OBD System Declaration Materials For SGMW - CN200S - 1.5T - MT - CN5

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OBD System Declaration Materials for

SGMW_CN200S_1.5T_MT_CN5
Contents
1 Malfunction Indicator (MI) ..................................................................................... 4
1.1 Description of the malfunction indicator (MI) ............................................. 4
1.2 Icon of MI ..................................................................................................... 4
2 All parts monitored by OBD system ....................................................................... 4
3 The working principle of OBD system monitoring projects .................................. 6
3.1 Catalyst aging monitoring ............................................................................ 6
3.1.1 DKATSP system ................................................................................ 6
3.2 Misfire monitoring ..................................................................................... 10
3.2.1 Overview of misfire monitoring ...................................................... 10
3.2.2 Adaptive ........................................................................................... 11
3.2.3 Misfire monitoring ........................................................................... 11
3.2.4 Misfire monitoring: three models .................................................... 12
3.2.5 Emissions worsening misfire detection: the first 500 working cycles
after engine start ........................................................................................... 13
3.2.6 Emissions worsening misfire: after the first 500 working cycles after
engine start ................................................................................................. 14
3.2.7 Detection of damage and misfire of catalytic converter .................. 14
3.2.8 Flowcharts ........................................................................................ 15
3.3 Oxygen sensor monitoring ......................................................................... 18
3.3.1 Summary .......................................................................................... 18
3.3.2 Oxygen sensor signal monitoring .................................................... 19
3.3.3 Oxygen sensor heating monitoring .................................................. 20
3.3.4 ATP monitoring ............................................................................... 21
3.4 Other parts and components monitored by OBD system ........................... 23
3.4.1 Monitoring of evaporation desorption control system ..................... 23
3.5 Continuous monitoring of cooling water temperature sensor line ............. 23
3.6 Broken line monitoring .............................................................................. 23
4 Output and format of OBD Fault Code................................................................. 23
5 Vehicle OBD information ..................................................................................... 24
5.1 OBD preprocessing and demonstration cycle description ......................... 24
5.2 Scanning tool communication protocol ...................................................... 24
5.3 Misfire rate statement ................................................................................. 24
5.3.1 Rate of misfire of emission deterioration......................................... 24
5.3.2 Catalyst damage misfire rate ............................................................ 24
5.4 Schema 5 and mode 6 test value definitions .............................................. 25
6 Diagnostic rate (In-Use Performance Ratio)......................................................... 31
6.1 General requirements ................................................................................. 31
6.2 Ignition cycle counter ................................................................................. 33
6.3 Denominator counter .................................................................................. 34
6.3.1 Requirements for general denominator counters ............................. 34
6.3.2 Special requirements for increasing denominator counters ............. 34
6.4 List of OBD parts and system monitoring items ........................................ 35
6.5 Working interrupts of molecular counters, denominator counters and
general denominator counters .............................................................................. 36
6.6 Other description ........................................................................................ 36
7 Measures to prevent damage and change of discharge control computers ........... 37
8 OBD system defect description ............................................................................ 37
9 OBD function monitoring fault simulator............................................................. 38
9.1 Engine misfire generator ............................................................................ 38
9.2 Oxygen sensor fault simulator .................................................................... 39
9.3 Cracking catalyst samples .......................................................................... 39
10 Diagnostic interface communication mode .......................................................... 40
1 Malfunction Indicator (MI)

1.1 Description of the malfunction indicator (MI)


When parts or system failures result in vehicle emissions exceeding regulatory
requirements, MI activates at the time required.
The MI operated in a flashing light with a frequency 1 Hz during which engine
misfire occurs at a level likely to cause catalyst damage as specified.
If the error of activating MI is repaired, the MI lamp is extinguished after the
required operation cycle.
When the MIL lamp flickers, the MIL lamp will return to its pre-flicker state if
the system detects no damage to the catalyst.

1.2 Icon of MI

Figure 1: Icon of MI

2 All parts monitored by OBD system

All parts and components monitored by the OBD system are shown in the table
below:
Table 1: A list of parts monitored by the OBD system

