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AT 17701 – Engine& Vehicle
Management System
SESSION 39
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Unit V – Fault Diagnosis
System
SESSION 8
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Recap of session 38

 On-board diagnosis
 Introduction – OBD 1, OBD 2
 Global scenario – Introduction, implementation
 Indian scenario – Introduction, implementation

 Data link connector - Location

 Diagnostic socket
 Communication protocol

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DLC Location

 The diagnostic connector is required to be located between the driver’s end of

the instrument panel and approximately one-foot beyond the vehicle centerline,
on or below the instrument panel.
 On most vehicles, the connector is located beneath the instrument panel, near the
steering column. And the connector is usually exposed.
 Some vehicles have hard to find DLCs.
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OBD scenario example

 While driving, a vehicle owner observes that the

vehicle’s engine ‘lacks power’ and ‘jumps
sometimes’.
 This is a problem often faced by technicians in that
customers often have no engineering or automotive
knowledge and use lay terms to describe what is
happening with a very complex system.
 The driver does, however, report that the MIL has
been illuminated.

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P-code composition

 The DTC is displayed as a five-character alphanumeric code. The first character is a letter
that defines which vehicle system set the code, be it powertrain, body or chassis.
 P means powertrain system set the code.
 B means body system set the code.
 C means chassis system set the code.
 U is currently unused but has been ‘stolen’ to represent communication errors.
 The four numbers that follow the letter detail information pertaining to what sub-system
declared the code

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Petrol/Gasoline on-board diagnostic monitors

 One aspect of the requirement is the performance of OBD system checks as part of the
required periodic inspection.
 In order to be compliant with legislation and sell vehicles, manufacturers needed to
engineer ‘early warning’ monitoring sub-systems that would determine when emission
control systems had malfunctioned to the extent that tailpipe emissions had (or were
likely to in the long term) exceeded a legislated level.
 OBD monitors’ were derived for this purpose.

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Component monitoring

 The ‘component monitor’ is responsible for determining the serviceability of these

sensors and actuators.
 Intelligent component drivers linked to the microprocessor have the ability to
enable/disable sensors/actuators and to receive signals.
 The analogue inputs from the sensors are converted to digital values within the
microprocessor.
 In combination with these component drivers, the microprocessor possesses the
functionality to detect circuit faults on the links between microprocessor and component.
 In addition, rationality tests can be performed to determine whether the sensor is
operating out of range of its specification.

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Rationality testing

 Rationality tests can be performed on such sensors as the MAF sensor and throttle body.
 For example, the MAF is tested by observing its output value in comparison to a
‘mapped’ value normalised by throttle position and engine speed.
 The map or table contains expected MAF output values for the engine speed/throttle set
point.
 Should the MAF output lie outside of an acceptable range (threshold) of values for that
engine speed/ throttle set point, then a fault is reported.

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Circuit testing

 The component monitor is capable of monitoring forcircuit faults.

 Open circuits, short circuits to ground or voltage can be detected.
 Many manufacturers alsoinclude logic to detect intermittent errors.

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Catalyst monitor

 The purpose of the catalyst is to reduce tailpipe/ exhaust emissions.

 The ‘catalyst monitor’ is responsible for determining the efficiency of the catalyst by
inferring its ability to store oxygen.
 The method favoured most by the majority of manufacturers is to fit an oxygen sensor
before and after the catalyst.
 As the catalyst’s ability to store oxygen (and hence perform three-way catalysis)
deteriorates, the oxygen sensor downstream of the sensor will respond to the oxygen in
the exhaust gas stream and its signal response will exhibit a characteristic similar to the
upstream oxygen sensor

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Exhaust gas oxygen sensors positioned pre- and post-catalyst

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Upstream and downstream exhaust gas

sensor activity – failed catalyst

Upstream and downstream exhaust gas sensor activity – good catalyst 11/13/2020
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Evaporative system monitor

 The purpose of the evaporative (EVAP) emissions control system is to store and
subsequently dispose off unburned HC emissions, thus preventing them from entering the
atmosphere.
 This is achieved by applying a vacuum across the fuel tank.
 The vacuumthen causes fuel vapour to be drawn through a carbon canister in which the
HC vapours are collected and stored.
 The evaporative system monitor is responsible for determining the serviceability of the
EVAP system components and detecting leaks in the vapour lines.
 Most manufacturers check for fuel vapour leaks by employing a diagnostic that utilises a
pressure or vacuum test on the fuel system

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Fuel system monitoring

 As vehicles accumulate mileage so also do the components, sensors and actuators of the emissions
control systems.
 MAF sensors become dirty and their response slows with age.
 Exhaust gas oxygen sensors also respond slower as they are subject to the in-field failure modes
such as oil and fuel contamination, thermal stress and general ageing.
 Fuel pressure regulators perform outside of their optimum capacity; fuel injectors become slower in
their response; and partial blockages mean that they deliver less and sometimes more fuel than
requested.
 If this component ageing were not compensated for, it would mean that the fuel system would not
be able to maintain normal fuelling around stoichiometric AFR.
 The end result would be the potential to exceed emission limits.

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 The purpose of the fuel monitor is to determine when the amount of long-term adaptive correction has
reached the point where the system can no longer cope.
 This is also where long-term fuel trim values reach a pre-defined or ‘calibrated’ limit at which no further
adaption to error is allowed.
 This limit is calibrated to coincide with exhaust tailpipe emissions exceeding legislated levels.
 At this point and when a short-term fuelling error exceeds another ‘calibrated’ limit, a DTC is stored, and
after consecutive drives, the MI is illuminated.
 The opposite occurs, with extra fuel being added, via the long-term fuel trim parameter, should an error
occur that causes the AFR at the exhaust gas oxygen sensor to be lean.

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Rich AFR lambda sensor signal fuelling error

Adaptive fuel strategy in operation

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Exhaust gas recirculation
monitor

 The EGR system monitor is responsible for determining the serviceability of the sensors,
hoses, valves and actuators that belong to the EGR system.
 Manufacturers employ systems that can verify that the requested amount of exhaust gas is
flowing back into the engine intake.
 Methods can be both intrusive and non-intrusive, such as a change in manifold pressure as
EGR flows and is then shut off.

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EGR system using differential pressure monitoring

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End of session 39

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