Explanatory Memorandum to COM(1996)248-3 - Measures to be taken against air pollution by emissions from motor vehicles

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dossier COM(1996)248-3 - Measures to be taken against air pollution by emissions from motor vehicles.
source COM(1996)248 EN
date 18-06-1996
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51996PC0248(02)

Proposal for a EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE relating to measures to be taken against air pollution by emissions from motor vehicles and amending Council Directives 70/156/EEC and 70/220/EEC /* COM/96/0248 FINAL - COD 96/0164 */

Official Journal C 077 , 11/03/1997 P. 0008


Proposal for a European Parliament and Council Directive relating to measures to be taken against air pollution by emissions from motor vehicles and amending Council Directives 70/156/EEC and 70/220/EEC (97/C 77/02) (Text with EEA relevance) COM(96) 248 final - 96/0164 (COD)


(Submitted by the Commission on 29 August 1996)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty establishing the European Community, and in particular Article 100 thereof,

Having regard to the proposal from the Commission,

Having regard to the opinion of the Economic and Social Committee,

Acting in accordance with the procedure referred to in Article 189b of the Treaty,

Whereas measures should be adopted within the framework of the internal market;

Whereas the first programme of action of the European Community on protection of the environment (1), approved by the Council on 22 November 1973, called for account to be taken of the latest scientific advances in combating atmospheric pollution caused by gases emitted from motor vehicles and for directives adopted previously to be amended accordingly; whereas the fifth programme of action, which in its general approach was approved by the Council in its resolution of 1 February 1993 (2), provides for additional effort to be made for a considerable reduction in the present level of emissions of pollutants from motor vehicles; whereas this fifth programme also set targets in terms of emission reduction for various pollutants in the understanding that emissions from both mobile and stationary sources would have to be reduced;

Whereas Council Directive 70/220/EEC (3) lays down the limit values for carbon monoxide and unburnt hydrocarbon emissions from the engines of such vehicles; whereas these limit values were first reduced by Council Directive 74/290/EEC (4) and supplemented, in accordance with Commission Directive 77/102/EEC (5), by limit values for permissible nitrogen oxides; whereas the limit values for these three types of pollution were successively reduced by Commission Directives 78/665/EEC (6), 83/351/EEC (7) and 88/76/EEC (8); whereas limit values for particulate pollutant emissions from diesel engines were introduced by Council Directive 88/436/EEC (9); whereas more stringent European standards for the emissions of gaseous pollutants of motor vehicles below 1 400 cm³ were introduced by Council Directive 89/458/EEC (10); whereas these standards have been extended to all passenger cars independently of their engine capacity on the basis of an improved European test procedure comprising an extra-urban driving cycle and, whereas requirements relating to evaporative emissions and to the durability of emissions-related vehicle components as well as more stringent particulate pollutant standards for motor vehicles equipped with diesel engines which were introduced by Council Directive 91/441/EEC (11); whereas Directive 94/12/EC of the European Parliament and of the Council (12) introduced more stringent limit values for all pollutants and a modification of the control of conformity of the production; whereas passenger cars designed to carry more than six passengers and having a maximum mass of more than 2 500 kg, light commercial vehicles, and off-road vehicles, covered by Directive 70/220/EEC, which benefited until then from less stringent standards, have been submitted by Council Directive 93/59/EEC (13) and Directive 97/. . ./EC of the European Parliament and of the Council (14), to standards as severe as the respective standards for passengers cars, taking into account the specific conditions of these vehicles;

Whereas Article 4 of Directive 94/12/EC requires that the Commission proposes standards which will be enforced after the year 2000, according to a new multi-faceted approach, based on a comprehensive assessment of costs and efficiency of all measures aimed at reducing road transport pollution; whereas the proposal should include, besides car emission standard tightening, complementary measures, like an improvement in fuel quality and a strengthening of the car fleet inspection and maintenance programme; whereas the proposal should be based on the establishment of air quality criteria and associated emission reduction objectives and an evaluation of the cost/effectiveness of each package of measures, taking into account the potential contribution of other measures such as, inter alia, traffic management, enhancement of urban public transport, new propulsion technologies, or the use of alternative fuels;

Whereas the Commission has implemented a European programme on air quality, road traffic emissions, fuels and engines technologies (the Auto/Oil Programme) with a view to fulfilling the requirements of Article 4 of Directive 94/12/EC; whereas the European car and oil industries have carried out the European Programme on Engines Fuels and Emissions (EPEFE) to determine the contribution which can be made both by future vehicles and the fuels which propel them; whereas the auto/oil and EPEFE programmes strove for ensuring that proposals for directives on polluting emissions seek the best solutions for both the citizen and for the economy; whereas a cost/effectiveness study within the Auto/Oil Programme has shown that a further improvement of car emission technology was necessary with a view to achieving air quality in year 2010 as described in the Communication by the Commission on the Auto/Oil Programme;

Whereas improvement of requirements for new passenger cars in Directive 70/220/EEC constitute a part of a consistent global Community strategy which will also include a revision of standards for light commercial vehicles and heavy duty vehicles from year 2000, an improvement of motor fuels and more accurate assessment of in-use vehicle emission performances; whereas alongside these measures, additional cost/effective local measures will nevertheless be needed to achieve the air quality criteria in the most polluting areas;

