fault.
When the Misfire which can result in the catalyst damage is occurred, the MIL blinking and Fuel
shut off can be done, and when the Misfire rate is weakened, it can be changed into the MIL Steady
On.
* CD (Driving Cycle); Engine Startup, Engine Shutoff
* Warm-up Cycle; when the temperature is increased over 40 (22.2) or it is reached at 160
(71) condition after starting.
2.6 Submittals for OBD Certification according to the Regulations
(1) Documents describing the functions of diagnostic system

(2) Data Table including diagnosis device or system such as
(a) fault code
(b) method for monitoring
(c) diagnosis parameter and fault criteria limits
(d) diagnosis condition, diagnosis timing and period
(e) fault code, method for storing the MIL lighting
(3) logic flowchart
(4) Calculation method for the calculated load valve and the fuel trim
(5) Drawings for MIL and fuel cap indicator light
(6) Data of test for deciding the fault criteria limit
(7) Misfire data by the damage of catalyst (catalyst temperature data according to the misfire)
(8) Data of the time period for reaching to the required temperature after starting when the catalyst is
heated
(9) Emission test data for setting the criteria of the emission increase by heated catalyst
(10)Evaporative system leak criteria
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OBD-II
(11) Descriptions concerning to the devices for fault simulation or degradation.

(12)Listing of electronic input and output signal
2.7 Definition of DTC
Diagnostic Trouble Code (SAE J2012)
The Universal DTC is represented by one alphabetic and four numeric characters, the alphabetic
character means like that P=Power Train, B=Body, C=Chassis, and U=Network
The first digit of numeric character should be 0, when SAE standard code is used, otherwise, when
the DTC code is defined by the manufacturer, the first digit should be 1.
According to the vehicle kinds, about 90~100 of DTC are used.
When the same fault is not occurred during 40 warm-up cycles again, it can be deleted.
DTC List (Example)
DTC Fault Code Description

P0100 mass or volume air flow circuit malfunction
P0101 Mass or volume air flow circuit range/performance problem
P0110 Intake air temperature circuit malfunction
P0115 Engine coolant temperature circuit malfunction
P1134 O2 sensor circuit transition switch time malfunction/slop (bank 1 sensor 1)
P1154 O2 sensor circuit transition switch time malfunction/slop (bank 2 sensor 1)
P1166 O2 sensor controller adaptation diagnosis malfunction (bank 1)
P1167 O2 sensor controller adaptation diagnosis malfunction (bank 2)
P0130 O2 sensor circuit malfunction (bank 1 sensor 1)
P0150 O2 sensor circuit malfunction (bank 2 sensor 1)
P0133 O2 sensor circuit slow response (bank 1 sensor 1)
P0153 O2 sensor circuit slow response (bank 2 sensor 1)
P0134 O2 sensor circuit no activity detected (bank 1 sensor 1)
P0154 O2 sensor circuit no activity detected (bank 2 sensor 1)
P0135 O2 sensor heater circuit malfunction (bank 1 sensor 1)
P0155 O2 sensor heater circuit malfunction (bank 2 sensor 1)
2.8 FREEZE FRAME
Parameter related to the engine control is stored at the first occurrence of fault.
Freeze Frame List (Legislative Regulation)

- Calculated Load value
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OBD-II
- Engine rpm
- Fuel trim
- Fuel pressure (if available)
- Vehicle speed (if available)
- Coolant temperature
- Intake manifold pressure (if available)
- Status of closed-or open-loop operation
- Fault code
When the fuel system or misfire fault is occurred, it should be stored prior to the freeze frame of
other fault.
It can be deleted under the fault code deleting condition.
2.9 Data Link Connector

OBD-II Diagnostic Connector Terminal Assignments; (J1962)
1. 9.
2. Communication Bus Positive (+) 10. Communications Bus Negative (-)
3. 11.
4. Chassis Ground (-) 12.
5. Signal Ground 13.
6. 14.
7. K Line ISO 9141-2 15. L Line ISO 9141-2
8. 16. Battery Positive (+)
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16
2.10 Readiness Status
It should indicate the completing the diagnosis of each items. When the GST is connected, these
data should be displayed.
The readiness status should be confirmed at I/M Test. Just before I/M test, the test should be
performed after the fault code is deleted by the battery reset or GST to prevent the report from
indicating no fault.
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OBD-II
The item completing the diagnosis is set to ready, and it is indicated as not ready when the
battery is disconnected or the DTC is deleted by scan tool.
Except the items diagnosed at the special driving condition, the continuously diagnosed items
should be always indicated as ready.
(*) Items diagnosed non-continuously; Catalyst, air injection system, EGR system, O2 sensor,
evaporative emission control system
2.11 Function of Scan Tool
Diagnostic Equipment which can communicate with the computer embedded into vehicles.
Automatic initialization
- The function which automatically checks and decides what communication protocol is used to
set the communication.
Function requiring the Mode$01-Mode09 defined at SAE J 1979 E/E Diagnostic Test Mode.
According to this requirement, the On-board computer should reply.
2.12 Effect of OBD-II
To prevent from increasing the emission by the fault of parts.
Increasing of the period/affairs for developing the vehicle
- Increasing of the calibration affairs related to the OBD-II and the requirement of the test vehicle
- Increasing of the certification and test item
- Merchandizing and manufacturing of the various parts
Increasing of the cost by the increasing of the part number relating to the monitoring
- Rear O2 sensor (Catalyst Monitoring)

- Canister Close Valve, Fuel Tank Pressure sensor, Fuel System Tightness/Material (Evaporative
System Leakage Monitoring)
- Misfire Detection Sensor, Vehicle Speed Sensor/Accelerometer (Misfire Monitoring)
- MAP Sensor (EGR Monitoring)
Increasing of cost for vehicle endurance and warranty
3. EOBD (Euro OBD)

Apply to all vehicle sold after February 1st, 2000.
The same concept with the CARB OBD-II

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OBD-II
The MIL is lighted when the emission is over the standardized value without detail regulation
about diagnosis items.
As regulated to all items related the emission, actually, all items are included.
Except the Evaporative System Leakage Monitoring
3.1 History and Requirements

3.1.1 European Emission Legislation Step 14
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OBD-II
3.1.2 ECE-Test cycle for vehicles < 2500kg
Step III and IV Test Distance: 11.007 km
Total Test Duration: 1220 s
Average Speed: 32.5 km/h
Max. Speed: 120 km/h
3.1.3 Requirements for EU III, EU IV
Basis: EU Directive 98/69 dated 13. 10. 98
Emissions in revised Type I test cycle (sampling including start of the engine):
limits in g/km CO HC NOx
Engine start temperature 20 Step 3: 2.3 0.2 0.15
Step 4: 1.0 0.1 0.08
Engine start temperature -7 1/2002: 15 1.8 ---
On-board Diagnosis (EOBD) starting with Step 3
More stringent test for evap. Emissions starting with Step 3
Field tests (In Use Compliance) Step 3: 80,000 km/ 5 years
Step 4: 100,000 km/ 5 years
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OBD-II
3.1.4 Requirements to EOBD-Diagnostic Functions
Identification of faulty components if a failure could increase emissions above following limits: CO:
3.2 g/km, HC: 0.4 g/km, NOx: 0.6 g/km
Three way catalyst: monitoring for HC conversion ratio (HC limit: 0.4 g/km)
Misfire monitoring
Oxygen sensor monitoring
Electrical diagnosis of the evaporative system ventilation valve (no leak detection !)
Circuit continuity check of any other emission- related power train component for relevant sensor
to enable diagnostic monitors connected to a control unit
Storage of fault codes, operating conditions (freeze frame) and the status information
Standardized signal access through serial data port via Scan Tool
Documentation of the system and functional tests with aged vehicles required.
Provisions for system sECMrity (tampering protection)
3.2 Overview of EOBD system
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OBD-II
3.3 Fault Management