Parts and Components Use


The upstream oxygen sensor is installed upstream of the
three-way catalytic converter to monitor the oxygen
Upstream oxygen sensor concentration in the exhaust gas. The mixed gas closed
loop control system is based on feedback from upstream
oxygen sensor signals.
The downstream oxygen sensor is installed downstream of
Downstream oxygen the three-way catalytic converter to measure the oxygen
sensor concentration in the exhaust gas after the three-way
catalytic converter.
Three-way catalytic Three-way catalytic converter is a device that converts
converter toxic gases into non-toxic gases in the exhaust gas. There
Parts and Components Use
is chemical reaction inside the catalytic converter to
oxidize the poisonous gases in the exhaust to non-toxic
gases.
Three-way catalytic converter oxidizes carbon monoxide
(CO), unburned hydrocarbon (HC), nitrogen oxides (NOx)
into carbon dioxide, nitrogen N2, and water H2O.
Throttle valve position The throttle position sensor measures throttle opening for
sensor engine load calculation.
Carbon canister control Adjust and control the carbon tank to adsorb the vapor
valve from the fuel tank into the intake manifold.
The engine speed sensor, namely the engine crankshaft
Engine speed sensor position sensor, monitors the engine speed and the
synchronization signal of the calculation system.
Air conditioning Monitor the air conditioning pressure and determine
pressure sensor whether the air conditioning system works.
Air conditioning Monitor the air conditioning temperature to determine
temperature sensor whether the air conditioning system works.
The phase sensor is the engine camshaft position sensor,
Phase sensor which judges the synchronization signal of cylinder and
calculation system.
The engine water temperature sensor measures the cooling
Engine water
water temperature of the engine and is used to correct the
temperature sensor
intake mass.
Battery voltage is within reasonable limits, and other
Battery voltage
diagnostic conditions are necessary.
The speed sensor monitors the speed of the vehicle and
Speed sensor
calculates the activation mileage of the MIL lamp.
Oil level sensor Used to indicate fuel allowance
As part of the fuel system, the injector fuel into the intake
Fuel injector
port.
The oil pump pumps the oil pan to the oil rail and
Oil pump
establishes a certain oil pressure in the oil system.
The ECU signal controls the step number of the stepper
Stepper motor motor, thus controlling the intake volume of the side
channel and the idle speed of the engine.
Air conditioning
Part of air conditioning system.
compression engine
The electric driven cooling fan cooled the engine
Cooling fan
temperature.
Malfunction Indicator The MI is activated at the required time when a component
(MI) or system failure causes vehicle emissions to exceed
Parts and Components Use
regulatory requirements.

The intake manifold pressure / temperature sensor is


Intake manifold pressure
mounted on the intake manifold for measuring inlet
/ temperature sensor
pressure and temperature.
The boost pressure sensor measures the upstream intake
Boost pressure sensor pressure of the throttle and monitors the boost system
based on the boost pressure.

3 The working principle of OBD system monitoring projects

3.1 Catalyst aging monitoring

3.1.1 DKATSP system

3.1.1.1 System overview

Oxygen stored in the catalytic converter during lean mixture combustion is


partially or wholly used to oxidize unburned hydrocarbons (HC), carbon monoxide
(CO) and nitric oxide (NO) produced by concentrated mixture combustion. Many
studies have shown that there is a nonlinear relationship between the conversion
efficiency and oxygen storage capacity of the catalytic converter. As time goes on, it
decreases.
Catalyst monitoring directly measures the oxygen storage (OSC) of the mixture
during the transition from concentration to dilution. The upstream oxygen sensor
(HO2S) accurately controls the air-fuel ratio, and the downstream oxygen sensor
(HO2S) is used to measure the oxygen storage capacity of the catalyst. The required
devices are shown below.
Figure 2: Catalytic converter aging monitoring system

3.1.1.2 Catalyst aging monitoring

In the first of a two-step process a reference state is to actively enrich the mixture
to completely empty the residual oxygen in the catalytic converter. When the
downstream oxygen sensor indicates a sudden change in the mixture from dilute to
concentrate (when the voltage of the downstream oxygen sensor is higher than the
matched threshold), the concentration of the mixture in the flushing catalytic
converter is calculated. The concentration of the mixture is twice as much as the
critical oxygen storage required to ensure that the oxygen in the catalytic converter is
completely emptied.
Next, the mixture is diluted actively, and the catalyst begins to store the residual
oxygen in the exhaust. When the downstream oxygen sensor indicates the dilute
mixture, the catalyst is filled with oxygen. As shown in the following formula.

 Kg 
t2
A
OCS (t )   air mass flow  (  1)  dt    sec
t1
F  h 

DKATSP repeats active enrichment and dilution (matching repetitions) in an


operating cycle and calculates the average oxygen storage. The actual conversion
efficiency of the catalyst is determined by comparing the actual measured average
oxygen storage (OSC) with the critical catalyst model oxygen storage (OSC)
calculated by temperature and inlet mass. When the ratio of the average value of OSC
to the critical catalyst (OSC) is lower than the calibrated threshold, the system
indicates the minimum failure of the catalytic converter. The aging diagnosis of the
catalytic converter is made once every operation cycle.
3.1.1.3 Flowcharts

Figure 3: Aging monitoring of catalytic converters-main flowchart


Figure 4: Aging monitoring of catalytic converters-main monitoring process subroutine
start subroutine:
"Fault assessment process"
"Fault assessment
process"

No Ratio of average oxygen Yes


storage to the critical
catalytic converter<
matching value.
Oxygen sensor aging Oxygen sensor aging
monitoring *) monitoring *)

Oxygen sensor aging No No Oxygen sensor aging


monitoring completed, 否 monitoring completed,
and no fault and no fault

Yes Yes
Invalid (OSC (t) calculation
Clear KAT fault KAT fault
monitoring end

*)Even if the reasonable oxygen


storage capacity of catalytic
converters has been calculated, it
is still necessary to wait for the Return subroutine:
aging monitoring of oxygen "Main monitoring
sensors to ensure the symmetrical process"
increase of IUPR function
molecules.