Whereas Directive 70/220/EEC is one of the separate directives under the type-approval procedure laid down by Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers (15), as last amended by Directive 96/27/EC of the European Parliament and of the Council (16); whereas the objective of reducing the level of pollutant emissions from motor vehicles cannot be sufficiently achieved by individual Member States and can therefore be better achieved by the approximation of the law of the Member States relating to measures to be taken against air pollution by motor vehicles;

Whereas reductions of the Type I test limits applicable from year 2000 corresponding to abatements of 40 % nitrogen oxides, 40 % total hydrocarbons, 30 % carbon monoxide for gasoline passenger cars, 20 % nitrogen oxides, 20 % for the combined value for hydrocarbons plus nitrogen oxides, 40 % carbon monoxide, 35 % particulate matters for indirect injection diesel passenger cars and 40 % nitrogen oxides, 40 % for the combined value for hydrocarbons plus nitrogen oxides, 40 % carbon monoxides and 50 % particulate matters have, for direct injection diesel passenger cars, been identified as key measures to achieve sufficient medium-term air quality; whereas these reductions have been applied to hydrocarbons and nitrogen oxides with the assumption that nitrogen oxides represent respectively 45 % and 80 % of the weight of the combined value measured for gasoline/diesel light duty vehicles complying with Directive 94/12/EC; whereas separate limit values are now normally fixed for gasoline vehicles in order to monitor the emissions of both pollutants; whereas a combined limit value is maintained for diesel vehicles for which the Stage 2000 standards are the most demanding, with a view to facilitating engineering of future engines; whereas these reductions will take into account the effect on real emissions of a modification also adopted for the test cycle with a view to better representing emissions after a cold start ('deletion of 40 s`);

Whereas new provisions for on-board diagnostics (OBD) should be introduced with a view to permitting an immediate detection of failure of anti-pollution vehicle equipment and thus allowing a significant up-grading of the maintenance of initial emissions performances on in-use vehicles through periodical or kerbside control; whereas, however, OBD are at a less developed stage for diesel vehicles and can be fitted on such vehicles only as an option;

Whereas the Type IV test which makes it possible to determinate the evaporative emissions of spark-ignition engines can be improved to better represent real evaporative emissions as well as the status of measuring techniques;

Whereas the characteristics of the reference fuels used for emissions testing should reflect the evolution of the market fuel specifications to be available in year 2000, following legislation on the quality of petrol and diesel fuels;

Whereas a new method for conformity of production checking on in-use vehicles has been identified as a cost/effective accompanying measure; and is included in the emission directive with the objective of implementation in year 2001; whereas Directive 70/156/EEC should be amended accordingly;

Whereas Member States should be allowed to encourage, by means of tax incentives, the introduction of vehicles which satisfy the improved requirements of this Directive;

Whereas, it is necessary to establish indicative limit values to be applied from 2005 which can also be used for the purposes of, inter alia, encouraging the early introduction of vehicles containing the most advanced anti-pollution equipment;

Whereas these indicative limit values should be confirmed by a directive of the European Parliament and of the Council on the basis of a proposal to be made by the Commission not later than 31 December 1998; whereas the Commission will simultaneously propose measures to improve the quality of fuels for the year 2005; whereas both Directives should enter into force together in 2005;

Whereas Directive 70/220/EEC should be amended accordingly,

HAVE ADOPTED THIS DIRECTIVE:


Contents

1.

Article 1


Directive 70/156/EEC is amended as follows:

1. Article 10 is amended as follows:

(a) the heading is replaced by the following:

'Conformity of production and in-service compliance arrangements`;

(b) the following paragraph 3 is added:

'3. A Member State granting type-approval in relation to separate directives which contain quantified provisions for in-service durability of the systems, components or technical units, covered by these directives, shall make the necessary arrangements for verification to ensure compliance with these provisions by survey on vehicles in service in accordance with the procedures laid down in the directives concerned.`;

2. Article 11 is amended as follows:

(a) the heading is replaced by the following:

'Non-conformity and non-compliance`;

(b) the following paragraph 4a is inserted:

'4a. There shall be failure to comply with quantified durability provisions of a separate directive where a survey on vehicles in service, carried out in accordance with the relevant specifications of the directive, establish that a vehicle type concerned does not meet these durability requirements.

If a Member State which has granted type-approval finds that vehicles in service accompanied by a certificate of conformity do not comply with the quantified durability provisions of a separate directive pursuant to which they have been type-approved, it shall decide on measures to be taken in order to ensure that vehicles in service will again comply with these provisions. The approval authorities of the Member State shall advise those of the other Member States of the measures planned. The relevant authorities in each Member State are competent to decide on the advisability of implementation in their territory of the planned measures.

If a Member State demonstrates that vehicles in service accompanied by a certificate of conformity do not comply with the quantified durability provisions of a separate directive pursuant to which they have been type-approved, it shall request the member State which granted the type-approval to verify that by survey on vehicles in use, if necessary in cooperation with the competent authorities of the other Member States vehicles in service comply with these provisions. Such action shall be taken as soon as possible and in any case within the six months of the date of the request.