3.3.1 Requirement by Regulation
To be monitored items
- All emission relevant components and systems which are connected to an ECM shall be
monitored for circuit continuity.
- All components and systems connected to an ECM have to be monitored for failures which
may result in emissions exceeding the given EOBD limits.
- Separately named components and systems
(catalyst, O2 sensors, misfire detection)
Storing fault code
As soon as one of the required failures has been recognized.
Malfunction indicator activation
- For all required failures the MI shall activated within 3 rd 10th driving cycle, if failure is still
existed.
- The MI shall activate when the engine control enters a permanent default mode of operation, if
EOBD emission limits are exceeded.
3.3.2 General Overview
Objectives
- Fault storage
- Status storage for all diagnosis functions
- Maintenance
- Availability of data for tester interface (with Scan tool)
- Triggering of malfunction indication lamp on and off
Fault code memory management
- Status array (sfp): status for every possible fault path
- Fault store array (fcm): the entries for the actual or already appeared fault
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OBD-II
3.3.3 Fault management
3.3.4 MIL (Malfunction Indicating Lamp) strategy
Continuity check for EMS components
Mainly MIL on after 3 driving cycles with fault and MIL off after 3 driving cycles without fault except
for
- knock sensors, CAN line-MIL not one but same fault memory manage
- engine speed sensor, Immo, Lamp MIL not on but, immediate fault debouncing
EOBD functionality monitoring
Catalyst, fuel system, O2 sensor aging monitoring faults;
MIL on after 3 driving with fault and MIL off after 3 driving without it Misfire monitoring;
Catalyst damaging MF; immediate MIL flashed
Emission relevant MF; after confirmation of 4 times 1000 rev. MIL on
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OBD-II
4. Reference
4.1 Comparing of OBD regulations of each Nation
Application Data
CARB OBD-II EOBD Japan
1996MY & After 2000. 1. 1. 2002. 10. 1.
MAIL-OUT #MSC 97-24& Directive 98/69/EC Annex Automobile Technical
others XI+L104/31, 32 Amendment Standard, Annex 32
Disable Condition
Items CARB OBD-II EOBD Japan
Disable Fuel Level Lower than Fuel Level Lower than 20% No Definition
Condition 15% Starting Temperature below
Starting Temperature -7
below 20 Altitude higher than 2500m
POWER TAKE-OFF UNIT
Altitude higher than active
8000ft Low Misfire rate at specific
POWER TAKE-OUT speed and load condition
UNIT active
4.1.1 Comparing of OBD regulations of each Nation Monitoring Item
CARB OBD-II EOBD Japan

Catalyst/Heated Catalyst Not Defined
Misfire Not Defined
Evap System Leakage Puroe solenoid Circuit Not Available
Fuel System Continuity
O2 Sensor
Air Con Not Defined
Thermostat Not Defined Not Defined
PCV Not Defined Not Defined
EGR Not Defined EGR
Secondary Air System Not Defined Secondary Air System
Not Defined Atm Prs Sensor, Intake Prs
Sensor
Intake air temp sensor
Comprehensive Component Emission control system Air flow sensor, coolant
components or systems, or temp sensor
emission-related power Throttle sensor
train components or Crank angle sensor
systems which are Oxygen sensor
connected to a computer, Oxygen sensor Heater
the failure of which may Circuit
result in tailpipe emissions Primary Ignition System
exceeding the limits given
Any other emission-related Components or Systems
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OBD-II
power train component which may increase tailpipe

connected to a computer emission when
must be monitored for malfunctioning
circuit continuity
4.1.2 Comparing of OBD regulations of each Nation Malfunction Criteria
1). CARB
Items Malfunction Criteria Remark
Catalyst A-1. 98My & After Criteria HC Standard Only
1.75x(FTP HC Standard) Phase-In
A-2. Before Phase-in Criteria
LEV 2.5x(FTP HC Std) + 4k
TLEV 2.0x(FTP HC Std) + 4k
Misfire A. Catalyst Damage Misfire Rate
B. 1.5x(FTP) Misfire Rate
Evaporative System 0.04in (1mm) hole Leak Detection
2000 My & After ; 0.02in (0.5mm) PHASE-
IN
Fuel System 1.5x(FTP Std)
O2 Sensor
EGR
2nd Air
Heated Catalyst
PCV (Positive Crankcase Disconnection or Leakage Not necessary for
Ventilation Valve) the case PCV is
fastened directly
Air Conditioning System Leakage Not necessary for
Refrigerant federally-approved
refrigerants
Thermostat Open Stuck
Comprehensive A. 1.5x(FTP Std)
Component B. IDLE RPM + 200 - 100
2). EOBD
Mass of carbon Mass of Mass of oxides

Reference Mass PM(1)
monoxide hydrocarbons of nitrogen
(kg) (g/km)
(g/km) (g/km) (g/km)
Category Class Petrol Diesel Petrol Diesel Petrol Diesel Diesel
M (2)
- All 3.2 3.2 0.4 0.4 0.6 1.2 0.18
I RW 1305 3.2 3.2 0.4 0.4 0.6 1.2 0.18
N1 (3)(4)
II 1305<RW1760 5.8 4.0 0.5 0.5 0.7 1.6 0.23
III 1760 < RW 7.3 4.8 0.6 0.6 0.8 1.9 0.28
(1) For compression ignition engines.
(2) Except vehicles the maximum mass of which exceeds 2,500 kg
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OBD-II
(3) And those Category M vehicles which are specified in note 2.

(4) The Commission proposal referred to in Article 3(1) of this Directive shall contain the threshold
limit values for OBD for 2005/6 for M1 and N1 vehicles.
3). Japan
Detail regulations are not defined.
4.1.3 Comparing of OBD regulations of each Nation Monitoring Requirement
Items CARB OBD-II EOBD Japan

Monitoring At least once during FTP At least once during TYPE-1 No Definition
Requirement CYCLE TEST
Misfire & Fuel System
Monitoring; Continuous
Misfire All Positive Torque Line From All Position Torque Line From No Definition
Monitoring 3000rpm to 4 Hg Lower than 3000rpm to 13, 33 kPa lower, at
Range positive torque line at Redline 4500rpm or highest speed
Engine speed during a Type I + 1000rpm
Evap system 1.0mm Leakage Electrical Circuit Continuity Circuit
Monitoring 0.5mm Leakage Phase-In Check only Continuity
Code
MIL On/Off, Initial Temperature Code for Store the distance traveled Disarm the
DTC Storage Misfire and Fuel System since the MI was activated warning when
& Erase monitoring the
MIL ON & Freeze Frame malfunction is
MIL ON & Freeze Frame Storage at 3rd DC cleared.
Storage at 2nd DC (2-preconditioning Cycle +
Main Cycle)
MIL OFF after 3 continuous DC
without Malfunction

DTC Deletion after 40 warm-up
DC without Malfunction
Chapter 2 OBD-II / EOBD Monitoring

1. Catalyst Monitoring
1.1 OBD-II Catalyst Monitoring
Catalyst Function
- Engine Electrical Control; Fuel Feedback Control (Lambda Control)
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OBD-II
- Condition for maximizing the catalyst efficiency Lambda = 1
- Catalyst Function;
Oxidization and Deoxidization (Three-way Catalyst); Pd, Pt, Rh
Oxygen Storage Function (Ce, Pt), Oxygen Storage Capacity (OSC)
- Function and Capacity of earth rare metal or additional material in catalyst for in-taking the
oxygen in the exhausted gases at lean state and exhausting at rich state
- The Ce is the Main component of the OSC. The Pt also works partially.
2CeO2 Ce2O3 + 1/2 O2
Strengthened Regulation Correspondence; MCC or CCC
Damaging Type of Catalyst; Heated, Surface Contamination (), Breakage or Melting
- Heated; Sintering of earth rare metal and Ce, reducing the surface area by the changing of the
substrate phase, degraded function of the earth rare metal and Ce by heat resistance.
- Surface Contamination (); Efficiency decreasing resulting from covering the surface of
catalyst by the silicon, sulfate, phosphorous, lead or zinc included in the fuel or engine oil.
- Breakage; Mechanical Damage
- Melting; melting of substrate by the fire.
Effects by the damage of catalyst
- Decreasing the conversion efficiency
- Increasing the exhaust emission
Phenomena by the damage of catalyst
- Slowdown of increasing of oxidation temperature
- Increasing the amount of exhausted oxygen
Diagnosis Method
- The O2 sensor is attached at the next of catalyst and then the signal of the Front sensor and
that of the Rear sensor are compared.
Regulation Situation
The function of the catalyst should be monitored properly (except Diesel). HC (basis on NMHC)
- TLEV ; FTP HC > 2.0 x FTP STD + 4k EM
- LEV ; FTP HC > 2.5 x FTP STD + 4k EM
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OBD-II
- ULEV ; FTP HC > 3.0 x FTP STD + 4k EM
- After 98MY 1.75 x FTP STD Phase-IN 20%/ 40%/ 80%/ 100%; 98MY/99MY/00MY/1MY
- Non-LEV ; if FTP HC > 1.5 x FTP STD + 4k EM then it is considered as Malfunction
The O2 sensor signal is oscillated by the Lambda control.
As the catalyst is heated, the Downstream O2 sensor signal is similar to the signal of the Upstream
O2 sensor.
There are three kinds in the method for measuring the OSC using the O2 sensor signal at the front
and the rear of catalyst.
(1) Comparing Amplitude (2) Comparing Frequency (3) Comparing Rich-Lean Ratio
Good Catalyst Deteriorated Catalyst
Front O2 Sensor
(Upstream O2 Sensor)
Rear O2 Sensor
(Downstream O2 Sensor)
Front & Rear O2 Sensor Signal Good Catalyst
10
Front O2 Sensor 5
9 4
8 3
7 2
6 1
5 0
4 -1
3 Rear O Sensor -2
2
2 -3
1 -4
0 -5
22
8600 8700 8800 8900 9000 9100 9200
OBD-II
Front & Rear O2 Sensor Signal Deteriorated Catalyst
10
Front O2 Sensor 5
9 4
8 3
7 2
6 1
5 0
4 -1
3 -2
Rear O2 Sensor
2 -3
1 -4
0 -5
10200 10250 10300 10350 10400 10450 10500 10550 10600 10650
1.2 EOBD Catalyst Efficiency Monitoring