Figure 5: Catalyst monitor – subroutine “error evaluation”

3.2 Misfire monitoring

3.2.1 Overview of misfire monitoring

The basic principle of engine misfire detection is to calculate crankshaft angular


acceleration in each independent combustion process.
In order to calculate the angular acceleration, a toothed speed sensor with a
reference mark is installed on the crankshaft. The speed sensor is divided into several
segments, the number of segments is half the number of even cylinders, and the
number of cylinders is odd.
See the table below for the relationship between the number of cylinders,
sectional windows, and sectional numbers. In each case, the sectional windows are
calculated based on the 720-degree total sectional window, which happens to be the
crankshaft angle at which all cylinders rotate in one cycle of the engine.

Table 1: Segmentation window sample


Engine cylinder
3 4 5 6 8 10 12
number
Segmented window 720°/ 3 720°/ 4 720°/ 5 720°/ 6 720°/ 8 720°/ 720°/
[°Crankshaft] = 240° = 180° = 144° = 120° = 90° 10 12
= 72° = 60°
Piecewise number 3 2 5 3 4 5 6
The crankshaft produces a certain angular acceleration when it is propelled and
accelerated by each combustion. The time when the crankshaft rotates through the
sectional windows is calculated by the engine speed sensor, and the angular
acceleration of the cylinders can be calculated in relative sectional periods. The need
for fire and oil is self-learning and oil supply self-learning.

3.2.2 Adaptive

Manufacturing tolerances, combustion quality fluctuations between cylinders and


aging wear of cylinders all affect the calculation of angular acceleration of the
segmented window. Therefore, adaptive processes are used to learn and correct these
system deviations, which involve different engine speeds and load conditions.

3.2.3 Misfire monitoring

When a cylinder is unburned or not fully burned, it takes longer for the
corresponding sectional window to pass through the crankshaft position sensor, and
the acceleration of the corresponding sectional window will exceed the matching
threshold. The system is diagnosed as misfire.
The scope of the fire monitoring is shown in the following figure. The maximum
speed limit of the detection range is 5800 rpm. C, which is 13.33 KPa lower than the
zero torque point on the maximum speed line. No detection outside this range.
Misfire supervision area

3.2.4 Misfire monitoring: three models

All three methods of misfire detection can be used for misfire detection. The
three methods overlap to ensure accurate detection of all possible misfires. Three fire
monitoring methods are described below. t[x] represents the sectional window time
and N represents the number of cylinders. The following is an example of a 4-cylinder
engine with ignition sequence 1-3-4-2.
The first method (angular acceleration) is used as the calculated value from the
current combustion to the next combustion in the ignition sequence.
The misfire detection method is mainly used to detect single random misfire and
single cylinder continuous misfire.
Figure 6: The first method of misfire monitoring
The second method (angular acceleration to calculate the angular acceleration of
the current combustion process to the next combustion process)
The misfire detection method is mainly used to detect multi cylinder continuous
misfire and single cylinder continuous misfire.

Figure 7: The second method of misfire monitoring


The third method
This method can detect random and continuous misfires, and asymmetric
multi-cylinder misfires can also be detected by subtracting 360 crankshaft corners.
Any misfire detection method detects that the angular acceleration is greater than
the corresponding misfire threshold value, and then the misfire is diagnosed. All three
misfire detection methods have independent misfire detection threshold value.

3.2.5 Emissions worsening misfire detection: the first 500 working

cycles after engine start

Misfire detection cycle is the first 500 working cycles (crankshaft rotating 1000
revolutions) after engine starting. If the number of misfire detected in the first 500
working cycle exceeds the misfire threshold, the MDnpl error is diagnosed. If the
number of misfire in any one of the cylinders exceeds 10% of the total number of
misfire in all cylinders, the cylinder is diagnosed as misfire.

3.2.6 Emissions worsening misfire: after the first 500 working

cycles after engine start up

Misfire detection cycle is the second 500 working cycles (crankshaft rotating
1000 revolutions) after engine start-up. When the number of misses detected in each
500 working cycle exceeds the misfire threshold, the misfire failure count is added 1.
When the number of misses causing emission deterioration is increased four times,
the MDmin error is diagnosed. When the number of misfires in all cylinders exceeds
10% of the total number, the cylinder is caught in misfire.

3.2.7 Detection of damage and misfire of catalytic converter

Misfire detection cycle is engine 100 working cycles (crankshaft rotation 200
revolutions). According to engine speed and load, detect a misfire, the number of
misfire counter plus 1.
The malfunction indicator (MIL) will always flicker when the number of
misfires counted in the misfire detection cycle exceeds the calibration threshold,
indicating the detection of a malfunction of the damaged catalytic converter. MIL will
stop flickering when no malfunction of the damaged catalytic converter is detected
during the misfire detection cycle of the damaged catalytic converter (100 working
cycles).
The MIL status then depends on the number of MDmax failures counted,
extinguishing the MIL only when a failure of the damaged catalytic converter is
detected in the current cycle or in the previous cycle, and lighting the MIL lamp when
a failure of the damaged catalytic converter is detected in both previous cycles.
3.2.8 Flowcharts

Figure 8: Misfire detection-main flowchart


Figure 9: Misfire monitoring - subroutine "calculation and monitoring"
Figure 10: Misfire monitoring --subprogram "emission deterioration misfire monitoring"
Start evaluation: catalyst
damaging misfire

Misfire detected

Satisfying quadratic parameter


No
Yes

Counts of catalyst damaging


misfire>cal. Threshold (100
No
working cycle)