When non-compliance for a vehicle in service is established in accordance with the third subparagraph, the vehicle approval authority takes the measures referred to in the second subparagraph.`;

(c) paragraphs 5 and 6 are replaced by the following:

'5. The approval authorities of the Member States shall inform each other within one month of any withdrawal of type-approval and of the reasons for such a measure. In case of in-service survey under Article 10 (2), the approval authorities of the Member State shall inform each other of the decisions taken on the basis of the results of the survey.

6. If the Member State which granted type-approval disputes the failure to conform or to comply demonstrated to it, the Member States concerned shall endeavour to settle the dispute. The Commission shall be kept informed and shall, where necessary, hold appropriate consultations for the purpose of reaching a settlement.`

3. In Article 12, the following subparagraph is added:

'All decisions taken pursuant to the provisions adopted in implementation of this Directive and adopting planned measures to restore the conformity of vehicles in service, shall state in detail the reasons on which they are based. The competent authorities of each member State which decide to initiate the planned measures shall notify the party concerned who shall, at the same time, be informed of the remedies available to him under the laws in force in the Member States and of the time limits allowed for the exercise of such remedies.`


Article 2

The Annexes to Directive 70/220/EEC are amended in accordance with the Annex hereto.


2.

Article 3


1. Subject to the provisions of Article 6, with effect from 1 January 1998, no Member State may, on grounds relating to air pollution by their emissions:

- refuse to grant EC type-approval pursuant to Article 4 (1) of Directive 70/156/EEC, or

- refuse to grant national type-approval, or

- prohibit the registration, sale or entry into service of vehicles,

if the vehicles comply with the requirements of Directive 70/220/EEC, as amended by this Directive.

2. Subject to the provisions of Article 6, with effect from 1 January 2000, Member States:

- may no longer grant EC type-approval pursuant to Article 4 (1) of Directive 70/156/EEC, and

- shall refuse national type-approval,

for a new type of vehicle on grounds relating to air pollution by emissions if it fails to comply with the provisions of Directive 70/220/EEC, as amended by this Directive.

For the Type I test the limit values set out in row A of the Table in Section 5.3.1.4 of Annex I to Directive 70/220/EEC are to be used.

3. With effect from 1 January 2001, Member States shall:

- consider certificates of conformity which accompany new vehicles pursuant to Directive 70/156/EEC as no longer valid for the purpose of Article 7 (1) of that Directive, and

- refuse the registration, sale or entry into service of new vehicles which are not accompanied by a certificate of conformity in accordance with Directive 70/156/EEC,

on grounds relating to air pollution by emissions, if the vehicles fail to comply with the provisions of Directive 70/220/EEC, as amended by this Directive.

For the Type I test the limit values set out in row A of the Table in Section 5.3.1.4 of Annex I to Directive 70/220/EEC are to be used.


3.

Article 4


Member States may make provision for tax incentives only in respect of motor vehicles which comply with Directive 70/220/EEC, as amended by this Directive. Such incentives shall comply with the provisions of the Treaty and satisfy the following conditions:

- they shall apply to all new vehicles offered for sale on the market of a Member State which comply in advance with either the mandatory limit values set out in row A of the Table in Section 5.3.1.4 of Annex I to Directive 70/220/EEC, as amended by this Directive, or, the indicative limit values set out in row B of the same Table,

- they shall be terminated with effect from the mandatory application of the emission limit values laid in Article 3 (3) for new motor vehicles, or by 1 January 2005 in the case of the indicative limit values set out in row B of the Table in Section 5.3.1.4 of Annex I to Directive 70/220/EEC, as amended by this Directive,

- for each type of motor vehicle, they shall be for an amount lower than the additional cost of the technical solutions introduced to ensure compliance with the values set in Article 3 (3), or the indicative limit values set out in row B of the Table in Section 5.3.1.4 of Annex I to Directive 70/220/EEC, as amended by this Directive, and of their installation on the vehicle.

The Commission shall be informed in sufficient time of plans to institute or change the tax incentives referred to in the first paragraph, so that it can submit its observations.


4.

Article 5


The Commission will propose to the European Parliament and the Council a further tightening of the emission standards of vehicles falling within the scope of this Directive no later than 12 months from the date of adoption of this directive but in any event not later than 31 December 1998. It shall be based on a revised and enhanced version of the methodology used to prepare measures for this Directive.

The strategy put forward in the proposal shall be designed to produce effects to meet the requirements of the Community air quality standards and related objectives at least cost and shall take account of:

- trends in air quality,

- noxious pollutant emissions in Europe from transport and non-transport sources and the contribution that existing, pending and potential emission reduction measures from all sources could make to improve air quality,

- technical developments with regard to vehicle technologies as well as new propulsion technologies (e. g. electric propulsion, fuel cells); and refinery technologies,

- the potential of alternative fuels such as compressed natural gas (CNG), Liquid Petroleum Gas (LPG), Dimethyl Ether (DME) and biofuels to reduce vehicle emissions,

- possible improvements in the test procedures, in particular the addition of a new test procedure at low temperatures,

- the potential of technical, non-technical and local measures to reduce emissions; in this context the contribution of transport and other policy measures such as traffic management, enhanced urban public transport and vehicles scrappage schemes should be evaluated,

- the contribution that selective and differentiated fiscal measures could make to reducing emissions, whilst not negatively impacting the functioning of the internal market,

- the effects of any measures on CO2 emissions,

- the strategies followed by non-member countries to improve air quality and the emission limit values applied therein,

- the supply situation and qualities of crude oil available to Europe.