1.2.1 System Overview
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OBD-II
1.2.2 Monitoring Structure
A. Signal amplitude : Calculating signal amplitude of O2 sensor signal
B. Model of borderline catalyst and downstream sensor signal amplitude : The modeled downstream
sensor signal with borderline catalyst calculated and the amplitude of it is calculated with same
method
C. Signal evaluation : The amplitude of actual sensor signal and the modeled sensor signal are
compared, and the catalyst aging factor is calculated with the compared result.
D. Fault processing : If the catalyst in the vehicle indicates lower oxygen storage capacity than the
model, a fault is detected and internal fault flag will be set. If the fault is detected 2 driving cycle
more, the MIL will be illuminated.
E. Check monitoring conditions : The function is activated only under the reliable operating condition
which has reasonable sensor signal and model.
24
OBD-II
1.2.3 Method of Monitoring
1.2.4 O2 Sensor Signals with New and Bad Catalysts
25
OBD-II
26
OBD-II
1.2.5 Catalyst Monitoring

Setting the Monitoring Condition
WOT Enrichment
- Warm-up, O2 sensor Monitoring
- Range within the set air amount Bmep

Space Velocity Limit
- No Misfire
Minimum
- Except Transient engine
speed
- After the catalyst is activated
(Model temperature) Minimum engine load
Engine Speed
- Engine Speed/load condition
Check for the Monitoring Function
- Checking the completion of the Monitoring in FTP Module
- Checking the exception of Transient Monitoring
Checking the exception of extremely Cold area Monitoring, and the abnormal diagnosis
2. Misfire Monitoring
Misfire;
- Increasing of Hydrocarbon
- Increasing of catalyst temperature by the oxidation of the hydrocarbon at the catalyst
- When a lot of Misfire is occurred continuously, the damage by the catalyst melting and the
engine failure are monitored.
Misfire Detection Technology
- Using the Crankshaft Position Sensor Signal
Magnetic Pick-up
Hall Sensor
- Method for using the Misfire Detection Sensor
In-Cylinder Pressure Sensor
Ion Probe
Ignition Current
Using the Crank Position Sensor Signal
27
OBD-II
Measuring the Segment Duration
Calculating the index value for occurring the Misfire such as angular velocity or Engine
Roughness
TDC
Target Wheel
1 Cylinder Segment Duration
120 deg Crank Angle for V6 Eng
Crankshaft 180 deg Crank Angle for I4 Eng
Position
Sensor Rough Road
Gear Shift
Drive Line Resonance
Segment Engine
Duration Roughness Misfire
Roughness Detection
Evaluation &
Threshold Statistic
Calculation
The angular speed of the crankshaft is affected by the explosion/expansion stroke.
When the Misfire is occurred, the Duration of each Segment will be long.
Misfire
TDC
Crankshaft
Angular
Speed
n-2 n-1 n n+1
Segment
Duration
Tn
n-1 n n+1
Example)
Engine
Roughness
ER
n-1 n n+1
28
OBD-II
Range of Monitoring
Full Range Monitoring

99/00/01/02MY Phase-in
Minimum = 50%/70%/90%/100%
engine WOT
speed
Bmep
Catalyst Temperaure w/ Misfire at 3008 RPM

4in Hg
1300 FTP Range
1200
Positive Torque Line
Setting for the Catalyst1100
Damage Threshold
Engine Speed 3000rpm red line
1000
900
800
MAF 98
700 MAF 202
Catalyst Temperature [degC] MAF 300
MAF 398
600 MAF 438 (WOT)
500
29
0 2 4 6 8 10 12 14 16 18
Misfire Rate [%]
OBD-II
Parameter affecting to the measuring the Segment Duration
- Wheel manufacturing variation
- Sensor Gap
Possibility of mal-sensing of normal Firing
- PECMliar vibration range of Driven train (M/T vehicle)
- TCS operating condition
- Sudden racing, Sudden acceleration or deceleration
- Gear Shift Manufacturing variation of

the Target Wheel
- Rough Road
Treatment of the Misfire Counter and the Fault Code
- Misfire rate during 200rev/1000rev
Treatment of the Temporary Fault Code
30
OBD-II
3. O2 Sensor Monitoring
O2 Sensor;
- The high/low signal is generated according to the density of the oxygen in the emission gas
Kinds of O2 Sensor; ZrO2, TiO2
- ZrO2 sensor
The electromotive force is generated by the difference of the oxygen pressure between the
exhaust gas and the atmosphere.
- TiO2 sensor
Changes in the resistance according to the density of the oxygen in the emission gas
Kinds of damages in the O2 Sensor
- Heated, Surface Contamination (), Mechanical Damage
Phenomena from the damage of the O2 sensor
- No Signal, High-Low Signal
- Slow Response, Low Oscillating Frequency
Output
Voltage
Amplitude
Rich-to-Lean Lean-to-Rich Lean Rich

Time Time Duration Duration
O2 Sensor Characteristics
- Rich-to-Lean, Lean-to-Rich Response
- Oscillation Frequency
- Voltage Amplitude
Sensor Control Level Monitoring (Tv monitoring)
- Varying by the influence from Surface Contamination of Lead or Silicon
Rear O2 sensor is used as the Reference because it has less possibility of contamination.
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OBD-II
The Delay time (Tv) value calculated from the Rear O2 sensor affects to the average value of
the Lambda controller (fr). If the Delay time is out from any direction (+ or -) with certain
amount, the Lambda controller is also out from the average value a lot, so it is bad for the
Emission. Therefore, the adaptation (atv) of the Delay time (Tv) should be monitored.
Sensor Dynamic Monitoring

(Tp monitoring)
- It will be varied by the affection of Aging.
The average of the Lambda controller (fr) is not

varied, however, if the response time of
RichLean, LeanRich is long, then it is bad
for emission. Therefore, the frequency (Tp) of
O2 sensor should be monitored through the
window of set engine rpm and engine load.
Sensor Heater Monitoring
- To measure the Fuel-Air mixture exactly, the temperature of Sensor tip should be maintained
with certain value or higher. To do so, Sensor heating is needed.
- The sensor temperature can be estimated by measuring the internal resistance of the Nernst
cell.
Calculate the internal resistance according to the temperature of the exhaust gas/catalyst
and the Heating performance.
Malfunction is detected by comparing with the measured internal resistance
32
OBD-II
Rear O2 Sensor Monitoring
Diagnosis Method
- Decide by the Rear O2 sensor signal at deceleration Fuel Cut-off.
Fuel Cut-Off
Rear O2 Sensor Signal
Rear O2 Sensor Response Time

Rear O2 sensor Voltage Level after certain time period
Open/Short Circuit
Characteristic of O2 Sensor signal;
- Distinguish the range of sensor output and the Open/short circuit
Diagnosis Method
- When the High/Low voltage is maintained over/less the set time period, it is possible for the
circuit malfunction to be occurred.
- When the variation of the High/Low value of Voltage is less than set value after starting
33
OBD-II
- The output characteristic is determined by supplying 5V at O2 sensor circuit in force.
- In the case that the sensor output is out of the set range when fuel amount is added or lacked
during over certain time period.
4. Fuel System Monitoring

