On-Board Diagnostic

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On-Board Diagnostics, or OBD, in an automotive context, is a generic term referring to a vehicle's self-diagnostic and reporting capability. OBD systems give the vehicle owner or a repair technician access to state of health information for various vehicle sub-systems. The amount of diagnostic information available via OBD has varied widely since the introduction in the early 1980s of on-board vehicle computers, which made OBD possible. Early instances of OBD would simply illuminate a malfunction indicator light, or MIL, if a problem was detected—but would not provide any information as to the nature of the problem. Modern OBD implementations use a standardized digital communications port to provide realtime data in addition to a standardized series of diagnostic trouble codes, or DTCs, which allow one to rapidly identify and remedy malfunctions within the vehicle.

OBD Applications

Various tools that plug ito the OBD connector to access OBD functions are available. These range from simple generic consumer level tools to highly sophisticated OEM dealership tools.

Hand-held scan tools

A wide range of rugged hand-held scan tools is available.

Simple fault code readers/reset tools are mostly aimed at the consumer level. They may read simple error codes, possibly without translating the meaning, and reset those error codes.

Professional hand-held scan tools may possess more advanced functions

• Access more advanced diagnostics
  

• Set manufacturer- or vehicle-specific ECU parameters
  

• Access and control other control units, such as air bag or ABS
  

• Real-time monitoring or graphing of engine parameters to facilitate diagnosis or tuning

PC-based scan tools and analysis platforms

A PC-based OBD analysis tool that converts the OBD-II signals to serial data (USB or serial port) standard to PCs or Macs. The software then decodes the received data to a visual display. Many popular interfaces are based on the ELM  or STN1110  OBD Interpreter ICs, both of which read all five generic OBD-II protocols.

In addition to the functions of a hand-held scan tool, the PC-based tools general offer:

• Large storage capacity for data logging and other functions

• Higher resolution screen than handheld tools

• The ability to utilize multiple software programs adding flexibility

The extent that a PC tool may access manufacturer or vehicle-specific ECU diagnostics varies between software products as it does between hand-held scanners.

In addition to proprietary software tools, free software applications are available for OBD analysis. Examples include Opendiag,  Freediag,  and pyOBD.

On this site you can purchase :

"Hand-held scan tools" and "PC-based scan tools"

 History

• 1969: Volkswagen introduces the first on-board computer system with scanning capability, in their fuel-injected Type 3 models.

• 1975: Datsun 280Z On-board computers begin appearing on consumer vehicles, largely motivated by their need for real-time tuning of fuel injection systems. Simple OBD implementations appear, though there is no standardization in what is monitored or how it is reported.

• 1980: General Motors implements a proprietary interface and protocol for testing of the Engine Control Module (ECM) on the vehicle assembly line. The 'assembly line diagnostic link' (ALDL) protocol communicates at 160 baud with Pulse-width modulation (PWM) signaling and monitors very few vehicle systems. Implemented on California vehicles for the 1980 model year, and the rest of the United States in 1981, the ALDL was not intended for use outside the factory. The only available function for the owner is "Blinky Codes". By connecting pins A and B (with ignition key ON and engine OFF), the 'Check Engine Light' (CEL) blinks out a two-digit number that corresponds to a specific error condition. Cadillac (gasoline) fuel-injected vehicles, however, are equipped with actual on-board diagnostics, providing trouble codes, actuator tests and sensor data through the new digital Electronic Climate Control display. Holding down 'Off' and 'Warmer' for several seconds activates the diagnostic mode without need for an external scan-tool.

• 1986: An upgraded version of the ALDL protocol appears which communicates at 8192 baud with half-duplex UART signaling. This protocol is defined in GM XDE-5024B.

• 1988: The Society of Automotive Engineers (SAE) recommends a standardized diagnostic connector and set of diagnostic test signals.

• 1991: The California Air Resources Board (CARB) requires that all new vehicles sold in California in 1991 and newer vehicles have some basic OBD capability. These requirements are generally referred to as "OBD-I", though this name is not applied until the introduction of OBD-II. The data link connector and its position are not standardized, nor is the data protocol.

