[F1ANNEX XI U.K. ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES
Textual Amendments
1. INTRODUTION U.K.
This Annex applies to the functional aspects of on-board diagnostic (OBD) system for the emission control of motor vehicles.
2. DEFINITIONS U.K.
For the purposes of this Annex:
2.1. ‘ OBD ’ means an on-board diagnostic system for emission control which must have the capability of identifying the likely area of malfunction by means of fault codes stored in computer memory. U.K.
2.2. ‘ Vehicle type ’ means a category of power-driven vehicles which do not differ in such essential engine and OBD system characteristics as defined in Appendix 2. U.K.
2.3. ‘ Vehicle family ’ means a manufacturer's grouping of vehicles which, through their design, are expected to have similar exhaust emission and OBD system characteristics. Each engine of this family must have complied with the requirements of this Directive. U.K.
2.4. ‘ Emission control system ’ means the electronic engine management controller and any emission-related component in the exhaust or evaporative system which supplies an input to or receives an output from this controller. U.K.
2.5. ‘ Malfunction indicator (MI) ’ means a visible or audible indicator that clearly informs the driver of the vehicle in the event of a malfunction of any emission-related component connected to the OBD system, or the OBD system itself. U.K.
[F22.6. ‘ Malfunction ’ means the failure of an emission-related component or system that would result in emissions exceeding the limits in section 3.3.2 or if the OBD system is unable to fulfil the basic monitoring requirements of this Annex.] U.K.
Textual Amendments
2.7. ‘ Secondary air ’ refers to air introduced into the exhaust system by means of a pump or aspirator valve or other means that is intended to aid in the oxidation of HC and CO contained in the exhaust gas stream. U.K.
2.8. ‘ Engine misfire ’ means lack of combustion in the cylinder of a positive-ignition engine due to absence of spark, poor fuel metering, poor compression or any other cause. In terms of OBD monitoring it is that percentage of misfires out of a total number of firing events (as declared by the manufacturer) that would result in emissions exceeding the limits given in section 3.3.2 or. that percentage that could lead to an exhaust catalyst, or catalysts, overheating causing irreversible damage. U.K.
2.9. ‘ Type I test ’ means the driving cycle (Parts One and Two) used for emission approvals, as detailed in Annex III, Appendix 1. U.K.
2.10. ‘ A driving cycle ’ consists of engine start-up, driving mode where a malfunction would be detected if present, and engine shut-off. U.K.
2.11. ‘ A warm-up cycle ’ means sufficient vehicle operation such that the coolant temperature has risen by a least 22 °K from engine starting and reaches a minimum temperature of 343 °K (70 °C). U.K.
2.12. ‘ Fuel trim ’ refers to feedback adjustments to the base fuel schedule. Short-term fuel trim refers to dynamic or instantaneous adjustments. Long-term fuel trim refers to much more gradual adjustments to the fuel calibration schedule than short-term trim adjustments. These long-term adjustments compensate for vehicle differences and gradual changes that occur over time. U.K.
2.13. ‘ Calculated load value ’ refers to an indication of the current airflow divided by peak airflow, where peak airflow is corrected for altitude, if available. This definition provides a dimensionless number that is not engine specific and provides the service technician with an indication of the proportion of engine capacity that is being used (with wide open throttle as 100 %); 
U.K.
2.14. ‘ Permanent emission default mode ’ refers to a case where the engine management controller permanently switches to a setting that does not require an input from a failed component or system where such a failed component or system would result in an increase in emissions from the vehicle to a level above the limits given in section 3.3.2. U.K.
2.15. ‘ Power take-off unit ’ means an engine-driven output provision for the purposes of powering auxiliary, vehicle mounted, equipment. U.K.
2.16. ‘ Access ’ means the availability of all emission-related OBD data including all fault codes required for the inspection, diagnosis, servicing or repair of emissions-related parts of the vehicle, via the serial interface for the standard diagnostic connection (pursuant to Appendix 1, section 6.5.3.5 of this Annex). U.K.
2.17. ‘ Unrestricted ’ means U.K.
access not dependent on an access code obtainable only from the manufacturer, or a similar device, or
access allowing evaluation of the data produced without the need for any unique decoding information, unless that information itself is standardised.
2.18. ‘ Standardised ’ means that all data stream information, including all fault codes used, shall be produced only in accordance with industry standards which, by virtue of the fact that their format and their permitted options are clearly defined, provide for a maximum level of harmonisation in the motor vehicle industry, and whose use is expressly permitted in this Directive. U.K.