Configuration of Fuel System
- System for measuring the intake air amount
Mass Air Flow Sensor
Manifold Pressure Sensor
- Fuel injection System
Injector
Fuel Pressure Regulator
Oxygen Sensor
Fuel Pump, Fuel Line
- System Controller (ECM)
Lambda Control (Closed-loop Control)
Injection
Duration Injection Duration (Fuel Amount)
(msec)
O2 Sensor Adaptation
Basic Fuel Quantity

(Pilot Map Value)
Lambda Controller
(Short Term) Fuel Trim: P-I Gain value of Lambda Controller for Closed-loop control
Long Term Fuel Trim: Lambda Controller Adaptation according to the driving range or the driving
condition
34
OBD-II
Lambda Control
Function for calibrating the fuel amount by judging the Lean-Rich state of the exhaust using the
O2 sensor signal front of catalyst.
When the O2 sensor signal is lean, control to increase the fuel amount, otherwise, when if is rich
control to decrease the fuel amount, so that the Air-Fuel ratio is controlled to maintain with
Lambda = 1.0 in order that the catalyst can operate in optimized state.
5 14
4 12
3 10
O2 Sensor Signal
(input) 2 8
1
6
0
4
-1
Lambda Control 2
Fuel Injection Signal
-2
(Output) -3 0
-4 -2
-5 -4
1200 1250 1300 1350 1400 1450 1500
Short Term Fuel Trim High Limit
Lambda
Controller
Long Term Fuel Trim High Limit
Long Term Fuel Trim Low Limit
Short Term Fuel Trim Low Limit
35
OBD-II
In the case that the Long Term Fuel Trim is over the Limit.
In the case that the time period in which the Short Term Fuel Trim is over the Limit is longer than
the set time period.
Kind of Malfunction in Fuel System
- Malfunction of measuring sensor of air amount
- Malfunction of O2 Sensor
- Malfunction of control Computer
- Deteriorate/Malfunction of Injector
- Deteriorate of Fuel Pump
- Deteriorate of Fuel Pressure Regulator or Vacuum hose
- Deteriorate of Lambda control by the deteriorate of the Purge Valve (open stuck)
- Control deteriorate at over Purge (High Temperature, High mountain area)
Adaptation Area of Fuel System
- Idle area (RKA): Additive correction for the leakage at the intake system
- Part Load area (FRA): Multiplicative correction for variation of the Fuel pressure
rl
[%]
80
70
FRA-area Limits
60 (Multiplicative Correction)
Air Mass Flow30.4 Kg/h
50 rl30%
Coolant Temperature80.3
40
30
RKA-area Limits
20 (Additive Correction)
Air Mass Flow20.8 Kg/h
10 Engine Speed880 rpm
Coolant Temperature80.3
0
1 2 3 4 5 6
x 1000 rpm 36
OBD-II
5. Evaporative System Leakage Monitoring

Configuration of the Evaporative Emission Control System
Fuel Filler Neck, Fuel Tank, Canister, Canister Purge Valve, Canister Close Valve, Fuel Tank
Pressure Sensor
Basic of Leakage Monitoring
- The monitoring is required when the CARB detects any malfunction of Tank ventilation system
(Leak or Jamming)
- When the evaporative emission is increased by leak
- The main component of the increased emission is HC
Evaporative Emission Source
- Hose, Clamping, Fuel Filler Cap, Fuel System Leakage
- Canister Pipe open to atmosphere
Legislation
- N/EVAP, ORVR, Low Volatile Fuel (RFG, Phase II/III)
Compulsory Requirement of Car Maker
- Building Leak free System
- Optimizing the Canister capacity
- Building ORVR System
Basic of OBD-II Leakage Monitoring
- When there is leakage having hole of 1.0mm diameter, the evaporative emission will be
increased extremely.
- It is need to reduce the hole size from 1.0mm to 0.5mm, result of the evaporative emission test
according to the hole size (Phase-In 2000MY/2001MY/2002MY = 50%/75%/100%)
Method for Leakage Monitoring
- Air shrouded Type
- Vacuum Type
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OBD-II
Configuration of the Air shrouded type System
Configuration of the Evaporative Emission Control System
Fuel Filler Neck, Fuel Tank, Canister, Canister Purge Valve, Canister Close Valve, Fuel Tank
Pressure Sensor
Basic of Leakage Monitoring
- When the evaporative emission is increased by leak
- The main component of the increased emission is HC
Evaporative Emission Source
- Hose, Clamping, Fuel Filler Cap, Fuel System Leakage
- Canister Pipe open to atmosphere
Fuel Filler Cap
Purge Control Fuel Tank

Valve
Canister
Compulsory Requirement of Car Maker
- Building Leak free System
38
OBD-II
- Optimizing the Canister capacity
- Building ORVR System
Basic of OBD-II Leakage Monitoring
- When there is leakage having hole of 1.0mm diameter, the evaporative emission will be
increased extremely.
- It is need to reduce the hole size from 1.0mm to 0.5mm, result of the evaporative emission test
according to the hole size (Phase-In 2000MY/2001MY/2002MY = 50%/75%/100%)
Method for Leakage Monitoring
- Pressure Type
- Vacuum Type
Pressure Type
Working Phase
Normal Purging Phase;
- Fresh air flows via air filter, change-over valve and canister into the intake manifold
Throttle Blade Purge Control

Valve
Monitoring
starting
temp.
Canister
Change-Over Valve
Engine
Reference
Orifice
Fresh Air
M
Filter
Reference measurement phase;

- Closing the change-over valve and the purge control
valve
- Pumping the air through the 0.02 Reference orifice
- At this time, the pump consumption current is
measured as the reference.
39
OBD-II
Monitoring Mode;
- After the change-over valve is ON, pumping the air to
fuel tank through canister
- If any leak does not exist, then the fuel consumption

current is increased, and if leak exists, then the
current is not increased, even increased, the
increased amount is less than that of which the
Reference orifice is used.
DM-TL (Diagnostic Module for Tank Leakage)

Tight system
25 hPa
Motor Reference Current
current 0.02 leakage
Leakage > 0.04
40
time
OBD-II
Vacuum Type
Pressure sensor
Throttle P
Blade Purge Control
Valve
Fuel Tank
Canister
Engine
Air Filter
Canister Close Valve
Non-Enhanced Evaporative System Monitoring
- Monitor the proper functioning of the evaporative purge system
- Monitor the purge flow from canister to surge tank.
Diagnosis Method
- When the purge valve is operated at the idle state, check the variation of -controller
- When the purge valve is opened more at the idle state, check the variation of ISA
Purge Flow
Purge
Control t
Valve
IDLE
Speed
Actuator
Duty Threshold
Idle Speed Actuator
Threshold
Rich
Correcion
Intake Manifold Canister
Lean
Correction Threshold
41
OBD-II
Check Item for Calibration
- Working state of relative parts;

Deteriorate of CCV closing, Deteriorate of CPSC Closing/Opening, Deteriorate of pressure
sensor working
- Just before braking at Full Level state, when the door is open, the pressure is varied by the
fuel sloshing
- The vapor is extremely generated just before fuel supplying
- The vapor is extremely generated when the high RVP fuel is used.
- The monitoring time period is long at low fuel level
- The vapor is extremely generated by the increasing of the fuel temperature when the vehicle is
driven in high temperature area for a long time.
- The vapor is extremely generated when the vehicle is driven in high mountain area.
Capability of Diagnosis in FTP
Quality Enhancement of the Mass-produced parts an the System
Measuring the over-night System Pressure
Purge P Pressure Meas. Module

Control valve
Closed System at Key OFF
Canister
Ambient
Temperature
Leakage
Engine Running
System Pressure Threshold
O.K
6. EGR System Monitoring
EGR (Exhaust Gas Re-circulation);
42
OBD-II
- Decreasing the NOx by lowering the combustion temperature by re-circulating the exhaust gas
back to cylinder.
- Fuel Gain by decreasing the Pumping loss of others.
Diagnosis Method
- Examining the variation of intake vacuum by opening the EGR Valve in force, at the condition
of decreasing speed.
- The vacuum is recovered by opening the EGR Valve in the maximum state of the intake
vacuum.
- When the speed is decreased, even if the EGR valve is open, the intake air amount is small
because the Throttle valve is closed so that the emission is not influenced.
Check Item
- Increasing of the Emission by the Monitoring
- Setting the parameter related to the diagnosis in order to complete the diagnosis within the
minimum time period in which the variation of pressure can be distinguished from the
Transient.
- Abnormal diagnosis under various driving condition (Sudden/Slow deceleration, Monitoring

condition)
EGR MONITORING - CLOSED STUCK
ERG VALVE CLOSE STUCK ERG VALVE Normal
5 1
5 1
P mani 4
4 EGR ON
Intake Press Sensor Signal (V) 3