Yes
Counts of catalyst damaging
misfire<=cal. Threshold (100
working cycle)
No

Yes

Set MDmax fault Clear MDmax fault

Return

Figure 11: Misfire monitoring - subprogram "damage catalyst monitoring"

3.3 Oxygen sensor monitoring

3.3.1 Summary

Oxygen sensors diagnose and monitor the working state of the upstream oxygen
sensor and the downstream oxygen sensor, including oxygen sensor circuit diagnosis,
heating diagnosis and aging diagnosis.
Oxygen sensor line monitoring (upstream and downstream oxygen sensors)
Oxygen sensor heating monitoring (upstream and downstream oxygen sensors)
Upstream oxygen sensor response hysteresis, unilateral aging monitoring
Upstream oxygen sensor response hysteresis and two-sided periodic aging
monitoring

B1 S1 B1 S2
1
L4 Cyl. Engine
(Bank 1 - Sensor 1) (Bank 1 - Sensor 2)
(wide range) (heated)
Exhaust Bank 1
2
Catalyst Tail Pipe
3

Figure 12: Schematic diagram of oxygen sensor arrangement

3.3.2 Oxygen sensor signal monitoring

The internal resistance of the cold oxygen sensor is very large, and the signal
voltage of the oxygen sensor is stable in a certain range (not affected by the oxygen
concentration of the mixture). With the temperature of the oxygen sensor rising, the
internal resistance of the oxygen sensor decreases. Oxygen sensor signal monitoring
includes:
High potential of upstream oxygen sensor signal: upstream oxygen sensor signal
voltage value exceeds the limit (short circuit for power supply);
Low potential of upstream oxygen sensor signal: the signal voltage of upstream
oxygen sensor is lower than the limit (short circuit to ground);
Upstream oxygen sensor signal open circuit: upstream oxygen sensor signal open
circuit;
The upstream oxygen sensor signal is unreasonable: the upstream oxygen sensor
signal short circuit to the heating signal.
3.3.3 Oxygen sensor heating monitoring

Under high temperature exhaust and circuit heating, the internal resistance of
oxygen sensor decreases and the temperature rises. If the circuit of the oxygen sensor
fails, the internal resistance of the oxygen sensor is greater than the normal value. The
heating monitoring of the oxygen sensor includes heating circuit monitoring (only for
CJ circuit heating) and oxygen sensor internal resistance monitoring.
Oxygen sensor heating monitoring is suitable for upstream oxygen sensors and
downstream oxygen sensors.

3.3.3.1 Oxygen sensor heating circuit monitoring

Heating circuit monitoring includes:


Oxygen sensor heating circuit open circuit: heating circuit open circuit;
Oxygen sensor heating circuit low potential: ground short circuit;
Oxygen sensor heating circuit high potential: short circuit to power supply.

3.3.3.2 Oxygen sensor Nernst internal resistance monitoring

When the heating circuit of the oxygen sensor fails, the Nernst internal resistance
of the oxygen sensor is much greater than that of the normal circuit heating. The
Nernst internal resistance of the oxygen sensor is determined by the exhaust
temperature and the circuit heating, in which the internal resistance characteristic is
recorded in a MAP. The exhaust temperature and circuit heating are filtered. When
the exhaust temperature and circuit heating fluctuate, the effect of delay on the
internal resistance of oxygen sensor is delayed.
When the Nernst internal resistance of oxygen sensor is greater than the normal
value, it is diagnosed as a reasonable failure.
3.3.4 ATP monitoring

Because the average voltage of oxygen sensor is constant when the dynamic
characteristic of concentration-dilution switching of oxygen sensor is deteriorated, it
is necessary to diagnose and monitor the concentration-dilution switching
characteristic by periodic aging of oxygen sensor.
The cycle time is controlled by the closed-loop control system %LR, and the
cycle time calculation is limited to a certain engine speed and load. Even when the
engine speed and load enter the cycle aging monitoring window, part of the effective
calculation period may be considered invalid. It eliminates interference from aging
monitoring.
Compared with the upper limit TSVKO and the lower limit TSVKU, the filter
period time t psvkmf_w is larger than the upper limit, the maximum error B_mxlatp
position. When below the lower limit, the minimum error B_mnlatp position, and the
error flag E_latp position. When B_mxlatp or B_mnlatp are reset, the error flag
E_latp is also reset. After the cycle aging diagnosis of ANZDPVK, the diagnostic
location is completed by Z_latp.
3.3.4.1 Atp monitoring flowchart

Start

No

Upstream closed-loop control activated


(B_lr=1)

Yes
No
Engine speed is within a specific range

Yes

No
Load is within a specified range

Yes

Measurement of cycle duration of upstream


sensor, generation of cycle duration

No
The controller is in a static state

Yes

Upstream oxygen sensor cycle duration filtering

No
Effective measurement cycle is
greater than a certain value

Yes

Yes
Cycle duration > threshold Cycle fault

No

Fault process

End

MIL
Figure 13: Monitoring process of periodic aging of oxygen sensor

3.4 Other parts and components monitored by OBD system

3.4.1 Monitoring of evaporation desorption control system

The circuit continuity of the solenoid in the fuel evaporation system is monitored
continuously in this system to ensure the normal operation of the evaporation system.
If the error condition is monitored, the error code will be recorded and the error lamp
will be lit. As soon as the failure condition is satisfied, the system will turn on the
fault lamp and record the activation requirement of the fault code MIL.