[F32.19. ‘ Repair information ’ means all information required for diagnosis, servicing, inspection, periodic monitoring or repair of the vehicle and which the manufacturers provide for their authorised dealers/repair shops. Where necessary, such information shall include service handbooks, technical manuals, diagnosis information (e.g. minimum and maximum theoretical values for measurements), wiring diagrams, the software calibration identification number applicable to a vehicle type, instructions for individual and special cases, information provided concerning tools and equipment, data record information and two-directional monitoring and test data. The manufacturer shall not be obliged to make available that information which is covered by intellectual property rights or constitutes specific know-how of manufacturers and/or OEM suppliers; in this case the necessary technical information shall not be improperly withheld.] U.K.
Textual Amendments
[F42.20. ‘ Deficiency ’ means, in respect of vehicle OBD systems, that up to two separate components or systems that are monitored contain temporary or permanent operating characteristics that impair the otherwise efficient OBD monitoring of those components or systems or do not meet all of the other detailed requirements for OBD. Vehicles may be type-approved, registered and sold with such deficiencies according to the requirements of Section 4 of this Annex.] U.K.
Textual Amendments
3. REQUIREMENTS AND TESTS U.K.
3.1. All vehicles must be equipped with an OBD system so designed, constructed and installed in a vehicle as to enable it to identify types of deterioration or malfunction over the entire life of the vehicle. In achieving this objective the approval authority must accept that vehicles which have travelled distances in excess of the Type V durability distance, referred to in 3.3.1, may show some deterioration in OBD system performance such that the emission limits given in 3.3.2 may be exceeded before the OBD system signals a failure to the driver of the vehicle. U.K.
[F33.1.1. Access to the OBD system required for the inspection, diagnosis, servicing or repair of the vehicle must be unrestricted and standardised. All emission-related fault codes must be consistent with Section 6.5.3.4 of Appendix 1 to this Annex.] U.K.
3.1.2. No later than three months after the manufacturer has provided any authorised dealer or repair shop within the Community with repair information, the manufacturer shall make that information (including all subsequent amendments and supplements) available upon reasonable and non-discriminatory payment and shall notify the approval authority accordingly. U.K.
In the event of failure to comply with these provisions the approval authority shall take appropriate measures to ensure that repair information is available, in accordance with the procedures laid down for type-approval and in-service surveys.
3.2. The OBD system must be so designed, constructed and installed in a vehicle as to enable it to comply with the requirements of this Annex during conditions of normal use. U.K.
3.2.1. Temporary disablement of the OBD system U.K.
3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is affected by low fuel levels. Disablement must not occur when the fuel tank level is above 20 % of the nominal capacity of the fuel tank. U.K.
3.2.1.2. A manufacturer may disable the OBD system at ambient engine starting temperatures below 266 °K (-7 °C) or at elevations over 2 500 metres above sea level provided the manufacturer submits data and/or an engineering evaluation which adequately demonstrate that monitoring would be unreliable when such conditions exist. A manufacturer may also request disablement of the OBD system at other ambient engine starting temperatures if he demonstrates to the authority with data and/or an engineering evaluation that misdiagnosis would occur under such conditions. U.K.
3.2.1.3. For vehicles designed to accommodate the installation of power take-off units, disablement of affected monitoring systems is permitted provided disablement occurs only when the power take-off unit is active. U.K.
3.2.2. Engine misfire — vehicles equipped with positive-ignition engines U.K.
3.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria than those declared to the authority, under specific engine speed and load conditions where it can be demonstrated to the authority that the detection of lower levels of misfire would be unreliable. U.K.
[F33.2.2.2. When a manufacturer can demonstrate to the authority that the detection of higher levels of misfire percentages is still not feasible, or that misfire cannot be distinguished from other effects (e.g. rough roads, transmission shifts, after engine starting; etc.) the misfire monitoring system may be disabled when such conditions exist.] U.K.
3.3. Description of tests U.K.
3.3.1. The test are carried out on the vehicle used for the Type V durability test, given in Annex VIII, and using the test procedure in Appendix I to this Annex. Tests are carried out at the conclusion of the Type V durability testing. When no Type V durability testing is carried out, or at the request of the manufacturer, a suitably aged and representative vehicle may be used for these OBD demonstration tests. U.K.
[F33.3.2. The OBD system must indicate the failure of an emission-related component or system when that failure results in emissions exceeding the threshold limits given below: U.K.