The proposal shall contain, inter alia, mandatory emission limit values to be applied from 1 January 2005 confirming or modifying the indicative limit values stipulated in Section 5.3.1.4, row B of Annex 1 to Directive 70/220/EEC, as amended by this Directive. In addition, the proposal shall establish whether the framework under which Member States can make provision for tax incentives established in Directive 70/220/EEC, as amended by this Directive, should be revised.

The proposal shall be submitted to the European Parliament and the Council at the same time as the proposal referred to in Article 9 of Directive 97/. . ./EC of the European Parliament and of the Council (17) [on the quality of petrol and diesel fuels]; the measures shall enter into effect at the same time as the measures foreseen in the proposal to be submitted in accordance with Article 9 of that Directive.


5.

Article 6


The provisions of this Directive will enter into force simultaneously with and in accordance with the same timetable for the introduction of measures specified in the Directive for a European Parliament and Council Directive related to the quality of petrol and diesel fuels.


6.

Article 7


1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive before 31 December 1997. They shall immediately inform the Commission thereof.

When Member States adopt these provisions, these shall contain a reference to this Directive or shall be accompanied by such reference at the time of their official publication. The procedure for such reference shall be adopted by Member States.

2. Member States shall communicate to the Commission the texts of the main provisions of national law which they adopt in the field covered by this Directive.


7.

Article 8


This Directive shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Communities.


8.

Article 9


This Directive is addressed to the Member States.


OJ No C 112, 20. 12. 1973, p. 1.

OJ No C 138, 17. 5. 1993, p. 1.

OJ No L 76, 6. 4. 1970, p. 1.

OJ No L 159, 15. 6. 1974, p. 61.

OJ No L 32, 3. 2. 1977, p. 32.

OJ No L 223, 14. 8. 1978, p. 48.

OJ No L 197, 20. 7. 1983, p. 1.

OJ No L 36, 9. 2. 1988, p. 1.

OJ No L 214, 6. 8. 1988, p. 1.

OJ No L 226, 3. 8. 1989, p. 1.

OJ No L 242, 30. 8. 1991, p. 1.

OJ No L 100, 19. 4. 1994, p. 42.

OJ No L 186, 28. 7. 1993, p. 21.

OJ No L ...

OJ No L 42, 23. 2. 1970, p. 1.

OJ No L 169, 8. 7. 1996, p. 1.

See p. . . . of this Official Journal.


9.

ANNEX



AMENDMENTS TO THE ANNEXES TO DIRECTIVE 70/220/EEC AS AMENDED BY DIRECTIVE 97/. . ./EC


LIST OF ANNEXES

1. The list of Annexes is amended as follows:

- The indication to Annex VI reads as follows:

10.

'ANNEX VI: Type IV test (Determination of evaporative emissions from vehicles with spark-ignition engines)


Appendix 1: Calibration frequency and methods

Appendix 2: Diurnal ambient temperature profile for the diurnal emission test`

- ANNEX VIII:

11.

The title reads as follows: 'Specifications of reference fuels`


- The following items are added:

12.

'ANNEX X: Control of compliance of vehicles in service


ANNEX XI: On-board diagnostics (OBD) for motor vehicles

Appendix 1: Functional aspects of OBD systems

Appendix 2: Diagnostic services (Test Modes)

Appendix 3: OBD-tools

Appendix 4: Numeric codes

Appendix 5: Addendum to the Information Document

Appendix 6: Essential characteristics of the vehicle family

Appendix 7: Addendum to the EC type-approval certificate`


ANNEX I

2. The heading reads as follows:

'SCOPE, DEFINITIONS, APPLICATION FOR EC TYPE-APPROVAL, EC TYPE-APPROVAL, REQUIREMENTS AND TESTS, EXTENSION OF EC TYPE-APPROVAL, CONFORMITY OF PRODUCTION, COMPLIANCE IN SERVICE, ON-BOARD DIAGNOSTIC (OBD) SYSTEMS`

3. Section 1:

The first sentence reads as follows:

13.

'This Directive applies to


- the tailpipe emissions, evaporative emissions, emissions of crankcase gases, the durability of anti-pollution devices and on-board diagnostic (OBD) systems for all motor vehicles equipped with positive-ignition engines

and

- the tailpipe emissions, the durability of anti-pollution devices and on-board diagnostic (OBD) systems from vehicles of category M1 and N1 (1), equipped with compression-ignition engines

covered by Article 1 of Directive 70/220/EEC in the version of Directive 83/351/EEC (2), with the exception of those vehicles of categories N1 for which type-approval has been granted pursuant to Directive 88/77/EEC (3).`

4. A new Section 2.13 is added to read as follows:

'2.13. 'OBD' means an on-board diagnostics system for emission control which shall have the capability of identifying the likely area of malfunction by means of fault codes stored in computer memory.`

5. Sections 3 to 3.2.1 read as follows:

14.

'3. APPLICATION FOR EC TYPE-APPROVAL


3.1. The application for EC type-approval pursuant to Article 3 (4) of Directive 70/156/EEC of a vehicle type with regard to its tailpipe emissions, evaporative emissions, durability of antipollution devices as well as to its on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer.