3.5 Continuous monitoring of cooling water temperature sensor

line
OBD system continuously monitors the water temperature sensor circuit to
ensure that the cooling water temperature sensor works properly. If the system detects
a fault in the water temperature sensor, the system will work in place of the cooling
water temperature, which will have an impact on the emission. If the error is
monitored, the error information will be recorded, and the MIL light will be lit to
remind the driver.

3.6 Broken line monitoring


When OBD system is monitored, the continuity of all sewage related parts will
be monitored to ensure the normal operation of all sewage systems.

4 Output and format of OBD Fault Code

OBD fault code output and format reference annex 1:


SGMW_CN200S_1.5T_MT_CN5_EOBD Summary Table_V00.xls.
5 Vehicle OBD information

5.1 OBD preprocessing and demonstration cycle description


For details of the diagnostic conditions for the monitored components in the
OBD system, see annex 1: See attachment 1:
SGMW_CN200S_1.5T_MT_CN5_EOBD Summary Table_V00.xls.

5.2 Scanning tool communication protocol


The support protocol is based on ISO15765-4 (CAN).

5.3 Misfire rate statement

5.3.1 Rate of misfire of emission deterioration

For vehicles equipped with spark ignition engines, the misfire rate reaches 2.3%,
which will cause the emission value of type I test to exceed the OBD limit.

5.3.2 Catalyst damage misfire rate

Exceeding a certain misfire rate may lead to too high catalytic converter
temperature, resulting in irreversible damage to the catalytic converter.
Table 2 : Catalyst damage misfire rate
Catalyst damage misfire rate
Engine speed
(rpm)
2000 2720 3400 4200 5000 5800
Load
(%)

25 23.3% 20.0% 16.9% 12.0% 10.0% 9.0%

35.16 22.2% 14.9% 11.0% 10.0% 8.0% 8.0%

44.92 17.9% 12.0% 10.0% 8.0% 7.0% 7.0%

55.08 13.0% 10.0% 9.0% 8.0% 7.0% 7.0%


64.84 12.0% 9.0% 8.0% 8.0% 7.0% 7.0%

75 12.0% 9.0% 8.0% 7.0% 7.0% 7.0%

5.4 Schema 5 and mode 6 test value definitions


Mode $5 and mode $6 output oxygen sensor diagnostic test values online, the
required output test ID can indicate the required information, test value definition, test
value range and output display format refer to SAE J1979 DA.
The following table defines standard test code, referring to SAE J1850, ISO
9141-2, and ISO 14230-2.
Table 3: Test code definition
Test Min Max
Test ID Description
value value value
$01 0V 1.275 V Rich to lean sensor threshold voltage (constant)

$02 0V 1.275 V Lean to rich sensor threshold voltage (constant)


$03 Low sensor voltage for switch time calculation
0V 1.275 V
(constant)
$04 High sensor voltage for switch time calculation
0V 1.275 V
(constant)
$05 0s 1.02 s Rich to lean sensor switch time (calculated)
$06 0s 1.02 s Lean to rich sensor switch time (calculated)
$07 0V 1.275 V Minimum sensor voltage for test cycle (calculated)

$08 Maximum sensor voltage for test cycle


0V 1.275 V
(calculated)
$09 0s 10.2 s Time between sensor transitions (calculated)
$0A 0s 10.2 s Sensor period (calculated)
Not applicable for SAE J1850, ISO 9141-2, and
$0B
14230-2
Not applicable for SAE J1850, ISO 9141-2, and
$0C
14230-2
$0D-$1F ISO/SAE reserved

$21-$2F 0s 1.02 s manufacturer Test ID description


Test Min Max
Test ID Description
value value value
$30-$3F 0s 10.2 s
$41-$4F 0V 1.275 V

$50-$5F 0V 12.75 V
$61-$6F 0 Hz 25.5 Hz
0 255
$70-$7F
counts counts
manufacturer specific values manufacturer Test ID description
$81-$9F
/ units
$A1-$BF
$C1-$DF

$E1-$FE
$FF ISO/SAE reserved

The following table defines the test code definition, referring to ISO 15765-4.
Table 4: Test code definition
Test Min
Test ID Max value Description
value value
Rich to lean sensor threshold voltage
$1 0V 7.999 V
(constant)
Lean to rich sensor threshold voltage
$2 0V 7.999 V
(constant)

Low sensor voltage for switch time


$3 0V 7.999 V
calculation (constant)
High sensor voltage for switch time
$4 0V 7.999 V
calculation (constant)
Rich to lean sensor switch time
$5 0s 65.535 s
(calculated)
Lean to rich sensor switch time
$6 0s 65.535 s
(calculated)
Minimum sensor voltage for test cycle
$7 0V 7.999 V
(calculated)
$8 0V 7.999 V Maximum sensor voltage for test cycle
Test Min
Test ID Max value Description
value value
(calculated)
Time between sensor transitions
$9 0s 65.535 s
(calculated)

$0A 0s 65.535 s Sensor period (calculated)


EWMA (Exponential Weighted Moving
0 65535 Average) misfire counts for previous
$0B
counts counts driving cycles (calculated, rounded to an
integer value)
Misfire counts for last/current driving
0
$0C 65535counts cycles (calculated, rounded to an integer
counts
value)
$0D-$7F Reserved for future standardization
Manufacturer defined Test ID range —
This parameter is an identifier for the test
$80-$FE
performed within the On-Board
Diagnostic monitor.
$FF ISO/SAE reserved

The following table applies only to ISO 15765-4.