| a For compression ignition engines. | |||||||||
| b Except vehicles the maximum mass of which exceeds 2 500 kg. | |||||||||
| c And those category M vehicles which are specified in note 2. | |||||||||
| d The Commission proposal referred to in Article 3(1) of this Directive shall contain the threshold limit values for OBD for 2005/6 for M 1 and N 1 vehicles.] | |||||||||
| Reference mass (RW) (kg) | Mass of carbon monoxide | Mass of total hydrocarbons | Mass of oxides of nitrogen | Mass of particulates a | |||||
|---|---|---|---|---|---|---|---|---|---|
| Category | Class | (CO) L 1 (g/km) | (THC) L 2 (g/km) | (NO x ) L 3 (g/km) | (PM) L 4 (g/km) | ||||
| Petrol | Diesel | Petrol | Diesel | Petrol | Diesel | Diesel | |||
| M b d | — | all | 3,2 | 3,2 | 0,4 | 0,4 | 0,6 | 1,2 | 0,18 |
| N 1 c d | I | RW ≤ 1305 | 3,2 | 3,2 | 0,4 | 0,4 | 0,6 | 1,2 | 0,18 |
| II | 1305 < RW ≤ 1760 | 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 | |
3.3.3. Monitoring requirements for vehicles equipped with positive-ignition engines U.K.
In satisfying the requirements of 3.3.2 the OBD system must, at a minimum, monitor for:
[F33.3.3.1. reduction in the efficiency of the catalytic converter with respect to the emissions of HC only. Manufacturers may monitor the front catalyst alone or in combination with the next catalyst(s) downstream. Each monitored catalyst or catalyst combination shall be considered malfunctioning when the emissions exceed the HC threshold given in the table in Section 3.3.2;] U.K.
3.3.3.2. the presence of engine misfire in the engine operating region bounded by the following lines: U.K.
a maximum speed of 4 500 min -1 or 1 000 min -1 greater than the highest speed occurring during a Type I test cycle, whichever is the lower;
the positive torque line (i. e. engine load with the transmission in neutral);
a line joining the following engine operating points: the positive torque line at 3 000 min -1 and a point on the maximum speed line defined in (a) above with the engine's manifold vacuum at 13,33 kPa lower than that at the positive torque line.
3.3.3.3. oxygen sensor deterioration U.K.
[F53.3.3.4. if active on the selected fuel, other emission control system components or systems, or emission-related powertrain components or systems which are connected to a computer, the failure of which may result in tailpipe emissions exceeding the limits given in 3.3.2;] U.K.
Textual Amendments
[F33.3.3.5. unless otherwise monitored, any other emission-related powertrain component connected to a computer, including any relevant sensors to enable monitoring functions to be carried out, must be monitored for circuit continuity;] U.K.
3.3.3.6. the electronic evaporative emission purge control must, at a minimum, be monitored for circuit continuity. U.K.
3.3.4. Monitoring requirements for vehicles equipped with compression-ignition engines U.K.
In satisfying the requirements of 3.3.2 the OBD system must monitor:
3.3.4.1. Where fitted, reduction in the efficiency of the catalytic converter; U.K.
3.3.4.2. Where fitted, the functionality and integrity of the particulate trap; U.K.
3.3.4.3. The fuel-injection system electronic fuel quantity and timing actuator(s) is/are monitored for circuit continuity and total functional failure; U.K.
3.3.4.4. Other emission control system components or systems, or emission-related powertrain components or systems, which are connected to a computer, the failure of which may result in tailpipe emissions exceeding the limits given in 3.3.2. Examples of such systems or components are those for monitoring and control of air mass-flow, air volumetric flow (and temperature), boost pressure and inlet manifold pressure (and relevant sensors to enable these functions to be carried out). U.K.
[F33.3.4.5. Unless otherwise monitored, any other emission-related powertrain component connected to a computer must be monitored for circuit continuity.] U.K.
3.3.5. Manufacturers may demonstrate to the approval authority that certain components or systems need not be monitored if, in the event of their total failure or removal, emissions do not exceed the emission limits given in 3.3.2. U.K.
3.4. A sequence of diagnostic checks must be initiated at each engine start and completed at least once provided that the correct test conditions are met. The test conditions must be selected in such a way that they all occur under normal driving as represented by the Type I test. U.K.
3.5. Activation of malfunction indicator (MI) U.K.
3.5.1. The OBD system must incorporate a malfunction indicator readily perceivable to the vehicle operator. The MI must not be used for any other purpose except to indicate emergency start-up or limp-home routines to the driver. The MI must be visible in all reasonable lighting conditions. When activated, it must display a symbol in conformity with ISO 2575 (1) . A vehicle must not be equipped with more than one general purpose MI for emission-related problems. Separate specific purpose telltales (e. g. brake system, fasten seat belt, oil pressure, etc.) are permitted. The use of red for an MI is prohibited. U.K.
[F23.5.2. For strategies requiring more than two preconditioning cycles for MI activation, the manufacturer must provide data and/or an engineering evaluation which adequately demonstrates that the monitoring system is equally effective and timely in detecting component deterioration. Strategies requiring on average more than 10 driving cycles for MI activation are not accepted. The MI must also activate whenever the engine control enters a permanent emission default mode of operation if the emission limits given in 3.3.2 are exceeded or if the OBD system is unable to fulfil the basic monitoring requirements specified in section 3.3.3 or section 3.3.4 of this Annex. The MI must operate in a distinct warning mode, e.g. a flashing light, under any period during which engine misfire occurs at a level likely to cause catalyst damage, as specified by the manufacturer. The MI must also activate when the vehicle's ignition is in the ‘ key-on ’ position before engine starting or cranking and de-activate after engine starting if no malfunction has previously been detected.] U.K.