As far as the application concerns an on-board diagnostic (OBD) system the procedure described in Annex XI, Section 3 has to be followed.

3.2. A model for the information document relating to tailpipe emissions, evaporative emissions and durability is given in Annex II; concerning an on-board diagnostic (OBD) system a model is given in Annex XI, Appendix 5.

15.

3.2.1. Where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals and establishment of deterioration factors shall be submitted.`


6. Sections 4 to 4.2 read as follows:

16.

'4. GRANTING OF EC TYPE-APPROVAL


4.1. If the relevant requirements are satisfied, EC type-approval shall be granted to Article 4 (3) of Directive 70/156/EEC.

4.2. A model for the EC type-approval certificate relating to tailpipe emissions, evaporative emissions and durability is given in Annex IX, concerning an on-board diagnostic (OBD) system a model is given in Annex XI, Appendix 7.`

7. Section 5:

The note is deleted.

8. Section 5.1.1:

The second paragraph reads as follows:

'The technical measures taken by the manufacturer must be such as to ensure that the tailpipe and evaporative emissions are effectively limited, pursuant to this Directive, throughout the normal life of the vehicle and under normal conditions of use. This will include the security of those hoses, their joints and connections; used within the emission control systems, which must be so constructed as to conform with the original design intent.

For tailpipe emissions, these provisions are deemed to be met if the provisions of Section 5.3.1.4 (type-approval), Section 7 (conformity of production) and Section 8 (compliance of vehicles in service) are respectively complied with.

For evaporative emissions, these provisions are deemed to be met if the provisions of Section 5.3.4 (type-approval), Section 7 of Annex VI (conformity of production) and Section 8 (compliance of vehicles in service) are respectively complied with.`

9. A new Section 5.1.3 is added to read as follows:

'5.1.3. Provision must be made to prevent excess evaporative emissions caused by a missing fuel filter cap. This may be achieved by using:

- an automatically opening and closing, non-removable fuel filler cap,

- design features which avoid excess evaporative emissions in the case of a missing fuel filler cap,

- a malfunction indicator different from the OBD malfunction indicator to signal a missing fuel filler cap,

17.

or any other provision which has the same effect.`


10. Figure I.5.2 is replaced by the following new figure:

'>TABLE>

`11. Section 5.3.1.4:

- After the first paragraph a new Table is inserted to read as follows:

'>TABLE>

`- The first line of the present table relating to vehicles of category M is deleted.

12. A new Section 7.1.4 is added to read as follows:

18.

'7.1.4. If a verification of the performance of the OBD system is to be carried out, it must be conducted in accordance with Section 7 of Annex XI.`


13. Section 8 is deleted.

14. A new Section 8 and 9 are added to read as follows:

19.

'8. CONTROL OF COMPLIANCE OF VEHICLES IN SERVICE


8.1. In order to satisfy the provisions of Section 5.1.1, vehicles in service-properly used and maintained shall comply with the provisions of Sections 5.3.1.4 (tailpipe emissions) and 5.3.4 (evaporative emissions) for up to five years of age or 80 000 km, which occurs first. Compliance with these provisions will be verified in accordance with the provisions of Article 11 of Directive 70/156/EEC by the authorities which have approved the vehicle type concerned with the help of surveys on vehicles in service belonging to this vehicle type. The procedure to the followed for such in service survey is laid down in Annex X.

Any vehicle being accompanied by a valid certificate of conformity in accordance with directive 70/156/EEC may be subject of an in-service survey.

Where non-compliance is established in accordance with the provisions of Annex X, the manufactures of the vehicle type concerned shall carry out the measures notified to him by the authorities of the Member States in accordance with the provisions of Article 11 (2) and 12 (2) of Directive 70/156/EEC.

20.

9. ON-BOARD DIAGNOSTIC (OBD) SYSTEM FOR MOTOR VEHICLES


21.

9.1. Vehicles of category M (1) equipped with positive-ignition engines, except


- vehicles designed to carry more than six occupants including the driver,

- vehicles whose maximum mass exceeds 2 500 kg,

shall be fitted with an on-board diagnostic (OBD) system for the emission control in accordance with Annex XI. If other vehicles of category M are fitted with an on-board diagnostic (OBD) system, the OBD system must meet the requirements of Annex XI.

As defined in Annex II Section A to Directive 70/156/EEC.`


22.

ANNEX III


15. Section 2.3.1:

- Paragraph 2 and 3 are deleted.

- Paragraph 2 (former paragraph 4) reads as follows:

'Vehicles which do not attain the acceleration . . .` (rest unchanged).

16. Section 6.1.3:

The first sentence reads as follows:

23.

'A current of air of variable speed shall be blown over the vehicle.`


17. Section 6.2.2 is deleted.


24.

Appendix 1


18. Section 1.1:

- Figure III.1.1 is replaced by the following new figure:

>REFERENCE TO A FILM>

- In the English version in column 5 of Table III.1.2 (entitled: 'Speed (km/h)`); operation 23 reads as follows:

25.

'35 - 10`


19. Sections 4 to 4.3 including Table III.1.4 and Figure III.1.4 are deleted.


26.

Appendix 3


20. Section 5.1.1.2.7:

In the English version, the formula reads as follows:

'P = >NUM>M V ÄV>DEN>500 T`


27.