3
Engine Speed (rpm)
2 2
1 1 P mani
ERG ON
0 00 0
250 250
2500 260 270 280 290
VS
200 N 2000
Vehicle Speed (km/hr)
150 1500
100 1000
50 500
0 0
160 170 180 190 200
Time (sec)
Enhanced Diagnosis Method

43
OBD-II
- Examining the variation of the intake pressure by closing and opening the EGR Valve within a
short time period under the normal driving condition.
- The intake pressure is decreased at the closing moment of EGR valve and then it is increased
at the opening of EGR valve. At this time, the monitoring is performed by comparing the
variations of model value and measured value.
- In this case, it is possible to diagnose the quantitative checking (EGR rate decreasing amount)
as well as the simple EGR valve open checking.
7 Secondary Air System Monitoring

System Configuration
Secondary air pump, Secondary air valve
Diagnosis Method
- Diagnosis is performed using the Front O2

sensor when the Secondary air is ejected
within the warm-up range.
- Diagnosis is performed using the Response

of the Front O2 sensor when the Secondary
air is ejected at the engine warm state.
8 Thermostat Monitoring
Thermostat Control Method: divided into like the followings according to the bypass type
Exit Control: Applied to Accent 1.5 SOHC
Entrance Control: Applied to Accent 1.6 DOHC
44
OBD-II
[Exit Control] [Entrance Control]
Exit Control Diagnosis Method
When the temperature difference appearing at operating of the Thermostat is not occurred.
dtmot
Coolant maximum
Coolant temp. temperature
temperature Coolant temp.
(NORMAL) difference

Coolant temp.
(OPEN)
time
Thermostat
regulating temp.
(88)
75
Monitoring starting temp.

45
OBD-II
Entrance Control Diagnosis Method
When the accumulated air amount (imldthm) is over certain value before the coolant temperature
does not reach 75.
Coolant Temp.
Coolant Temp. (Open)
(Normal)
Coolant Temp.
75
Imldthm
(accumulated air amount)
Threshold
Time
Monitoring Comparing during FTP cycle
[Exit Control] [Entrance Control]
9 Comprehensive Component Monitoring

46
OBD-II
- Mass Air Flow Sensor and Throttle position sensor
Permissible Range by the MAF Table value mapped according to the Engine Speed and the TPS/MAF.
Time or Counter out of the range
MAF Cold Temperature

or Limit Measured MAF value
TPS
High Temperature
High Altitude Limit
Time
Coolant Temperature sensor
In the case that the measured temperature is low when the Model Temp is the entrance
temperature of Lambda control
When the measured temperature is lower than Model temperature within certain time period
When the entrance time of Lambda Control is abnormally long.
When the difference of the measured nearby temperature is abnormally large.
When the difference between the maximum value and the minimum value is abnormally large.
Temperature Increasing Rate;

Atmosphere Temp., Driving Load
Model Temperature Calculated, as a function of (Air flow rate, start temperature, etc)
Temperature ()
(2)
Lambda control entrance temperature
(about 20)
(1)
(3)
Time (sec)
47
OBD-II
Thermostat Monitoring
When the measured temperature is lower than the Model temperature around the thermostat
operating temperature.
When the temperature difference appearing at the thermostat operating is not occurred.
Model Temp.
Temperature (C) Coolant Temperature

with abnormal Thermostat
Time (sec)
- Intake Air Temperature sensor
1) Detection of stuck sensor signal
- Deciding as a malfunction when the variation of intake air temperature is less than standard
value after warning up and running with the cooling down driving mode.
2) Low sided rationality check
- Deciding as a malfunction when the coolant temperature is over standard value after the
engine is warmed, and the intake air temperature is less than standard value after it is warmed
up by the engine heat radiation.
3) High sided rationality check
- Deciding as a malfunction when the difference between the intake air temperature and the
coolant temperature is over than a standard value at engine running after the vehicle is
soaking during certain time period.
Idle speed actuator
48
OBD-II
When the idle Speed is out of the Target speed with +200/-100rpm.
Throttle
Idle Condition
Target Idle Speed

rpm
Permissible
Range
Engine Speed
Time
Vehicle Speed Sensor TCU

Canister Purge Solenoid Valve A/T Control Relay
CCV (Canister Close Valve) Shift Solenoid A to E
Tank Pressure Sensor A/T Range Switch
Cam Position Sensor A/T Oil Temperature Sensor
Crank Position Sensor A/T Input Speed Sensor
Knock Sensor A/T Output Speed Sensor
Intake Air Temperature Sensor Torque Converter Clutch Solenoid
Intake Pressure Manifold Sensor
Fuel Injector
Idle Switch
O2 sensor Heater
Power Steering Pressure Sensor
Acceleration Pedal / Brake Sensor
Main Relay
CAN
10 Reference
FTP (Federal Test Procedure)
Exhaust gas measuring test Mode
49
OBD-II
After the vehicle is installed on the chassis dynamo, started according to the predetermined
procedure, and running with running mode, gather the exhausted gases emitted from tail pipe with
air using plastic bag.
After completing the test, analyze the gas gathered into the plastic bag with analyzer to calculate
the emission amount of each component such as HC, CO, NOx, and CO2.
Cold soaking, 12 -36hr, 20-30C 10 min soaking

100 100
80 80
Vehicle Speed (km/hr)
60 60
40 40
20 20
0 0
0 Phase
2000 I (505sec)
4000 6000 Phase 8000
II (867sec) 10000 10min
12000 Phase III (505sec)
14000 0 16000 2000 4000 6000 8000
Cold Transient Cold Stabilized Hot Transient
50
OBD-II
Lambda Control
Function for calibrating the fuel amount by judging the Lean-Rich state of the exhaust using the
O2 sensor signal front of catalyst.
When the O2 sensor signal is lean, control to increase the fuel amount, otherwise, when if is rich
control to decrease the fuel amount, so that the Air-Fuel ratio is controlled to maintain with
Lambda = 1.0 in order that the catalyst can operate in optimized state.
5 14
4 12
3 10
O2 Sensor Signal
(input) 2 8
1
6
0
4
-1
Lambda Control 2
Fuel Injection Signal
-2
(Output) -3 0
-4 -2
-5 -4
1200 1250 1300 1350 1400 1450 1500
Chapter 3 Troubleshooting
DTC: Poo30 O2 sensor heater control circuit malfunction (bank 1, sensor 1)
DTC: P0031 O2 sensor heater circuit low (bank 1, sensor 1)
DTC: P0032 O2 sensor heater circuit high (bank 1, sensor 1)
General Description
1.1 Components Location
51
OBD-II
1.2 Description
Function
In order to control the emission of the CO, HC and NOx components of the exhaust gas, a heated oxygen
sensor (HO2S), mounted on the front side and rear side of the catalytic converter, detects the oxygen
content in the exhaust gas. The front HO2S signal is used to control air/fuel ratio (closed loop fuel control)
and the rear HO2S signal is used to monitor front HO 2S and catalyst for proper operation. The HO 2S
requires a minimum temperature to operate properly and provide a closed loop fuel control system. So the
HO2S contains a heater element to reduce warm-up time and ensure proper performance during all driving
conditions, which allows for closed loop fuel control or catalyst monitoring immediately upon engine start-
up. The ECM controls this heater element by duty cycle. The main relay supplies voltage to the heater and
the ECM provides a ground circuit for activating the heater.
Protection tube
Sensor ceramic
Housing
Insulator
Packing
Heater
Protector
PTFE edge
Protection cap
PTFE cable
1.3 DTC Description

DTC: P0030 O2 sensor heater control circuit malfunction (bank 1, sensor 1)
The ECM determines front HO2S heater fault and sets DTC P0030 if the front HO2S heater control driver
inside the ECM fails or HO2S is not operational after an elapse of predetermined time since engine start or
front HO2S tip temperature is out of normal working range.

ECM sets DTC P0031 if the ECM detects that the front HO2S heater control line is short to ground.
ECM sets DTC P0037 if the ECM detects that the rear HO2S heater control line is short to ground.