3.6. Fault code storage U.K.
[F2The OBD system must record fault code(s) indicating the status of the emission control system. Separate status codes must be used to identify correctly functioning emission control systems and those emission control systems which need further vehicle operation to be fully evaluated. If the MI is activated due to deterioration or malfunction or permanent emission default modes of operation, a fault code must be stored that identifies the type of malfunction. A fault code must also be stored in the cases referred to in sections 3.3.3.5 and 3.3.4.5 of this Annex.]
[F33.6.1. The distance travelled by the vehicle while the MI is activated must be available at any instant through the serial port on the standard link connector (2) .] U.K.
3.6.2. In the case of vehicles equipped with positive-ignition engines, misfiring cylinders need not be uniquely identified if a distinct single or multiple cylinder misfire fault code is stored. U.K.
3.7. Extinguishing the MI U.K.
[F33.7.1. If misfire at levels likely to cause catalyst damage (as specified by the manufacturer) is not present any more, or if the engine is operated after changes to speed and load conditions where the level of misfire will not cause catalyst damage, the MI may be switched back to the previous state of activation during the first driving cycle on which the misfire level was detected and may be switched to the normal activated mode on subsequent driving cycles. If the MI is switched back to the previous state of activation, the corresponding fault codes and stored freeze-frame conditions may be erased.] U.K.
3.7.2. For all other malfunctions, the MI may be de-activated after three subsequent sequential driving cycles during which the monitoring system responsible for activating the MI ceases to detect the malfunction and if no other malfunction has been identified that would independently activate the MI. U.K.
3.8. Erasing a fault code U.K.
3.8.1. The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same fault is not re-registered in at least 40 engine warm-up cycles. U.K.
[F63.9. Bi-fuelled gas vehicles U.K.
3.9.1. For bi-fuelled gas vehicles, the procedures: U.K.
activation of malfunction indicator (MI) (see section 3.5 of this Annex),
fault code storage (see section 3.6 of this Annex),
extinguishing the MI (see section 3.7 of this Annex),
erasing a fault code (see section 3.8 of this Annex),
shall be executed independently of each other when the vehicle is operated on petrol or on gas. When the vehicle is operated on petrol, the result of any of the procedures indicated above shall not be affected when the vehicle is operated on gas. When the vehicle is operated on gas, the result of any of the procedures indicated above shall not be affected when the vehicle is operated on petrol.
Notwithstanding this requirement, the status code (described in section 3.6 of this Annex) shall indicate fully evaluated control systems for both fuel types (petrol and gas) when the control systems are fully evaluated for one of the fuel types.]
Textual Amendments
[F44. REQUIREMENTS RELATING TO THE TYPE-APPROVAL OF ON-BOARD DIAGNOSTIC SYSTEMS U.K.
4.1. A manufacturer may request to the authority that an OBD system be accepted for type-approval even though the system contains one or more deficiencies such that the specific requirements of this Annex are not fully met. U.K.
4.2. In considering the request, the authority shall determine whether compliance with the requirements of this Annex is infeasible or unreasonable. U.K.
The authority shall take into consideration data from the manufacturer that details such factors as, but not limited to, technical feasibility, lead time and production cycles including phase-in or phase-out of engines or vehicle designs and programmed upgrades of computers, the extent to which the resultant OBD system will be effective in complying with the requirements of this directive and that the manufacturer has demonstrated an acceptable level of effort toward compliance with the requirements of this Directive.
4.2.1. The authority will not accept any deficiency request that includes the complete lack of a required diagnostic monitor. U.K.
4.2.2. The authority will not accept any deficiency request that does not respect the OBD threshold limits in Section 3.3.2. U.K.
4.3. In determining the identified order of deficiencies, deficiencies relating to sections 3.3.3.1, 3.3.3.2 and 3.3.3.3 of this Annex for positive-ignition engines and sections 3.3.4.1, 3.3.4.2 and 3.3.4.3 of this Annex for compression-ignition engines shall be identified first. U.K.
[F24.4. Prior to or at the time of type-approval, no deficiency shall be granted in respect of the requirements of section 6.5, except section 6.5.3.4 of Appendix 1 to this Annex. This section does not apply to bi-fuelled gas vehicles. U.K.
4.5. Bi-fuelled gas vehicles U.K.
4.5.1. Notwithstanding the requirements of section 3.9.1, and where requested by the manufacturer, the type-approval authority shall accept the following deficiencies as meeting the requirements of this Annex for the purpose of the type-approval of bi-fuelled gas vehicles: U.K.
erasing of fault codes, distance travelled and freeze-frame information after 40 engine warm-up cycles, independent of the fuel currently in use,
activation of the MI on both fuel types (petrol and gas) after the detection of a malfunction on one of the fuel types,
de-activation of the MI after three subsequent sequential driving cycles without malfunction, independent of the fuel currently in use,
use of two status codes, one for each fuel type.