ANNEX VI


21. Sections 1 to 6 read as follows:

28.

'1. INTRODUCTION


This Annex describes the procedure of the Type IV test according to Section 5.3.4 of Annex 1.

This procedure describes a method for the determination of the loss of hydrocarbons by evaporation from the fuel systems of vehicles with spark ignition engines.

29.

2. DESCRIPTION OF TEST


The evaporative emission test (Figure VI.1) is designed to determine HC evaporative emissions as a consequence of diurnal temperatures fluctuation, hot soaks during parking, and urban driving. The test consists of these phases:

- test preparation including an urban (Part One) and extra-urban (Part Two) driving cycle,

- hot soak loss determination,

- diurnal loss determination.

Mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are summed up to provide an overall result for the test.

30.

3. VEHICLE AND FUEL


31.

3.1. Vehicle


3.1.1. The vehicle must be in good mechanical condition and have been run in and driven at least 3 000 km before the test. The evaporative emission control system must be connected and have been functioning correctly over this period and the carbon canister(s) shall have been subject to normal use, neither undergoing abnormal purging nor abnormal loading.

32.

3.2. Fuel


3.2.1. The appropriate reference fuel must be used, as defined in Annex VIII to this Directive.

33.

4. TEST EQUIPMENT FOR EVAPORATIVE TEST


34.

4.1. Chassis dynamometer


The chassis dynamometer must meet the requirements of Annex III.

35.

4.2. Evaporative emission measurement enclosure


The evaporative emission measurement enclosure must be a gas-tight rectangular measuring chamber able to contain the vehicle under test. The vehicle must be accessible from all sides and the enclosure when sealed must be gas tight in accordance with Appendix 1. The inner surface of the enclosure must be impermeable and non-reactive to hydrocarbons. The temperature conditioning system shall be capable of controlling the internal enclosure air temperature to follow the prescribed temperature versus time profile throughout the test, and an average tolerance of ± 1 K over the duration of the test.

The control system shall be tuned to provide a smooth temperature pattern that has a minimum of overshoot, hunting, and instability about the desired long-term ambient temperature profile. Interior surface temperatures shall not be less than 278 K (5 °C) nor more than 328 K (55 °C) at any time during the diurnal emission test. Wall design must be such as to promote good dissipation of heat. Interior surface temperatures shall not be below 293 K (20 °C), nor above 325 K (52 °C) for the duration of the hot soak test.

To accommodate the volume changes due to enclosure temperature changes, either a variable-volume or fixed-volume enclosure may be used.

36.

4.2.1 Variable-volume enclosure


The variable-volume enclosure expands and contracts in response to the temperature change of the air mass in the enclosure. Two potential means of accommodating the internal volume changes are movable panel(s), or a bellows design, in which impermeable bag(s) inside the enclosure expand and contract in response to internal pressure changes by exchanging air from outside the enclosure. Any design for volume accommodation must maintain the integrity of the enclosure as specified in Appendix 1 over the specified temperature range.

Any method of volume accommodation shall limit the differential between the enclosure internal pressure and the barometric pressure to a maximum value of ± 5 hPa.

The enclosure shall be capable of latching to a fixed volume. A variable volume enclosure must be capable of accommodating a ± 7 percent change from its 'nominal volume` (see Appendix 1 Section 2.1.1), accounting for temperature and barometric pressure variation during testing.

37.

4.2.2. Fixed-volume enclosure


The fixed-volume enclosure shall be constructed with rigid panels that maintain a fixed enclosure volume, and meet the following requirements.

4.2.2.1. The enclosure shall be equipped with an outlet flow stream that withdraws air at a low, constant rate from the enclosure throughout the test. An inlet flow stream may provide make-up air to balance the outgoing flow with incoming ambient air. Inlet air must be filtered with activated carbon to provide a relatively constant hydrocarbon level. Any method of volume accommodation shall maintain the differential between the enclosure internal pressure and the barometric pressure between 0 and 5 hPa.

4.2.2.2. The equipment shall be capable of measuring the mass of hydrocarbon in the inlet and outlet flow streams with a resolution of 0,01 gram. A bag sampling system may be used to collect a proportional sample of the air withdrawn from and admitted to the enclosure. Alternatively, the inlet and outlet flow streams may be continuously analyzed using an on-line FID analyzer and integrated with the flow measurements to provide a continuous record of the mass hydrocarbon removal.

>REFERENCE TO A FILM>

38.

4.3. Analytical systems


39.

4.3.1. Hydrocarbon analyzer


4.3.1.1. The atmosphere within the chamber is monitored using a hydrocarbon detector of the flame ionization detector (FID) type. Sample gas must be drawn from the mid-point of one side wall or roof of the chamber and any bypass flow must be returned to the enclosure, preferably to a point immediately downstream of the mixing fan.

4.3.1.2. The hydrocarbon analyzer must have a response time to 90 % of final reading of less than 1,5 seconds. Its stability shall be better than 2 % of full scale at zero and at 80 ± 20 % of full scale over a 15-minute period for all operational ranges.

4.3.1.3. The repeatability of the analyzer expressed as one standard deviation shall be better than 1 % of full scale deflection at zero and at 80 ± 20 % of full scale on all ranges used.

4.3.1.4. The operational ranges of the analyzer must be chosen to give best resolution over the measurement, calibration and leak checking procedures.