ECM sets DTC P0032 if the ECM detects that the front HO2S heater control line is open or short battery
line.
ECM sets DTC P0038 if the ECM detects that the rear HO2S heater control line is open or short battery line.
52
OBD-II
1.4 DTC Detection Condition

DTC: P0030 O2 sensor heater control circuit malfunction (bank 1, sensor 1)
Item Detecting Condition & Fail Safe Possible cause

Monitoring - Open HO2S heater
Heater current check, upstream
Strategy circuit
Threshold Internal resistance > threshold f(exh. - Short HO2S heater
value temp., heater power)
circuit
Exhaust gas temperature (model) 250-
Enable Conditions - Faulty HO2S heater
600
- Faulty ECM
Diagnostic Time Continuous
- Incorrect HO2S heater
MIL on condition 2 driving cycles resistance

Monitoring
Signal check, low
Strategy
Threshold - Open HO2S heater
Heater voltage < 2.34V - Short HO2S heater to
value
ground
Enable Conditions Heater control Disable
- Faulty HO2S heater
Diagnostic Time Continuous - Faulty ECM
MIL on condition 2 driving cycles


Monitoring
Signal check, high
Strategy
Threshold - Short HO2S heater to
Heater voltage > 3.6V
value battery
Enable Conditions Heater control Disable - Faulty HO2S heater
- Faulty ECM
Diagnostic Time Continuous
1.5 Specification
Service standard
Front O2 sensor heater resistance : 80 8.0~14.0
Rear O2 sensor heater resistance : 80 8.0~14.0
53
OBD-II
1.6 Signal Waveform

This figure shows the wave form measured at terminal
3 of HO2S.
1. Point is the duration heater operates and the normal voltage
is below 0.8V.
In case the output voltage is over 0.8V.

Possible cause: Poor ECM ground connection or poor
ECM connectors connection
2. Point is the duration heater doesnt operates and
the normal voltage is battery voltage.
DTC: P0130 O2 sensor circuit malfunction (bank 1, sensor 1)

DTC: P0131 O2 sensor circuit low voltage (bank 1, sensor 1)
DTC: P0132 O2 sensor circuit high voltage (bank 1, sensor 1)
DTC: P0133 Oxygen sensor circuit Slow Response (bank 1, sensor 1)
DTC: P0134 Oxygen sensor circuit No Activity Detected (bank 1, sensor 1)
2.2 Description
FUNCTION
The HO2S is used to supply the ECM with information regarding the composition of the air/fuel mixture. The HO2S
is positional in the exhaust pipe ahead of the TWC. To measure the oxygen content, the HO2S requires a supply
of ambient air as a reference. Since this is supplied through the wiring, the lead must not be clamped or damaged
in any other way. The HO2S produces a voltage that varies between 0.1V and 0.9V under normal operating
conditions. The Engine Control Module (ECM) monitors this voltage and determines if the exhaust gas is lean or
rich. If the voltage input at the ECM is under approx. 0.45V the exhaust is lean, and if the voltage input is over
approx. 0.45V the exhaust is rich. The ECM constantly monitors the HO2S signal during closed loop operation
54
OBD-II
and compensates for a rich or lean condition by decreasing or increasing injector pulse width as necessary.
Air Sensor output
Exhaust gas
(ZrO2) Reaction of exhaust gas

CO CO2
HC H2O
Platinum Nox N2
(Pt) electrode
O2 O2
Exhaust pipe Cramic coating
2.3 DTC Description and Detection condition

2.3.1 P0130, P0136
DTC Description
P0130/P0136: If circuit voltage is higher than 4.5V after 5V is applied to the HO2S output line via a resistor,
the ECM judged as a open circuit and DTC is set.
DTC Detection Condition

Monitoring
Rationality check
Strategy
Heat coupling: > 5 time
Signal output upstream O2 sensor: > 0.06V, <
Threshold 0.4V
value Signal output downstream O2 sensor: > 0.5V Open HO2S
-
Signal output downstream O2 sensor: < 0.099V Short HO2S
-
Signal output upstream O2 sensor: > 0.6V, < Faulty HO2S
-
1.5V Faulty ECM
-
Voltage : > 10.7V Poor -
Target lambda : = 1.0 connections between
Exhaust gas tem. : > 600, < 800 HO2S and ECM
Enable Conditions
Heating power : > 0.8 - Misplaced, bent,
Dew point end detected downstream O2 sensor loose or corroded
readiness time elapse : > 0.8s terminals.
Diagnostic Time > 8.0s

> 10s
MIL on condition
55
OBD-II
2.3.2 P0131, P0137

DTC Description
P0131/P0137: ECM sets DTC P0131 if the ECM detects signal voltage lower than the possible range of a
properly operating front heated oxygen sensor (HO2S). ECM sets DTC P0137 if the ECM detects signal
voltage lower than the possible range of a properly operating rear heated oxygen sensor (HO2S).

Monitoring
Signal check, low
Strategy
Threshold
Signal output upstream O2 sensor : < 0.04V
value
Voltage : > 10.7V
Target lambda : = 1.0
Exhaust gas temp. : > 600, < 800 - Open HO2S
Heating power : > 0.8 - Short HO2S
Enable Conditions Dew point end detected downstream O2 sensor - Faulty HO2S
readiness time elapse : > 0.8s - Faulty ECM
Tmot : < 40
Tmotab : > 60
Time elapse after start : > 0.1 s
MIL on condition
2.3.3 P0132, P0138

DTC Description
ECM sets DTC P0132 or P0138 if the ECM detects signal voltage higher than the possible range of a
properly operating front or rear heated oxygen sensor (HO2S) resprctively.

Monitoring - Open HO2S
Signal check, High
Strategy - Short HO2S
Threshold Signal output upstream O2 sensor : >1.5V
- Faulty HO2S
value
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OBD-II
Voltage : > 10.7V - Faulty ECM

Exhaust gas temp. : > 600, < 800
Enable Conditions
Heating power : > 0.8
Dew point end detected downstream O2 sensor
readiness time elapse : > 0.8s
MIL on condition
2.3.4 P0133
DTC Description
DTC: P0133 Oxygen sensor circuit Slow Response (bank 1, sensor 1)
The ECM monitors front oxygen sensor amplitude level and compares it to predetermined minimum
amplitude value which could increase emission or disturb lambda control by the effect of aging on the
oxygen sensor. The ECM sets DTC P0133 when the amplitude of oxygen sensor is equal to or less than
minimum amplitude threshold.

Monitoring
Response rate - Abnormal
Strategy
combustion
1. Average period of 12 oscillation signals >
- Improper fuel
Threshold 2.5sec
pressure
value 2. The second controller by downstream O2 - Front and rear
sensor > 0.9sec, < -0.9sec HO2S connectors
Engine speed M/T 1720~3000rpm reversed.
1 A/T 1520~2800rpm - Faulty fuel
Enable Engine load 22~52% delivery system
Conditions Engine speed - Leak in intake
2 1600~2720rpm 1600~2720rpm system
Engine load curve 20~60% - Leak in exhaust
Diagnostic Time system
MIL on condition - Faulty HO2S
2.3.5 P0134, P0140

DTC Description
Due to possible oxygen sensor defects or faults in the injection system (e.g. leaking fuel injector), the front
or rear oxygen sensor may not provide the expected lean or rich signal level during fuel cut-off or full load
condition. Hence, the oxygen sensor signal is checked for plausibility during this engine operating states.
If ECM detects no signal changes in Heated Oxygen Sensor DTC P0134 or P0140 sets.
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OBD-II

Monitoring
Signal check, wiring interruption
Strategy
Signal output upstream O2 sensor: > 0.2V
Signal output downstream O2 sensor: > 0.2V
Threshold value Signal output upstream O2 sensor: < 0.4V, > 0.6V
Internal resistance : > 20000
Exhaust gas temp. : > 600
Voltage : > 10.7V
Exhaust gas tem. : >600, < 800 - Open HO2S
Heating power : > 0.8 - Short HO2S
Dew point end detected downstream O2 sensor - Faulty HO2S
readiness time elapse : > 3.0s - Faulty ECM
Voltage : > 10.7V - Poor
Target lambda : = 1.0 connections
Enable Exhaust gas tem. : >600, < 800 between HO2S and
Conditions Heating power : > 0.8 ECM
Dew point end detected downstream O2 sensor - Misplaced,
readiness time elapse : > 0.8s bent, loose or
Voltage : > 10.7V corroded terminals.
Exhaust gas tem. : >600, < 800
Heating power : > 0.8
Dew point end detected downstream O2 sensor
readiness time elapse : > 0.8s
> 1.3V
Diagnostic Time > 0.5V
MIL on condition
2.4 Specification
For front HO2S
When decelerating suddenly from 4000rpm: 200mV or less
When engine is suddenly raced: 600~1000mV
1500rpm: The fluctuation between 400mV or less and 600~1000mV
For Rear HO2S
Part load (Approx. 2000rpm): 500~1000mV
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OBD-II
2.5 Signal Waveform

