Description and Operation

OBD-II Overview

1. Overview The California Air Resources Board (CARB) began regulating On-Board Diagnostics (OBD) for vehicles sold in California starting with the 1988 model year. The first stage, OBD-I, required monitoring of the fuel metering system, exhaust gas recirculation (EGR) system and additional emission-related components. The Malfunction Indicator Lamp (MIL) was required to illuminate and warn the driver of a malfunction and the need to repair the emission control system. Associated with the MIL was a trouble code or Diagnostic Trouble Code (DTC) identifying the specific area of the fault. The OBD system was proposed by CARB to improve air quality by identifying vehicles exceeding emission standards. The passage of the 1990 Clean Air Act Amendments also prompted the Environmental Protection Agency (EPA) to develop on-board diagnostic requirements. CARB OBD-II rules were followed until 1999, when federal standards were used. The OBD-II system complies with government standards by monitoring the emission control system. When a system or component exceeds the emission threshold or the component operates outside its tolerance, a DTC will be stored and the MIL will illuminate. The diagnostic executive is a computer program in the engine Control Module (ECM) or Powertrain Control Module (PCM) that coordinates the OBD-II self-check system. This program controls all monitors and interactions, the operation of DTCs and the MIL, freeze frame data and the scan tool interface. Freeze frame data describes the stored engine conditions, such as engine status, fuel control status, spark, speed, load and warm-up status at the moment the first malfunction is detected. Previously stored conditions will be replaced only when a fuel or misfire malfunction is detected. This data is available using a scan tool to assist in vehicle repair. The core of the OBD-II system is a microprocessor called the Engine Control Module (ECM) or Powertrain Control Module (PCM). The ECM or PCM receives data from sensors and other electronic components (switches, relays, etc.). Based on the information received and programmed into its memory (random access memory, etc.), the ECM or PCM generates output signals to control various relays, solenoids and actuators. 2. Hardware Configuration and Related Terms 1) GST (Generic Scan Tool)

2) MIL (Malfunction Indicator Lamp) - MIL transistor operation

The Malfunction Indicator Lamp (MIL) is connected to the ECM or PCM terminal and the battery power supply (via the open collector driver). In most vehicles the MIL is installed on the instrument panel. The lamp driver cannot be damaged by a short circuit. Lamps with power consumption much higher than the total MIL dissipation and lamps in the tester may cause an indication malfunction. 2) MIL Check: With the ignition on and engine speed (rpm) < MIN. RPM, the MIL is turned on by the driver for an optical check. 3) MIL Illumination: When the ECM or PCM detects an emission-related malfunction during the first driving cycle, the DTC and engine data are stored in freeze frame memory. The MIL illuminates only when the ECM or PCM detects the same malfunction associated with the DTC in two consecutive driving cycles. 4) MIL Extinguishing

• Misfire and Fuel System Faults: For misfire or fuel system faults, the MIL may be turned off if the same fault is not detected during monitoring over three subsequent consecutive driving cycles in which conditions are similar to those under which the fault was first detected.
• All Other Faults: For all other faults, the MIL may be turned off after three subsequent consecutive driving cycles during which the monitoring system responsible for illuminating the MIL functions without detecting the fault, and provided no other fault has been detected that could illuminate the MIL independently under the requirements stated above.

5) DTC Erasing. The diagnostic system may erase a DTC if the same malfunction is not recorded again within 40 engine warm-up cycles and the MIL is not illuminated for that DTC. 6) Communication Line (CAN)

• Bus Topology: Line (bus) structure
• Wiring: Twisted pair
• DLC External Cable Length: 5 m max.
• Data Transfer Rate
• Diagnostics: 500 kbps
• Service mode (reprogramming, VIN write): 500 kbps or 1 Mbps

7) Driving Cycle A driving cycle consists of engine start and engine shut-off. 8) Warm-up Cycle A warm-up cycle means sufficient vehicle operation such that the engine coolant temperature has risen at least 40 degrees Fahrenheit from engine start and reaches a minimum temperature of at least 160 degrees Fahrenheit. 9) DTC Format

• Diagnostic Trouble Code (SAE J2012)
• DTCs used in OBD-II vehicles begin with a letter followed by four digits.