Further options may be requested by the manufacturer and granted at the discretion of the type-approval authority.
[F54.5.2. Notwithstanding the requirements of section 6.6 of Appendix 1 to this Annex, and where requested by the manufacturer, the type-approval authority shall accept the following deficiencies as meeting the requirements of this Annex for the evaluation and transmission of diagnostic signals: U.K.
transmission of the diagnostic signals for the fuel currently in use on a single source address,
evaluation of one set of diagnostic signals for both fuel types (corresponding to the evaluation on mono-fuelled gas vehicles, and independent of the fuel currently in use),
selection of one set of diagnostic signals (associated to one of the two fuel types) by the position of a fuel switch,
evaluation and transmission of one set of diagnostic signals for both fuels in the petrol computer independent of the fuel in use. The gas supply system computer will evaluate and transmit the gaseous fuel system related diagnostic signals and store fuel status history.
Further options may be requested by the manufacturer and granted at the discretion of the type-approval authority.] ]
[F64.6. Deficiency period U.K.
4.6.1. A deficiency may be carried-over for a period of two years after the date of type-approval of the vehicle type unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would be necessary to correct the deficiency. In such a case, the deficiency may be carried-over for a period not exceeding three years. U.K.
4.6.1.1. In the case of a bi-fuelled gas vehicle, a deficiency granted in accordance with section 4.5 may be carried-over for a period of three years after the date of type-approval of the vehicle type unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond three years would be necessary to correct the deficiency. In such a case, the deficiency may be carried-over for a period not exceeding four years. U.K.
4.6.2. A manufacturer may request that the type-approval authority grant a deficiency retrospectively when such a deficiency is discovered after the original type-approval. In this case, the deficiency may be carried-over for a period of two years after the date of notification ton the type-approval authority unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would be necessary to correct the deficiency. In such a case, the deficiency may be carried-over for a period not exceeding three years.] U.K.
[F24.7.] The authority shall notify its decision in granting a deficiency request to all authorities in other Member States according to the requirements of Article 4 to Directive 70/156/EEC.] U.K.
[F65. ACCESS TO OBD INFORMATION U.K.
5.1. Applications for type-approval or amendment of a type-approval according to either Article 3 or Article 5 of Directive 70/156/EEC shall be accompanied by the relevant information concerning the vehicle OBD system. This relevant information shall enable manufacturers of replacement or retrofit components to make the parts they manufacture compatible with the vehicle OBD system with a view to fault-free operation assuring the vehicle user against malfunctions. Similarly, such relevant information shall enable the manufacturers of diagnostic tools and test equipment to make tools and equipment that provide for effective and accurate diagnosis of vehicle emission control systems. U.K.
5.2. Upon request, the type-approval authorities shall make Appendix 2 to the EC type-approval certificate containing the relevant information on the OBD system available to any interested components, diagnostic tools or test equipment manufacturer on a non-discriminatory basis. U.K.
5.2.1. If a type-approval authority receives a request from any interested components, diagnostic tools or test equipment manufacturer for information on the OBD system of a vehicle that has been type-approved to a previous version of Directive 70/220/EEC, U.K.
the type-approval authority shall, within 30 days, request the manufacturer of the vehicle in question to make available the information required in section 3.2.12.2.8.6 of Annex II. The requirement of the second paragraph of section 3.2.12.2.8.6 is not applicable,
the manufacturer shall submit this information to the type-approval authority within two months of the request,
the type-approval authority shall transmit this information to the approval authorities of the Member States and the authority which granted the original type-approval shall attach this information to Annex II to the vehicle type-approval information.
This requirement shall not invalidate any approval previously granted pursuant to Directive 70/220/EEC nor prevent extensions to such approvals under the terms of the Directive under which they were originally granted.
5.2.2. Information can only be requested for replacement or service components that are subject to EC type-approval, or for components that form part of a system that is subject to EC type-approval. U.K.
5.2.3. The request for information must identify the exact specification of the vehicle model for which the information is required. It must confirm that the information is required for the development of replacement or retrofit parts or components or diagnostic tools or test equipment.] U.K.
Appendix 1 FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS
1. INTRODUCTION U.K.
This Appendix describes the procedure of the test according to section 5 of this Annex. The procedure describes a method for checking the function of the on-board diagnostic (OBD) system installed on the vehicle by failure simulation of relevant systems in the engine management or emission control system. It also sets procedures for determining the durability of OBD systems.