This figures show the wave form measured at terminal 2 of
HO2S at idle RPM.
1. The average voltage of HO2S should be 0.5V

2. When sudden deceleration, the voltage at point
should be below 0.2V.
3. The switching time marked from lean to rich
should be within 200ms, if longer than 200ms HO2S
may be not good.
4. The switching time marked from rich to lean
should be within 300ms, if longer than 300ms HO2S
may be not good.
5. In case the average voltage of HO2S is over 0.6V.
Possible cause: Injector leakage, faulty Pressure
regulator Faulty MAPS, ECTS.
6. The rear oxygen sensor output is usually not
changeable like front oxygen sensor, however, if it
moves like front oxygen sensor, the catalyst converter
is broken.
RR
3. P0106
DTC: P0106 MAP/BARO, PRESSURE-ABNORMAL
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OBD-II
3.2 Description
Function
The Manifold Absolute Pressure(MAP) sensor measures the change of pressure in the intake manifold. The
pressure of intake manifold is changed as variable engine running condition and converted into voltage
and then it is monitored by the ECM.
DTC Description
ECM sets DTC P0106 if the ECM detects signal voltage out of its proper operating performance rage.

Monitoring - Poor connections
Strategy - Bad MAP sensor
Threshold value - Bad ECM
- Bad TPS
Enable Conditions - Dirty air cleaner
Diagnostic Time - Air leak in intake system
- Contaminated, deteriorated
MIL on condition 2 driving cycle or damaged MAP sensor
Note) If any codes relating to TPS are present, do all repairs associated with before proceeding
this troubleshooting procedure.
3.4 Specification
Specification
Idle: 0.3~0.9V
Full: 4.0~4.4V
3.5 Signal Waveform

When checking TPS wave form, it is strongly recommended to examine wave form with MAP sensor wave
60
OBD-II
form.
1) Period is the voltage of MAP in idling and 0.8V~1.2V,

and there must be a little fluctuation in wave form.
In case there is no fluctuation

Possible cause: Deteriorated MAP sensor or some foreign
material in MAP sensor.
T
P
2) The voltage in Period is 0.3~1.0V in average.
S
3) Period is in W.O.T and the voltage there is 4.3V, and
MAP sensor voltage is about 4.3V.
M
A
P
4. P0300, P0301, P0302, P0303, P0304

DTC: P0300 Random Misfire Detected
DTC: P0301 Cylinder 1 Misfire Detected
4.1 Component Location
4.2 Description
FUNCTION
Misfires can be caused by lack of combustion in a cylinder due to absence of spark, poor fuel metering,
poor compression, or many other causes. Even a small number of misfires may result in excessive exhaust
emissions due to the unburned mixture. Increased misfire rates cause damage to the catalytic converter.
The ECM monitors the crankshaft speed variation to determine if any misfiring generated. The ECM
identifies the specific cylinder in which the misfire has occurred and counts individual misfire events by
monitoring changes in the crankshaft rotation for each cylinder. A random misfire indicates two or more
cylinders are misfiring.
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OBD-II
4.3 DTC Description

The ECM must monitor the engine for misfiring possibly caused by ignition coil defects or injector fails. If
misfiring is detected, the ECM identify the cylinder(s) that has (have) misfired and calculate misfiring rate
for a given damage to the catalyst or increase emissions. The ECM stores individual DTC for the cylinder
has more than 10% of total misfire rate. With more than two cylinders misfire detection, the ECM sets
P0300.
If the misfire rate is not extremely high, the MIL will be illuminated in the next driving cycle that diagnostic
runs and fails.
With extremely high misfire rate which has a danger of burning up the catalyst, the MIL blinks immediately.

Monitoring Crankshaft speed fluctuation
Strategy Multiple misfire
Misfire rate for FTP emission
relevant > 1.25% - Vacuum leak in air intake
Threshold
system
value Misfire rate for catalyst damage >
- CKPS circuit malfunction
7~25% (Catalyst temp > 950) - Ignition circuit
Engine speed 520~6800 malfunction
- Faulty ignition coil or
Engine Load (rl) > 12%~max
plug wire
Engine Load (rl) change < - Spark plug malfunction
85~292%/seg - Low compression due to
Engine speed change < blown head gasket, leaking
Enable
2860~3569rpm/s valve or piston ring
Conditions
Rough road < 0.3g at 30km/h - Low/high fuel pressure
Time from engine start 0 sec due to faulty pressure
Engine Torque > zero torque regulator, restricted fuel lines,
Intake air temperature > -30 plugged fuel filter or faulty fuel
pump
Same as above - Fuel injector circuit
1000 revs Continuous malfunction
Diagnostic Time - Faulty fuel injector
200 revs Continuous
2 driving cycle
MIL on condition
Immediately
Note) If any injectors, HO2S, ECTS, and MAP codes are present, do all repairs associated with
those codes before processing this troubleshooting guide.
4.5 Specification
Primary coil : 0.87 10%
Secondary coil : 13.0 15%
Plug wire NO1 : 4.39~6.59
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OBD-II
NO2 : 2.28~3.43
NO3 : 3.49~5.24
NO4 : 1.9~2.84
4.6 Signal Waveform

This figures show the wave form of primary coil measured at terminal 1 of ignition coil at idle is ON named
DWELL and is normal voltage is below 0.5V.
1. The voltage at point is power supply of IG coil and it should be battery voltage
2. The signal at is the duration when power TR in
ECM is ON named DWELL and its normal voltage is below
0.5V.
In case over 0.5V

Possible cause: Faulty power TR in ECM or poor ECM
ground connection.
3. The wave form at is surge voltage which occurs at
primary coil when power TR off and its normal voltage is

over 320V.
In case when surge voltage is low
Possible cause: Open circuit in power line or poor ground
connection.
5. P0420
DTC: P0420 Catalyst system efficiency below threshold (bank 1)
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OBD-II
5.2 Description
FUNCTION
The ECM uses dual oxygen sensors to monitor the efficiency of the manifold catalytic converter (warm-up
catalytic converter). By monitoring the oxygen storage capacity of a catalyst, its efficiency can be
indirectly calculated. The upstream (front) HO2S is used to detect the amount of oxygen in the exhaust gas
before it enters the catalytic converter. A low voltage indicates high oxygen contents (lean air mixture). A
high voltage indicates low oxygen contents (rich air mixture). When the catalyst efficiency drops, no
chemical reaction takes place. This means the concentration of oxygen will be the same at the rear as it is
at the front. The output voltage of the rear HO2S rear copies the voltage of the front HO2S. To monitor the
system, the lean-to-rich switches of the front HO2S to the rear HO2S is counted. The ratio of rear switches
to front switches is used to determine whether the catalyst is operating properly. An effective catalyst will
have fewer rear switches than front switches, that is, a ratio closer to zero.
EXHAUST
EXHAUST
MANIFOLD
MANIFOLD Sheel
Sheel
Support Support
Support
Catalytic Converter Support
Media
Media
5.3 DTC Description

The ECM calculates oscillation size of rear HO2S signal which represents catalyst conversion properties.
This oscillation size will determine if catalyst conversion is low due to aging or poisoning from leaded fuel
or misfiring. The ECM sets P0420 if the average of calculated oscillation size of rear HO2S signal during
64
OBD-II
predetermined duration is higher than the predetermined threshold. If same error code is set in the next
driving cycle, the ECM illuminates the MIL.