The first letter of the DTC identifies the system being monitored: 'P' indicates powertrain, 'C' indicates chassis, 'B' indicates body, and 'U' indicates network or data communication link. The first number indicates whether the code is generic (common to all manufacturers) or manufacturer-specific. '0' and '2' denote generic codes, '1' denotes manufacturer-specific codes. The second digit indicates the system affected, a number from 1 to 7. The list below shows which numbers are assigned to each system.

• 1: Fuel and Air Metering
• 2: Fuel and Air Metering (injector circuit malfunction only)
• 3: Ignition System or Misfire
• 4: Auxiliary Emission Controls
• 5: Vehicle Speed Control and Idle Control System
• 6: Computer Output Circuits
• 7: Transmission

The last two digits of the DTC indicate the component or system section where the malfunction is located. 10) Freeze Frame Data When a freeze frame event is triggered by an emission-related DTC, the ECM or PCM stores various vehicle information as it existed at the moment the malfunction occurred. The DTC number together with engine data can help the technician find the cause of the malfunction. Once the freeze frame data for the DTC of the 1st driving cycle is stored in memory, it remains there even if the malfunction occurs again (2nd driving cycle) and the MIL illuminates.

• Freeze Frame List

a.	Calculated Load Value

b.	Engine Speed

b.

Fuel Trim

d.	Fuel Pressure (if available)

e.	Vehicle Speed (if available)

f.	Engine Coolant Temperature

g.	Intake Manifold Pressure (if available)

h.	Closed Loop or Open Loop Operation

I.	Malfunction Code

3. OBD-II Readiness Check. [Kia Motors Drive Cycle] The Kia OBD-II Drive Cycle is designed to run and complete the OBD-II monitors. To complete a specific monitor for repair verification, follow the driving cycle table below. The Kia OBD-II Drive Cycle consists of two modes (Mode 1 and Mode 2). Mode 2 is used only for catalyst diagnosis on the Delphi EMS.

• Continental, Bosch or Kefico EMS: One Mode 1 driving cycle must be performed to diagnose all systems.
• Drive cycle for Mode 2 should be performed twice in a row. The series after Mode 1 is performed once for diagnosis on all systems.
• Mode 1

  

• Mode 2

  

Mode	No	Operation	Speed (mph)	Duration (s)	E/Time (s)	Notes
Mode 1	1	Starting the Engine	0	0	0	ECT @ Start 32~104°F
	2	Idle (N)	0	30	30	Neutral range
	3	Idle (D)	0	270	300	D Range
	4	Acceleration	0 > 50	15	315
	5	Steady speed	50	230	545
	6	Deceleration	50 > 45	5	550
	7	Steady speed	45	5	555
	8	Acceleration	45 > 55	5	560
	9	Steady speed	55	5	565
	10	Deceleration	55 > 45	5	570
	11	Steady speed	45	5	575
	12	Repeat steps 8 through 11 ten times.	-	180	755
	13	Acceleration	45 > 55	5	760
	14	Steady speed	55	5	765
	15	Deceleration	55 > 0	45	810
	16	Idle (D)	0	120	930	D Range
	17	Idle (N)	0	760	1690	Neutral range
	18	Acceleration	0 > 55	15	1705
	19	Steady speed	55	60	1765
	20	Deceleration	55 > 0	15	1780
	21	Idle (D)	0	60	1840	D Range
	22	Acceleration	0 > 55	15	1855
	23	Steady speed	55	60	1915
	24	Deceleration	55 > 0	15	1930
	25	Idle (D)	0	60	1990	D Range
	26	Acceleration	0 > 40	15	2005
	27	Steady speed	40	15	2020
	28	Acceleration	40 > 50	15	2035
	29	Steady speed	50	5	2040
	30	Deceleration	50 > 40	15	2055
	31	Steady speed	40	60	2115
	32	Repeat steps 28 through 31 five times.	-	380	2495
	33	Acceleration	40 > 50	15	2510
	34	Steady speed	50	5	2515
Mode 1	35	Deceleration	50 > 0	40	2555
	36	Idle (D)	0	25	2580	D Range
Mode 2	1	Starting the Engine	0	0	0
	2	Idle (N)	0	30	30	Neutral range
	3	Idle (D)	0	210	240	D Range
	4	Acceleration	0 > 49	16	256
	5	Deceleration	49 > 47	2	258	Lift foot off pedal: APS = 0
	6	Steady speed	47	10	268
	7	Acceleration	47 > 55	4	272	Medium tip or wide-open throttle acceleration
	8	Deceleration	55 > 52	3	275	Lift foot off pedal: APS = 0
	9	Steady speed	52	10	285
	10	Deceleration	52 > 45	3	288	Lift foot off pedal: APS = 0
	11	Acceleration	45 > 47	2	290
	12	Repeat steps 6 through 11 twelve times.	-	330	620
	13	Steady speed	47	57	677
	14	Deceleration	47 > 0	8	685
	15	Idle (D)	0	60	745	D Range
	16	Acceleration	0 > 50	15	760
	17	Steady speed	50	90	850
	18	Deceleration	50 > 0	10	860
	19	Repeat steps 15 through 18 twice.	-	175	1035
	20	Idle (D)	0	90	1125	D Range