The manufacturer must make available the defective components and/or electrical devices which would be used to simulate failures. When measured over the Type I test cycle, such defective components or devices must not cause the vehicle emissions to exceed the limits of section 3.3.2 by more than 20 %.
[F3When the vehicle is tested with the defective component or device fitted, the OBD system is approved if the MI is activated. The OBD system is also approved if the MI is activated below the OBD threshold limits.]
2. DESCRIPTION OF TEST U.K.
2.1. The testing of OBD systems consists of the following phases: U.K.
simulation of malfunction of a component of the engine management or emission control system,
[F3preconditioning of the vehicle with a simulated malfunction over preconditioning specified in Section 6.2.1 or Section 6.2.2,]
driving the vehicle with a simulated malfunction over the Type I test cycle and measuring the emissions of the vehicle,
determining whether the OBD system reacts to the simulated malfunction and indicates malfunction in an appropriate manner to the vehicle driver.
2.2. Alternatively, at the request of the manufacturer, malfunction of one or more components may be electronically simulated according to the requirements of section 6. U.K.
2.3. Manufacturers may request that monitoring take place outside the Type I test cycle if it can be demonstrated to the authority that monitoring during conditions encountered during the Type I test cycle would impose restrictive monitoring conditions when the vehicle is used in service. U.K.
3. TEST VEHICLE AND FUEL U.K.
3.1. Vehicle U.K.
The test vehicle must meet the requirements of section 3.1 of Annex III.
[F23.2. Fuel U.K.
The appropriate reference fuel as described in Annex IX for petrol and diesel fuels and in Annex IXa for LPG and NG fuels must be used for testing. The fuel type for each failure mode to be tested (described in section 6.3 of this Appendix) may be selected by the type-approval authority from the reference fuels described in Annex IXa in the case of the testing of a mono-fuelled gas vehicle and from the reference fuels described in Annex IX or Annex IXa in the case of the testing of a bi-fuelled gas vehicle. The selected fuel type must not be changed during any of the test phases (described in sections 2.1 to 2.3 of this Appendix). In the case of the use of LPG or NG as a fuel it is permissible that the engine is started on petrol and switched to LPG or NG after a pre-determined period of time which is controlled automatically and not under the control of the driver.]
4. TEST TEMPERATURE AND PRESSURE U.K.
4.1. The test temperature and pressure must meet the requirements of the Type I test as described in Annex III. U.K.
5. TEST EQUIPMENT U.K.
5.1. Chassis dynamometer U.K.
The chassis dynamometer must meet the requirements of Annex III.
6. OBD TEST PROCEDURE U.K.
6.1. The operating cycle on the chassis dynamometer must meet the requirements of Annex III. U.K.
6.2. Vehicle preconditioning U.K.
6.2.1. According to the engine type and after introduction of one of the failure modes given in 6.3, the vehicle must be preconditioned by driving at least two consecutive Type I tests (Parts One and Two). For compression-ignition engined vehicles an additional preconditioning of two Part Two cycles is permitted. U.K.
6.2.2. At the request of the manufacturer, alternative preconditioning methods may be used. U.K.
6.3. Failure modes to be tested U.K.
6.3.1. Positive-ignition engined vehicles: U.K.
6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation of such a failure. U.K.
6.3.1.2. Engine misfire conditions according to the conditions for misfire monitoring given in section 3.3.3.2 of this Annex. U.K.
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of such a failure. U.K.
[F26.3.1.4. Electrical disconnection of any other emission-related component connected to a power-train management computer (if active on the selected fuel type). U.K.
6.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type). For this specific failure mode, the Type I test need not be performed.] U.K.
6.3.2. Compression-ignition engined vehicles: U.K.
6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation of such a failure. U.K.
6.3.2.2. Where fitted, total removal of the particulate trap or, where sensors are an integral part of the trap, a defective trap assembly. U.K.
6.3.2.3. Electrical disconnection of any fuelling system electronic fuel quantity and timing actuator. U.K.
6.3.2.4. Electrical disconnection of any other emission-related component connected to a powertrain management computer. U.K.
6.3.2.5. In meeting the requirements of 6.3.2.3 and 6.3.2.4, and with the agreement of the approval authority, the manufacturer must take appropriate steps to demonstrate that the OBD system will indicate a fault when disconnection occurs. U.K.
6.4. OBD system test U.K.
6.4.1. Vehicles fitted with positive-ignition engines: U.K.
6.4.1.1. After vehicle preconditioning according to 6.2, the test vehicle is driven over a Type I test (Parts One and Two). The MI must activate before the end of this test under any of the conditions given in 6.4.1.2 to 6.4.1.5. The technical service may substitute those conditions by others in accordance with 6.4.1.6. However, the total number of failures simulated must not exceed 4 for the purpose of type-approval. U.K.