40.

4.3.2. Hydrocarbon analyzer data recording system


4.3.2.1. The hydrocarbon analyzer must be fitted with a device to record electrical signal output either by strip chart recorder or other data processing system at a frequency of at least once per minute. The recording system must have operating characteristics at least equivalent to the signal being recorded and must provide a permanent record of results. The record shall show a positive indication of the beginning and end of the hot soak or diurnal emission test (including beginning and end of sampling periods along with the time elapsed between start and completion of each test).

41.

4.4. Fuel tank heating (only applicable for gasoline canister load option)


4.4.1. The fuel in the vehicle tank(s) must be heated by a controllable source of heat, for example a heating pad of 2 000 W capacity is suitable. The heating system must apply heat evenly to the tank walls beneath the level of the fuel so as not to cause local overheating of the fuel. Heat must not be applied to the vapour in the tank above the fuel.

4.4.2. The tank heating device must make it possible to evenly heat the fuel in the tank by 14 K from 289 K (16 °C) within 60 minutes, with the temperature sensor position as in Section 5.1.1. The heating system must be capable of controlling the fuel temperature to ± 1,5 K of the required temperature during the tank heating process.

42.

4.5. Temperature recording


4.5.1. The temperature in the chamber is recorded at two points by temperature sensors which are connected so as to show a mean value. The measuring points are extended approximately 0,1 m into the enclosure from the vertical centre line of each side wall at a height of 0,9 ± 0,2 m.

4.5.2. The temperatures of the fuel tank(s) shall be recorded by means of the sensor positioned in the fuel tank as in Section 5.1.1 in the case of use of the gasoline canister load option (Section 5.1.5).

4.5.3. Temperatures must, throughout the evaporative emission measurements, be recorded or entered into a data processing system at a frequency of at least once per minute.

4.5.4. The accuracy of the temperature recording system must be within ± 1,0 K and the temperature must be capable of being resolved to 0,4 K.

4.5.5. The recording or data processing system must be capable of resolving time to ± 15 seconds.

43.

4.6. Pressure recording


4.6.1. The difference Äð between barometric pressure within the test area and the enclosure internal pressure must, throughout the evaporative emission measurements, be recorded or entered into a data processing system at a frequency of at least once per minute.

4.6.2. The accuracy of the pressure recording system must be within ± 2 hPa and the pressure must be capable of being resolved to 0,2 ± hPa.

4.6.3. The recording or data processing system must be capable of resolving time to ± 15 seconds.

44.

4.7. Fans


4.7.1. By the use of one or more fans or blowers with the SHED door(s) open it must be possible to reduce the hydrocarbons concentration in the chamber to the ambient hydrocarbon level.

4.7.2. The chamber must have one or more fans or blowers of likely capacity 0,1 to 0,5 m³s-1 with which to thoroughly mix the atmosphere in the enclosure. It must be possible to attain an even temperature and hydrocarbon concentration in the chamber during measurements. The vehicle in the enclosure must not be subjected to a direct stream of air from the fans or blowers.

45.

4.8. Gases


4.8.1. The following pure gases must be available for calibration and operation:

- purified synthetic air (purity: < 1 ppm C1 equivalent ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO); oxygen content between 18 and 21 % by volume,

- hydrocarbon analyzer fuel gas (40 ± 2 % hydrogen, and balance helium with less than 1 ppm C1 equivalent hydrocarbon, less than 400 ppm CO2),

- propane (C3H8), 99,5 % minimum purity,

- butane (C4H10), 98 % minimum purity,

- nitrogen (N2), 98 % minimum purity.

4.8.2. Calibration and span gases shall be available containing mixtures of propane (C3H8) and purified synthetic air. The true concentrations of a calibration gas must be within ± 2 % of stated figures. The accuracy of the diluted gases obtained when using a gas divider must be to within ± 2 % of the true value. The concentrations specified in Appendix 1 may also be obtained by the use of a gas divider using synthetic air as the diluent gas.

46.

4.9. Additional equipment


4.9.1. The absolute humidity in the tests area must be measurable to within ±5 %.

47.

5. TEST PROCEDURE


48.

5.1. Test preparation


5.1.1. The vehicle is mechanically prepared before the test as follows:

- the exhaust system of the vehicle must not exhibit any leaks,

- the vehicle may be steam cleaned before the test,

- in the case of use of the gasoline canister load option (Section 5.1.5) the fuel tank of the vehicle must be equipped with a temperature sensor to enable the temperature to be measured at the mid-point of the fuel in the fuel tank when filled to 40 % of its capacity,

- additional fittings, adapters of devices must be fitted to the fuel system in order to allow a complete draining of the fuel tank. For this purpose it is not necessary to modify the shell of the tank.

5.1.2. The vehicle is taken into the test area where the ambient temperature is between 293 and 303 K (20 and 30 °C).

5.1.3. The ageing of the canister(s) has to be verified. This may be done by demonstrating that it has accumulated a minimum of 3 000 km. It this demonstration is not given, the following procedure is used. In the case of a multiple canister system each canister shall undergo the procedure separately.

5.1.3.1. The canister shall be removed from the vehicle. Special care shall be taken during this step to avoid damage to components and the integrity of the fuel system.