1) Catalyst Monitor The catalyst efficiency monitor is a self-diagnostic strategy in the ECM or PCM that uses the downstream heated oxygen sensor (HO2S) to determine when the catalytic converter has dropped below the minimum efficiency level in its ability to control exhaust emissions. 2) Misfire Monitor Misfires are defined as the lack of proper combustion in a cylinder due to lack of spark, poor fuel metering, or poor compression. Any combustion that occurs outside the cylinder at the correct time is also a misfire. The misfire detection monitor detects fuel, ignition, or mechanical misfires. The purpose is to protect the catalyst from irreversible damage and to alert the customer of an emissions failure or service failure by illuminating the MIL. When a misfire is detected, special software called "freeze frame" data is activated. Freeze frame data captures the vehicle operating condition when a misfire detection fault occurs. 3) Fuel System Monitor The fuel system monitor is a self-diagnostic strategy within the ECM or PCM that monitors the adaptive fuel table. The fuel control system uses an adaptive fuel table to compensate for normal variability of fuel system components caused by wear or aging. During normal vehicle operation, if the fuel system operates lean or rich, the adaptive value table will shift fuel delivery calculations to remove the bias. 4) Engine Cooling System Monitor The cooling system monitor is a self-diagnostic strategy in the ECM or PCM that monitors the ECT (Engine Coolant Temperature) sensor and thermostat for circuit continuity, range/performance, and rationality faults. 5) O2 Sensor Monitor OBD-II regulations require monitoring of the O2 sensor (HO2S) to detect sensor deterioration that exceeds threshold values. The additional oxygen sensor is located downstream of the Warm-Up Three-Way Catalytic Converter (WU-TWC) to determine catalyst efficiency. Although the downstream HO2S is similar in type to the one used for fuel control, it operates differently. The downstream HO2S is monitored to determine whether voltage is generated. This voltage is compared with the calibrated permissible range. 6) EVAP System Monitor The EVAP monitor is a self-diagnostic strategy within the ECM or PCM that checks the integrity of the EVAP system. The complete evaporative system detects leaks or total leaks equal to or greater than a leak caused by a 0.040 inch and a 0.020 inch diameter orifice. 7) Air Conditioning System Monitor The air conditioning system monitor is a self-diagnostic strategy within the ECM or PCM that monitors the malfunction of all air conditioning system components. N/A. 8) Comprehensive Component Monitor The comprehensive component monitor is a self-diagnostic strategy in the ECM or PCM that detects a malfunction of any electronic component or transmission system that provides input to the ECM or PCM and is not exclusively an input for any other OBD-II monitor. 9) Air Conditioning Component Monitoring Requirement: If the vehicle includes an engine control strategy that disables fuel and/or spark control at idle when the air conditioning system is on, the OBD II system must monitor all electronic air conditioning components for malfunctions that prevent the system from making the alternative control when the air conditioning system is on, or cause the system to make the alternative control when the air conditioning system is off. In addition, the OBD II system must monitor for malfunctions of all electronic air conditioning components that are used as part of the diagnostic strategy for any other monitored system or component. Implementation Plan: No engine control strategy is included that changes the idle position of fuel and/or spark control with the air conditioning on. Air conditioning system component malfunctions are not used as part of the diagnostic strategy for another monitored system or component.