6.4.1.2. Replacement of a catalyst with a deteriorated or defective catalyst or electronic simulation of a deteriorated or defective catalyst that results in emissions exceeding the HC limit given in section 3.3.2 of this Annex. U.K.
6.4.1.3. An induced misfire condition according to the conditions for misfire monitoring given in section 3.3.3.2 of this Annex that results in emissions exceeding any of the limits given in 3.3.2. U.K.
6.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of a deteriorated or defective oxygen sensor that results in emissions exceeding any of the limits given in section 3.3.2 of this Annex. U.K.
[F26.4.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type). U.K.
6.4.1.6. Electrical disconnection of any other emission-related powertrain component connected to a computer that results in emissions exceeding any of the limits given in section 3.3.2 of this Annex (if active on the selected fuel type).] U.K.
6.4.2. Vehicles fitted with compression-ignition engines: U.K.
6.4.2.1. After vehicle preconditioning according to 6.2, the test vehicle is driven over a Type I test (Parts One and Two). The MI must activate before the end of this test under any of the conditions given in 6.4.2.2 to 6.4.2.5. The technical service may substitute those conditions by others in accordance with 6.4.2.5. However, the total number of failures simulated must not exceed four for the purposes of type approval. U.K.
6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or defective catalyst or electronic simulation of a deteriorated or defective catalyst that results in emissions exceeding limits given in section 3.3.2 of this Annex. U.K.
6.4.2.3. Where fitted, total removal of the particulate trap or replacement of the particulate trap with a defective particulate trap meeting the conditions of 6.3.2.2 that results in emissions exceeding the limits given in section 3.3.2 of this Annex. U.K.
6.4.2.4. With reference to 6.3.2.5, disconnection of any fuelling system electronic fuel quantity and timing actuator that results in emissions exceeding any of the limits given in section 3.3.2 of this Annex. U.K.
6.4.2.5. With reference to 6.3.2.5, disconnection of any other emission-related powertrain component connected to a computer that results in emissions exceeding any of the limits given in section 3.3.2 of this Annex. U.K.
6.5. Diagnostic signals U.K.
6.5.1.1. Upon determination of the first malfunction of any component or system, ‘ freeze-frame ’ engine conditions present at the time must be stored in computer memory. Should a subsequent fuel system or misfire malfunction occur, any previously stored freeze-frame conditions must be replaced by the fuel system or misfire conditions (whichever occurs first). Stored engine conditions must include, but are not limited to calculated load value, engine speed, fuel trim value(s) (if available), fuel pressure (if available), vehicle speed (if available), coolant temperature, intake manifold pressure (if available), closed- or open-loop operation (if available) and the fault code which caused the data to be stored. The manufacturer must choose the most appropriate set of conditions facilitating effective repairs for freeze-frame storage. Only one frame of data is required. Manufacturers may choose to store additional frames provided that at least the required frame can be read by a generic scan tool meeting the specifications of 6.5.3.2 and 6.5.3.3. If the fault code causing the conditions to be stored is erased in accordance with section 3.7 of this Annex, the stored engine conditions may also be erased. U.K.
6.5.1.2. If available, the following signals in addition to the required freeze-frame information must be made available on demand through the serial port on the standardized data link connector, if the information is available to the on-board computer or can be determined using information available to the on-board computer: diagnostic trouble codes, engine coolant temperature, fuel control system status (closed-loop, open-loop, other), fuel trim, ignition timing advance, intake air temperature, manifold air pressure, air flow rate, engine speed, throttle position sensor output value, secondary air status (upstream, downstream or atmosphere), calculated load value, vehicle speed and fuel pressure. U.K.
[F3The signals must be provided in standard units based on the specifications given in 6.5.3. Actual signals must be clearly identified separately from default value or limp-home signals.]
6.5.1.3. For all emission control systems for which specific on-board evaluation tests are conducted (catalyst, oxygen sensor, etc.), except misfire detection, fuel system monitoring and comprehensive component monitoring, the results of the most recent test performed by the vehicle and the limits to which the system is compared must be made available through the serial data port on the standardized data link connector according to the specifications given in 6.5.3. For the monitored components and systems excepted above, a pass/fail indication for the most recent test results must be available through the data link connector. U.K.
6.5.1.4. The OBD requirements to which the vehicle is certified (i. e. this Annex or the alternative requirements specified in section 5 of Annex I) and the major emission control systems monitored by the OBD system consistent with 6.5.3.3 must be available through the serial data port on the standardized data link connector according to the specifications given in 6.5.3. U.K.
[F46.5.1.5. From 1 January 2003 for new types and from 1 January 2005 for all types of vehicles entering into service, the software calibration identification number shall be made available through the serial port on the standardised data link connector. The software calibration identification number shall be provided in a standardised format.] U.K.
6.5.2. The emission control diagnostic system is not required to evaluate components during malfunction if such evaluation would result in a risk to safety or component failure. U.K.