• 1994: Motivated by a desire for a state-wide emissions testing program, the CARB issues the OBD-II specification and mandates that it be adopted for all cars sold in California starting in model year 1996 (see CCR Title 13 Section 1968.1 and 40 CFR Part 86 Section 86.094). The DTCs and connector suggested by the SAE are incorporated into this specification.

• 1996: The OBD-II specification is made mandatory for all cars sold in the United States.

• 2001: The European Union makes EOBD mandatory for all gasoline (petrol) vehicles sold in the European Union, starting in MY2001 (see European emission standards Directive 98/69/EC ).

• 2008: All cars sold in the United States are required to use the ISO 15765-4  signaling standard (a variant of the Controller Area Network (CAN) bus).

• 2008: Certain light vehicles in China are required by the Environmental Protection Administration Office to implement OBD (standard GB18352) by July 1, 2008. Some regional exemptions may apply.

• 2010: HDOBD (heavy duty) specification is made mandatory for selected commercial (non-passenger car) engines sold in the United States.

Standard interfaces

GM's ALDL (Assembly Line Diagnostic Link) is sometimes referred as a predecessor to, or a manufactures proprietary version of an OBD-I diagnostic. This interface was made in different varieties and changed with power train control modules (aka PCM, ECM, ECU) Different versions had slight differences in pin-outs and baud rates. Earlier versions used a 160 baud rate, while later versions went up to 8192 baud and used bi-directional communications to the PCM.

OBD-I

The regulatory intent of OBD-I was to encourage auto manufacturers to design reliable emission control systems that remain effective for the vehicle's "useful life". The hope was that by forcing annual emissions testing for California, and denying registration to vehicles that did not pass, drivers would tend to purchase vehicles that would more reliably pass the test. OBD-I was largely unsuccessful[citation needed], as the means of reporting emissions-specific diagnostic information was not standardized. Technical difficulties with obtaining standardized and reliable emissions information from all vehicles led to an inability to implement effectively the annual testing program.

OBD-1.5

OBD 1.5 refers to a partial implementation of OBD-II which General Motors used on some vehicles in 1994 and 1995 (GM did not use the term OBD 1.5 in the documentation for these vehicles - they simply have an OBD and an OBD-II section in the service manual.)

For ALDL connections, pin 9 is the data stream, pins 4 and 5 are ground and pin 16 is battery voltage.

An OBD 1.5 compatible scan tool is required to read codes generated by OBD 1.5.

Additional vehicle-specific diagnostic and control circuits are also available on this connector. For instance, on the Corvette there are interfaces for the Class 2 serial data stream from the PCM, the CCM diagnostic terminal, the radio data stream, the airbag system, the selective ride control system, the low tire pressure warning system and the passive keyless entry system.

An OBD1.5 has also been used on Mitsubishi cars of '95 '97 vintage, some 1995 Volkswagen VR6's and in the Ford Scorpio since 95.

OBD-II

OBD-II is an improvement over OBD-I in both capability and standardization. The OBD-II standard specifies the type of diagnostic connector and its pinout, the electrical signalling protocols available, and the messaging format. It also provides a candidate list of vehicle parameters to monitor along with how to encode the data for each. There is a pin in the connector that provides power for the scan tool from the vehicle battery, which eliminates the need to connect a scan tool to a power source separately. However, some technicians might still connect the scan tool to an auxiliary power source to protect data in the unusual event that a vehicle experiences a loss of electrical power due to a malfunction. Finally, the OBD-II standard provides an extensible list of DTCs. As a result of this standardization, a single device can query the on-board computer(s) in any vehicle. This OBD-II came in two models OBD-IIA and OBD-IIB. OBD-II standardization was prompted by emissions requirements, and though only emission-related codes and data are required to be transmitted through it, most manufacturers have made the OBD-II Data Link Connector the only one in the vehicle through which all systems are diagnosed and programmed. OBD-II Diagnostic Trouble Codes are 4-digit, preceded by a letter; P for engine and transmission, B for Body, C for Chassis and U for Network.