Table 5: Standard monitor ID definition of vehicle Diagnostic system in Mode 6
Monitor ID On-Board Diagnostic Monitor ID Name
00 OBD Monitor IDs supported ($01 - $20)
01 Exhaust Gas Sensor Monitor Bank 1 – Sensor 1
02 Exhaust Gas Sensor Monitor Bank 1 – Sensor 2
03 Exhaust Gas Sensor Monitor Bank 1 – Sensor 3

04 Exhaust Gas Sensor Monitor Bank 1 – Sensor 4


05 Exhaust Gas Sensor Monitor Bank 2 – Sensor 1
06 Exhaust Gas Sensor Monitor Bank 2 – Sensor 2
07 Exhaust Gas Sensor Monitor Bank 2 – Sensor 3
08 Exhaust Gas Sensor Monitor Bank 2 – Sensor 4
09 Exhaust Gas Sensor Monitor Bank 3 – Sensor 1
0A Exhaust Gas Sensor Monitor Bank 3 – Sensor 2
Monitor ID On-Board Diagnostic Monitor ID Name
0B Exhaust Gas Sensor Monitor Bank 3 – Sensor 3
0C Exhaust Gas Sensor Monitor Bank 3 – Sensor 4

0D Exhaust Gas Sensor Monitor Bank 4 – Sensor 1


0E Exhaust Gas Sensor Monitor Bank 4 – Sensor 2
0F Exhaust Gas Sensor Monitor Bank 4 – Sensor 3
10 Exhaust Gas Sensor Monitor Bank 4 – Sensor 4
11-1F ISO/SAE reserved
20 OBD Monitor IDs supported ($21-$40)

21 Catalyst Monitor Bank 1


22 Catalyst Monitor Bank 2
23 Catalyst Monitor Bank 3
24 Catalyst Monitor Bank 4
25-30 ISO/SAE reserved
31 EGR Monitor Bank 1

32 EGR Monitor Bank 2


33 EGR Monitor Bank 3
34 EGR Monitor Bank 4
35 VVT Monitor Bank 1
36 VVT Monitor Bank 2
37 VVT Monitor Bank 3

38 VVT Monitor Bank 4


39 EVAP Monitor (Cap Off / 0.150”)
3A EVAP Monitor (0.090“)
3B EVAP Monitor (0.040”)
3C EVAP Monitor (0.020“)
3D Purge Flow Monitor

3E-3F ISO/SAE reserved


40 OBD Monitor IDs supported ($41 – $60)
Monitor ID On-Board Diagnostic Monitor ID Name
41 Exhaust Gas Sensor Heater Monitor Bank 1 – Sensor 1
42 Exhaust Gas Sensor Heater Monitor Bank 1 – Sensor 2

43 Exhaust Gas Sensor Heater Monitor Bank 1 – Sensor 3


44 Exhaust Gas Sensor Heater Monitor Bank 1 – Sensor 4
45 Exhaust Gas Sensor Heater Monitor Bank 2 – Sensor 1
46 Exhaust Gas Sensor Heater Monitor Bank 2 – Sensor 2
47 Exhaust Gas Sensor Heater Monitor Bank 2 – Sensor 3
48 Exhaust Gas Sensor Heater Monitor Bank 2 – Sensor 4

49 Exhaust Gas Sensor Heater Monitor Bank 3 – Sensor 1


4A Exhaust Gas Sensor Heater Monitor Bank 3 – Sensor 2
4B Exhaust Gas Sensor Heater Monitor Bank 3 – Sensor 3
4C Exhaust Gas Sensor Heater Monitor Bank 3 – Sensor 4
4D Exhaust Gas Sensor Heater Monitor Bank 4 – Sensor 1
4E Exhaust Gas Sensor Heater Monitor Bank 4 – Sensor 2

4F Exhaust Gas Sensor Heater Monitor Bank 4 – Sensor 3


50 Exhaust Gas Sensor Heater Monitor Bank 4 – Sensor 4
51-5F ISO/SAE reserved
60 OBD Monitor IDs supported ($61 – $80)
61 Heated Catalyst Monitor Bank 1
62 Heated Catalyst Monitor Bank 2

63 Heated Catalyst Monitor Bank 3


64 Heated Catalyst Monitor Bank 4
65-70 ISO/SAE reserved
71 Secondary Air Monitor 1
72 Secondary Air Monitor 2
73 Secondary Air Monitor 3

74 Secondary Air Monitor 4


75-7F ISO/SAE reserved
Monitor ID On-Board Diagnostic Monitor ID Name
80 OBD Monitor IDs supported ($81 – $A0)
81 Fuel System Monitor Bank 1