[F26.5.3. The emission control diagnostic system must provide for standardised and unrestricted access and conform with the following ISO standards and/or SAE specification. U.K.
6.5.3.1. One of the following standards with the restrictions as described must be used as the on-board to off-board communications link: U.K.
ISO 9141 — 2: 1994 (amended 1996) ‘ Road Vehicles — Diagnostic Systems — Part 2: CARB requirements for interchange of digital information ’ ;
SAE J1850: March 1998 ‘ Class B Data Communication Network Interface ’ . Emission-related messages must use the cyclic redundancy check and the three-byte header and not use inter-byte separation or checksums;
ISO 14230 — Part 4 ‘ Road Vehicles — Keyword protocol 2000 for diagnostic systems — Part 4: Requirements for emissions-related systems ’ ;
ISO DIS 15765-4 ‘ Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Requirements for emissions-related systems ’ , dated 1 November 2001.
6.5.3.2. Test equipment and diagnostic tools needed to communicate with OBD systems must meet or exceed the functional specification given in ISO DIS 15031-4 ‘ Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 4: External test equipment ’ , dated 1 November 2001. U.K.
6.5.3.3. Basic diagnostic data, (as specified in 6.5.1) and bi-directional control information must be provided using the format and units described in ISO DIS 15031-5 ‘ Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 5: Emissions-related diagnostic services ’ , dated 1 November 2001, and must be available using a diagnostic tool meeting the requirements of ISO DIS 15031-4. U.K.
The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in ISO DIS 15031-5 but related to this Directive.
6.5.3.4. When a fault is registered, the manufacturer must identify the fault using an appropriate fault code consistent with those given in Section 6.3. of ISO DIS 15031-6 ‘ Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 6: Diagnostic trouble code definitions ’ , relating to ‘ emission related system diagnostic trouble codes ’ . If such identification is not possible, the manufacturer may use diagnostic trouble codes according to Sections 5.3 and 5.6 of ISO DIS 15031-6. The fault codes must be fully accessible by standardised diagnostic equipment complying with the provisions of section 6.5.3.2. U.K.
The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in ISO DIS 15031-5 but related to this Directive.
6.5.3.5. The connection interface between the vehicle and the diagnostic tester must be standardised and must meet all the requirements of ISO DIS 15031-3 ‘ Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 3: Diagnostic connector and related electrical circuits: specification and use ’ , dated 1 November 2001. U.K.
The installation position must be subject to agreement of the approval authority such that it is readily accessible by service personnel but protected from accidental damage during normal conditions of use.]
[F56.6. Specific requirements regarding the transmission of diagnostic signals from bi-fuelled gas vehicles U.K.
6.6.1. For bi-fuelled gas vehicles where the specific signals of the different fuels systems are stored in the same computer, the diagnostic signals for the operation on petrol and for the operation on gas shall be evaluated and transmitted independently of each other. U.K.
6.6.2. For bi-fuelled gas vehicles where the specific signals of the different fuel systems are stored in separate computers, the diagnostic signals for the operation on petrol and for the operation on gas shall be evaluated and transmitted from the computer specific to the fuel. U.K.
6.6.3. On a request from a diagnostic tool, the diagnostic signals for the vehicle operating on petrol shall be transmitted on one source address and the diagnostic signals for the vehicle operating on gas shall be transmitted on another source address. The use of source addresses is described in ISO DIS 15031-5 ‘ Road vehicles — communication between vehicles and external test equipment for emissions-related diagnostics — Part 5: Emissions-related diagnostic services ’ , dated 1 November 2001.] U.K.
Appendix 2 ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY
1. PARAMETERS DEFINING THE OBD FAMILY U.K.
The OBD family may be defined by basic design parameters which must be common to vehicles within the family. In some cases there may be interaction of parameters. These effects must also be taken into consideration to ensure that only vehicles with similar exhaust emission characteristics are included within an OBD family.
2. To this end, those vehicle types whose parameters described below are identical are considered to belong to the same engine-emission control/OBD system combination. U.K.
Engine:
combustion process (i. e. positive-ignition, compression-ignition, two-stroke, four-stroke),
method of engine fuelling (i. e. carburettor or fuel injection).
Emission control system:
type of catalytic converter (i. e. oxidation, three-way, heated catalyst, other),
type of particulate trap,
secondary air injection (i. e. with or without),
exhaust gas recirculation (i. e. with or without)
OBD parts and functioning:
the methods of OBD functional monitoring, malfunction detection and malfunction indication to the vehicle driver.]
[F1International Standard ISO 2575-1982 (E), entitled ‘ Road vehicles — Symbols for controls indicators and tell-tales ’ , Symbol Number 4.36.
[F3This requirement is only applicable from 1 January 2003 to new types of vehicles with an electronic speed input to the engine management. It applies to all new types of vehicles entering into service from 1 January 2005.] ]