EOBD

EOBD is a version of OBD-II required in Europe since Model Year 2003 for diesel vehicles and since 2001 for gasoline vehicles. With Euro V and Euro VI emission standards, EOBD emission thresholds will be lower than previous Euro III and IV. EOBD refers to Europe On-Board Diagnostics.

EOBD2

The term "EOBD2" is marketing speak used by some vehicle manufacturers to refer to manufacturer-specific features that are not actually part of the OBD or EOBD standard. In this case "E" stands for Enhanced.

JOBD

JOBD is a version of OBD-II for vehicles sold in Japan.

OBD-II Signal Protocols

There are five signaling protocols that are permitted with the OBD-II interface. Most vehicles implement only one of the protocols. It is often possible to deduce the protocol used based on which pins are present on the J1962 connector:

1. SAE J1850 PWM (pulse-width modulation - 41.6 kB/sec, standard of the Ford Motor Company) 

• pin 2: Bus+
• pin 10: Bus–
• High voltage is +5 V
• Message length is restricted to 12 bytes, including CRC
• Employs a multi-master arbitration scheme called 'Carrier Sense Multiple Access with Non-Destructive Arbitration' (CSMA/NDA)

2. SAE J1850 VPW (variable pulse width - 10.4/41.6 kB/sec, standard of General Motors) 

• pin 2: Bus+
• Bus idles low
• High voltage is +7 V
• Decision point is +3.5 V
• Message length is restricted to 12 bytes, including CRC
• Employs CSMA/NDA

3. ISO 9141-2. This protocol has an asynchronous serial data rate of 10.4 kBaud. It is somewhat similar to RS-232, however the signal levels are different, and communications happens on a single, bidirectional line without additional handshake signals. ISO       9141-2 is primarily used in Chrysler, European, and Asian vehicles.

• pin 7: K-line
• pin 15: L-line (optional)
• UART signaling
• K-line idles high, with a 510 ohm resistor to Vbatt
• The active/dominant state is driven low with an open-collector driver.
• Message length is restricted to 12 bytes, including CRC

4. ISO 14230 KWP2000 (Keyword Protocol 2000)

• pin 7: K-line
• pin 15: L-line (optional)
• Physical layer identical to ISO 9141-2
• Data rate 1.2 to 10.4 kBaud
• Message may contain up to 255 bytes in the data field

5. ISO 15765 CAN (250 kBit/s or 500 kBit/s). The CAN protocol was developed by Bosch for automotive and industrial control. Unlike other OBD protocols, variants are widely use outside of the automotive industry. While it did not meet the OBD-II requirements for U.S. vehicles prior to 2003, as of 2008 all vehicles sold in the US are required to implement CAN as one of their signaling protocols. 

• pin 6: CAN High
• pin 14: CAN Low

All OBDII pinouts use the same connector but different pins are utilized with the exception of pin 4 (battery ground) and pin 16 (battery positive).

OBD-II diagnostic data available

OBD-II provides access to data from the engine control unit (ECU) and offers a valuable source of information when troubleshooting problems inside a vehicle. The SAE J1979 standard defines a method for requesting various diagnostic data and a list of standard parameters that might be available from the ECU. The various parameters that are available are addressed by "parameter identification numbers" or PIDs which are defined in J1979. For a list of basic PIDs, their definitions, and the formula to convert raw OBD-II output to meaningful diagnostic units, see OBD-II PIDs. Manufacturers are not required to implement all PIDs listed in J1979 and they are allowed to include proprietary PIDs that are not listed. The PID request and data retrieval system gives access to real time performance data as well as flagged DTCs. For a list of generic OBD-II DTCs suggested by the SAE, see Table of OBD-II Codes. Individual manufacturers often enhance the OBD-II code set with additional proprietary DTCs.