82 Fuel System Monitor Bank 2


83 Fuel System Monitor Bank 3
84 Fuel System Monitor Bank 4
85 Boost Pressure Control Monitor Bank 1
86 Boost Pressure Control Monitor Bank 2
87-8F ISO/SAE reserved

90 NOx Adsorber Monitor Bank 1


91 NOx Adsorber Monitor Bank 2
92-97 ISO/SAE reserved
98 NOx/SCR Catalyst Monitor Bank 1
99 NOx/SCR Catalyst Monitor Bank 2
9A-9F ISO/SAE reserved

A0 OBD Monitor IDs supported ($A1 – $C0)


A1 Misfire Monitor General Data
A2 Misfire Cylinder 1 Data
A3 Misfire Cylinder 2 Data
A4 Misfire Cylinder 3 Data
A5 Misfire Cylinder 4 Data

A6 Misfire Cylinder 5 Data


A7 Misfire Cylinder 6 Data
A8 Misfire Cylinder 7 Data
A9 Misfire Cylinder 8 Data
AA Misfire Cylinder 9 Data
AB Misfire Cylinder 10 Data

AC Misfire Cylinder 11 Data


AD Misfire Cylinder 12 Data
Monitor ID On-Board Diagnostic Monitor ID Name
AE Misfire Cylinder 13 Data
AF Misfire Cylinder 14 Data

B0 Misfire Cylinder 15 Data


B1 Misfire Cylinder 16 Data
B2 PM Filter Monitor Bank 1
B3 PM Filter Monitor Bank 2
B4-BF ISO/SAE reserved
C0 OBD Monitor IDs supported ($C1 – $E0)

C1-DF ISO/SAE reserved


E0 OBD Monitor IDs supported ($E1 – $FF)
E1-FF Vehicle manufacturer defined OBDMIDs

6 Diagnostic rate (In-Use Performance Ratio)

6.1 General requirements


IUPR is the core part of computing logic in OBD system. The following parts /
systems (subsystem A... .F) track and record functional diagnosis status separately
and output in standard format.
Three-way catalytic converter
Upstream oxygen sensor
Downstream oxygen sensor
VVT and EGR systems (when required)
Fuel evaporation system (when required)
Secondary air system (when required)
All functional diagnoses recorded by IUPR have a communication interface
(functional diagnostic marker) to communicate with IUPR functions. In addition, the
IUPR function tracks and records the ignition cycle counter, the general denominator
counter for each operation cycle, and determines the minimum diagnostic rate for
each function under each subsystem. The IUPR molecular counter and denominator
counter, ignition cycle counter and general denominator counter are also output in the
scan tool output mode $9.

Diagnostic Scanning Tool Output


IUPR Function
Function
Subsystems A…F Selection of MIN-Ratio and
(Multiple monitors) preparation for scan tool

Monitor could have


detected a Molecular
malfunction addition of 1

Denominator plus 1
Monitor is inhibited no Mode $9
due to stored fault
General Dcy
Conditions

Physical condition
General
inhibition function
Denominator
diagnosis
GenDenom++

Ignition Cycle
Counter++

Figure 14: Schematic diagram of diagnostic rate (IUPR) calculation process


Figure 15: Minimum diagnostic rate flowchart

6.2 Ignition cycle counter


In each operation cycle, the ignition cycle counter is increased by an integer of 1
and only once. When the ignition cycle counter is increased to a maximum of 65535,
the ignition cycle counter counts from zero in the next operation cycle to avoid data
overflow.
Ignition cycle counter plus 1 condition: engine starting conditions 1s~3s, ignition
cycle counter within 10 s plus 1.
The engine speed sensor determines the starting conditions of the engine. If the
engine speed sensor fails and enters the fault memory, the ignition cycle counter does
not increase.

6.3 Denominator counter

6.3.1 Requirements for general denominator counters

The general denominator counter is used to measure the number of times a car
runs. In each cycle, the general denominator counter increases by an integer of 1 and
only once. According to the general denominator counter format definition, when the
general denominator counter increases to a maximum of 65535, the general
denominator counter counts from zero in the next cycle to avoid data overflow.
If and only if all of the following conditions are met, the general denominator
counter increases in 10 s:
When the altitude is below 2440 meters, and the ambient temperature is greater
than or equal to -7℃, the cumulative start-up time of the engine is greater than or
equal to 600 s.
When the altitude is below 2440 meters, and the ambient temperature is greater
than or equal to -7℃, the cumulative running time of the vehicle at the speed of 40
km/h or above is greater than or equal to 300 s.
When the altitude is below 2440 meters, and the ambient temperature is greater
than or equal to -7℃, the vehicle idling time (acceleration pedal is loosened, speed is
not more than 1.6 km/h) is not less than 30 s.
No job interruption conditions are generated for general denominator counters.