Oxygen storage capacity
Monitoring
* Monitor amplitude of HO2S, compared to
Strategy
modeled signal amplitude.
Threshold Malfunction Criteria : 1.75 X NMOG standard >
value 0.65 -> 50% of HC Conversion Eff.Of MCC
Engine speed MT 1200~2520rpm Warm-up catalytic
AT 1000~1920rpm converter
Engine load (rl, curve) MT 16~35% deteriorated.
Enable Conditions AT 18~40%
Calculated (Modeled) Catalyst temp. 470~650
Fuel system status closed loop control
Diagnostic Time 100 sec
Note) If any codes relating to Oxygen (HO2S) sensor, MAP, injector, a P0171, P0172 are present, do all
repairs associated with them before proceeding with this troubleshooting procedure.
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OBD-II
5.5 Specification
For front HO2S
When decelerating suddenly from 4000rpm: 200mV or less
When engine is suddenly raced: 600~1000mV
1500rpm: The fluctuation between 400mV or less and 600~1000mV
For Rear HO2S
Part load (Approx. 2000rpm): 500~1000mV
5.6 Signal Waveform

This figures show the wave form measured at terminal 2 of
HO2S at idle RPM.
1. The average voltage of HO2S should be 0.5V.
2. When sudden deceleration, the voltage at point

should be below 0.2V.
3. The switching time marked from lean to rich

should be within 200ms, if longer than 200ms HO2S may
be not good.
4. The switching time marked from rich to lean
should be within 300ms, if longer than 300ms HO2S may
be not good.
5. In case the average voltage of HO2S is over 0.6V.
Possible cause: Injector leakage, faulty Pressure
regulator Faulty MAPS, ECTS.
6. The rear oxygen sensor output is usually not
changeable like front oxygen sensor, however, if it
moves like front oxygen sensor, the catalytic converter is
broken.
RR
RR
6. P0444, P0445
DTC: P0444 EVAP. Emission control system PCSV Circuit open
DTC: P0445 EVAP. Emission control system PCSV Circuit short
66
OBD-II
6.1 Component Location
6.2 Description
FUNCTION
The evaporative emission control system prevents hydrocarbon (HC) vapors from the fuel tank from
escaping into the atmosphere where they could form photochemical smog. Gasoline vapors are collected
in the charcoal canister. The ECM controls the Purge Control Solenoid Valve (PCSV) to purge any collected
vapors from the canister back to the engine for combustion. This valve is actuated by the purge control
signal from the ECM and controls fuel vapor from the canister to the intake manifold.
6.3.1 P0444
DTC Description
DTC: P0444 EVAP. Emission control system PCSV Circuit open
ECM sets DTC P0444 if the ECM detects that the PCSV control line is open.

Monitoring Signal check low, Signal interruption,
Strategy Rationality check - Open in sensor
Short circuit to GND or Wire signal line
Threshold value
disconnected - Open in sensor
Enable Conditions power line
- Short in sensor
Diagnostic Time signal line
MIL on condition 2 driving cycle
6.3.2 P0445
DTC Description
DTC: P0445 EVAP. Emission control system PCSV Circuit short
ECM sets DTC P0445 if the ECM detects that the PCSV control line is short to ground or short to battery
67
OBD-II
line.

Monitoring
Signal check high
Strategy
Threshold value Short circuit to battery - Short to battery
- Short in signal line
Enable Conditions - Bad PCSV
Diagnostic Time - ECM malfunction
MIL on condition 2 driving cycle
6.4 Specification
Service standard
Idle : 0%
1000~3000 rpm : 1.5~35%
6.5 Signal Waveform

This is waveform measured at terminal 2 of PCSV under
no-load, 1500 RPM.
1. The voltage at point is 14V.
Possible cause: No power supply or open in PCSV.
2. Point is a surge voltage when power TR is off

and about 45V.

3. Period is the duration when PCSV operates
and usually operating duty value is about 15% in

2000RPM.

4. Period is duty per 1Hz and ON-OFF ratio of TR
in ECM.
7. P1307, P1308, P1309

DTC: P1307 ACCEL SENSOR CIRCUIT RANGE/PERFORMANCE
DTC: P1308 Chassis acceleration sensor low input
DTC: P1309 Chassis acceleration sensor high input
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OBD-II
7.2 Description
FUNCTION
The acceleration sensor is used to sense rough road conditions.
The sensors signal is used by the Engine Control Module (ECM) to prevent wrongful misfire detection.

7.3.1. P1307
DTC Description
DTC: P1307 ACCEL SENSOR CIRCUIT RANGE/PERFORMANCE
The ECM will set a code and MIL will turn on if the acceleration sensor is less than 1.5 or greater than 3.5V
during two driving cycles. This code indicates an extremely rough or smooth road being sensed by the
acceleration sensor or ECM.

Monitoring
Rationality check
Strategy - Poor connection
Storage value of acceleration sensor - Faulty
Threshold value
signal: > FSWALUV acceleration sensor
Enable Conditions Vehicle speed : = 0.0 km/h - High resistance in
ground
Diagnostic Time > 15 sec - Faulty ECM
MIL on condition > 3 times
7.3.2. P1308
DTC Description
DTC: P1308 Chassis acceleration sensor low input
ECM sets a DTC P1308 when signal output is lower than predetermined value.

Monitoring - Open power line
Signal check Low, Signal interruption
Strategy - Shorted signal to
Filtered acceleration sensor signal (zero ground line
Threshold value - Faulty
point filter) : < 1.5V
acceleration sensor
Enable Conditions - Faulty ECM
Diagnostic Time
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OBD-II
MIL on condition > 3 times
7.3.3. P1309
DTC Description
DTC: P1309 Chassis acceleration sensor high input
ECM sets DTC P1309 when the output signal is higher than predetermined value.

DTC Strategy Signal check High - Open signal line
- Open ground line
Filtered acceleration sensor signal (zero - Poor connection
Threshold value
point filter) : > 3.5V of connector
Enable Conditions - Shorted signal to
ground line
Diagnostic Time - Faulty acceleration
sensor
MIL on condition
- Faulty ECM
7.4. Specification
While idle : 2.3~2.7V
IG OFF : 0V
70

On Board Diagnosis - II

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OBD-II

OBD-II (ON-BOARD DIAGNOSIS)

Chapter 1. Introduction of OBD-II / EOBD

Chapter 2. OBD-II/EOBD Monitoring

4. Fuel System Monitoring

5. Evaporative System Leakage Monitoring (OBD Only)

6. EGR System Monitoring

7. Secondary Air System Monitoring

9. Comprehensive Component Monitoring

Chapter 1 Introduction of OBD-II / EOBD

1.1 what is OBD-II

Many of the self-diagnostic tests performed by early OBD

The Malfunction Indicator Lamp (MIL) (Figure 1) alerts the driver

1.3 Repair Issues

It is being enforced in EU, Korea and Japan will introduce soon.

2.2 CARB OBD-II (ON-BOARD DIAGNOSIS)

2.3 The purpose of introducing the OBD-II

To help the diagnosis of this system, the OBD is introduced.

- Applied on all 1988MY and later vehicles

Problems of conventional OBD system

- The stored data format by diagnosis is different according to the manufacturer.

- The standardized DTC (Diagnostic Trouble Code) should be used.

- After Readiness Status of each monitor is decided, it should be stored.

2.4 MONITORING ITEM

Monitoring Items regulated in CARB OBD-II

* CD (Driving Cycle); Engine Startup, Engine Shutoff

2.6 Submittals for OBD Certification according to the Regulations

(1) Documents describing the functions of diagnostic system

(11) Descriptions concerning to the devices for fault simulation or degradation.

2.7 Definition of DTC

Diagnostic Trouble Code (SAE J2012)

According to the vehicle kinds, about 90~100 of DTC are used.

DTC List (Example)

DTC Fault Code Description

2.8 FREEZE FRAME

Freeze Frame List (Legislative Regulation)

It can be deleted under the fault code deleting condition.

2.9 Data Link Connector

2.10 Readiness Status

2.11 Function of Scan Tool

2.12 Effect of OBD-II

To prevent from increasing the emission by the fault of parts.

Increasing of the period/affairs for developing the vehicle

- Rear O2 sensor (Catalyst Monitoring)

3. EOBD (Euro OBD)

The same concept with the CARB OBD-II

Except the Evaporative System Leakage Monitoring

3.1 History and Requirements

3.1.2 ECE-Test cycle for vehicles < 2500kg

Step III and IV Test Distance: 11.007 km

Total Test Duration: 1220 s

Average Speed: 32.5 km/h

Max. Speed: 120 km/h

3.1.3 Requirements for EU III, EU IV

Basis: EU Directive 98/69 dated 13. 10. 98

limits in g/km CO HC NOx

Engine start temperature 20 Step 3: 2.3 0.2 0.15

Step 4: 1.0 0.1 0.08

Engine start temperature -7 1/2002: 15 1.8 ---

On-board Diagnosis (EOBD) starting with Step 3

More stringent test for evap. Emissions starting with Step 3

Field tests (In Use Compliance) Step 3: 80,000 km/ 5 years

Step 4: 100,000 km/ 5 years