6.3.2 Special requirements for increasing denominator counters

The denominator counter is used to measure and display the number of vehicle
driving events and to take into account the specific monitoring conditions. During the
running cycle, the specific monitoring conditions are met and the general denominator
counter is increased according to the regulations. In the absence of the working
interruption conditions of the denominator counter, the denominator counter is
increased once in the running cycle.
a) When the secondary air system order appears in the "on" state for more than
10 seconds, the secondary air system monitoring denominator counter increases.
When the OBD system intervenes in the secondary air system only for monitoring
purposes, the operation time is not counted in the "on" state of the order;
b) For a system activated only during cold start, the denominator counter
monitored by the system increases when the time of the component or policy
command in the "on" state is greater than or equal to 10s;
c) For variable valve timing (VVT) and control systems, the denominator counter
for monitoring increases when the command executor opens a certain degree twice
(more than 2s each time) or the execution time is greater than or equal to 10s
(whichever happens first);
d) When the additional requirements for other monitored denominator counters
are not breached, the denominator counters monitored by the following components
are increased only during the cold-start operating cycle:
- Engine coolant temperature sensor;
- Clean air (ambient air, intake, pressurized air, intake manifold) temperature
sensor;
e) When the following conditions are met, the number of denominator counters
monitored by the booster control system increases:
-Meeting the conditions of general denominator counter;
-Turbocharging control system working time greater than or equal to 15s.

6.4 List of OBD parts and system monitoring items


The list of monitoring items for OBD components and systems is shown in
Annex 1: SGMW_CN200S_1.5T_MT_CN5_EOBD Summary Table_V00.xls.
6.5 Working interrupts of molecular counters, denominator

counters and general denominator counters


When a fault is detected, the fault causes the monitoring conditions to be
unsatisfactory (the unresolved or determined fault codes are stored), and the OBD
system stops the monitoring of the molecular counter and the mother counter to
further increase within 10s. The OBD system resumed the increase of the molecular
counter and denominator counter in 10s.
The OBD system stops the progress of the specific monitoring molecular counter
and the denominator counter within 10s when any component fails and the
corresponding unresolved fault code is stored in the monitoring criteria used to
determine the specific monitoring denominator counter definition (i.e. speed, ambient
temperature, altitude, idle operation, engine cold start or running time, etc.). When a
fault is no longer monitored (by self-cleaning or by scanning tools to clear the
pending fault code), the OBD system restores the increase of the monitored molecular
and denominator counters within 10s.
The OBD system stops the increase of the general denominator counter in 10s
when any part of the unit that is used to determine the general denominator counter
increase condition (i.e. speed, ambient temperature, altitude, idle running or running
time, etc.) fails and stores the corresponding pending fault code. Under any other
conditions, the general denominator counter does not stop increasing. When a fault is
no longer monitored (by self-cleaning or by scanning tools to clear the pending fault
code), the OBD system restores the increase in the general denominator counter
within 10s.

6.6 Other description


The ignition cycle counter, the molecular counter, the denominator counter and
the general denominator counter are increased by an integer of 1, and one operation
cycle is increased at most once. The ignition counter and the general denominator
counter are counted from zero in the next operation cycle when the maximum value is
65535. When a molecular counter or denominator counter of a monitoring unit or
system reaches a maximum value of 65535, the molecular counter and denominator
counter are divided by two at the same time and the timing is started. The ignition
cycle counter, the molecular counter, the denominator counter and the general
denominator counter are stored in Flash.
The tamper proofing of counters is consistent with the preventive and alteration
measures of software and data in ECU.

7 Measures to prevent damage and change of discharge control


computers

In order to prevent changes in software and data in ECU, the following measures
are taken for ECU in batch production.
The refresh of ECU requires password, and the password of each item is
different. Only if the password is correct, can ECU be refreshed.
The software has CheckSum detection function. When the software detects
incorrect CheckSum, the system program will stop running. CheckSum error
protection prevents the user's ECU from being refreshed by unauthorized data.
CheckSum errors do not occur on a software Department-approved batch and sample
status ECU. Occurs only when samples ECU is not recognized by the software
department or refreshed by unauthorized tampering with ECU.

8 OBD system defect description

Defects and
specific No Defect period No
description
9 OBD function monitoring fault simulator

9.1 Engine misfire generator

Schematic diagram of misfire generator


Table 6: Misfire generator
Name Type Manufacturer
Operating unit : Y280 V00 078
Misfire generator Robert Bosch Gmbh
Output power stage:Y280 V01 078

Huijing Electronic
Technology (Shanghai) Co.,
Misfire Generator MiF-A8-002 Ltd.
Shining View

MISGEN3 Pendant:Part# GEL1110010.A


Ignition coil Coil Connection Box:Part# Global Electronics
without drive GEL1110020.A

MISGEN3 Pendant:Part# GEL1110040


Ignition coil with Coil Connection Box:Part# Global Electronics
drive GEL1110050
9.2 Oxygen sensor fault simulator
Table 7: Oxygen sensor fault simulator
Name Type Manufacturer
LSF fault
0281YH0039 Robert Bosch Gmbh
simulator

9.3 Cracking catalyst samples


1) 160000KM aging catalyst was obtained by catalytic converter supplier aging
150 hours according to GM875 standard;
2) EOBD limited catalysts are aged by the catalytic converter supplier according
to the actual emission results and referring to GB18352.5-2013 five-stage OBD
emission limits.
Schematic diagram of cracking catalyst sample
10 Diagnostic interface communication mode

The communication mode supported by ECU is ISO standard ISO 14230:


through KW2000 scan tool communication.

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