5.1.3.2. Check the weight of the canister.

5.1.3.3. Connect the canister to a fuel tank, possibly an external one, filled with reference fuel, to 40 % volume of the fuel tank(s).

5.1.3.4. The fuel temperature in the fuel tank should be between 283 K (10 °C) and 287 K (14 °C).

5.1.3.5. Heat the (external) fuel tank from 288 to 318 K (15 to 45 °C) (1 °C increase every nine minutes).

5.1.3.6. If the canister reaches breakthrough before the temperature reaches 318 K (45 °C), the heat source shall be turned off. Then weigh the canister. If the canister did not reach breakthrough during the heating to 318 K (45 °C), the procedure shall be repeated from Section 5.1.3.3 until breakthrough occurs.

5.1.3.7. Breakthrough may be checked as is described in Sections 5.1.6.1 and 5.1.6.2 of this Annex, or with the use of another sampling and analytical arrangement capable of detecting the emission of hydrocarbons from the canister at breakthrough.

5.1.3.8. Purge the canister with 25 ± 5 litres per litre of charcoal and per minute using the emission laboratory air until 300 bed volume exchanges are reached.

5.1.3.9. Check the weight of the canister.

5.1.3.10. Repeat nine times the steps of the procedure in Sections 5.1.3.4. to 5.1.3.9. The test may be terminated prior to that, after not less than three ageing cycles, if the weight of the canister after the last cycles has stabilized.

5.1.3.11. Reconnect the evaporative emission canister and restore the vehicle to its normal operation condition.

5.1.4. One of the methods specified in Sections 5.1.5 and 5.1.6 shall be used to precondition the evaporative canister. For vehicles with multiple canisters, each canister shall be preconditioned separately.

5.1.4.1. Canister emissions are measured to determine breakthrough.

Breakthrough is here defined as the point at which the cumulative quantity of hydrocarbons emitted is equal to 2 grams.

5.1.4.2. Breakthrough may be verified using the evaporative emission enclosure as described in Sections 5.1.5 and 5.1.6 respectively. Alternatively, breakthrough may be determined using an auxiliary evaporative canister connected downstream of the vehicle's canister. The auxiliary canister shall be well purged with dry air prior to loading.

5.1.4.3. The measuring chamber shall be purged for several minutes immediately before the test until a stable background is obtained. The chamber air mixing fan(s) must be switched on at this time.

The hydrocarbon analyzer must be zeroed and spanned immediately before the test.

49.

5.1.5. Canister loading with repeated heat build to breakthrough


5.1.5.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). This must be done so as not to either abnormally purge nor abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap will normally be sufficient to achieve this.

5.1.5.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of between 283 to 287 K (10 to 14 °C) to 40 ± 2 % of the tank's normal volumetric capacity. The fuel cap(s) of the vehicle must be fitted at this point.

5.1.5.3. Within one hour of being refuelled the vehicle shall be placed, with the engine shut off, in the evaporative emission enclosure. The fuel tank temperature sensor shall be connected to the temperature recording system. A heat source shall be properly positioned with respect to the fuel tank(s) and connected to the temperature controller. The heat source is specified in Section 4.4. In the case of vehicles fitted with more than one fuel tank, all the tanks must be heated in the same way as described below. The temperatures of the tanks must be identical to within ± 1,5 K.

5.1.5.4. The fuel may be artificially heated to the starting diurnal temperature of 293 K (20 °C) ± 1 K.

5.1.5.5. When the fuel temperature reaches at least 292 K (19 °C), immediately: turn off the purge blower; close and seal enclosure doors; and initiate measurement of the hydrocarbon level in the enclosure.

5.1.5.6. When the fuel temperature of the fuel tank reaches 293 K (20 °C) a linear heat build of 15 K (15 °C) begins. The fuel shall be heated in such a way that the temperature of the fuel during the heating shall conform to the function below to within ± 1,5 K. The elapsed time of the heat build and temperature rise is recorded.

Tr = T° + 0,2333 - t

where:

Tr = required temperature (K);

T0 = initial temperature (K);

t = time from start of the tank heat build in minutes.

5.1.5.7. As soon as breakthrough occurs or when the fuel temperature reaches 308 K (35 °C), whichever occurs first, the heat source shall be turned off, the enclosure doors shall be unsealed and opened, and the vehicle fuel tank cap(s) shall be removed. If breakthrough has not occurred by the time the fuel temperature reaches 308 K (35 °C), the heat source shall be removed from the vehicle, the vehicle shall be removed from the evaporative emission enclosure and the entire procedure outlined in Section 5.1.7. shall be repeated until breakthrough occurs.

50.

5.1.6. Butane loading to breakthrough


5.1.6.1. If the enclosure is used for the determination of the breakthrough (see Section 5.1.4.2) the vehicle shall be placed, with the engine shut off, in the evaporative emission enclosure.

5.1.6.2. Prepare the evaporative emission canister for the canister loading operation. The canister shall not be removed from the vehicle, unless access to the canister in its normal location is so restricted that loading can only reasonably be accomplished by removing the canister from the vehicle. Special care shall be taken during this step to avoid damage to the components and the integrity of the fuel system.

5.1.6.3. Load the canister with a mixture composed of 50 percent butane and 50 percent nitrogen by volume at a rate of 40 grams butane per hour.

5.1.6.4. As soon as the canister reaches breakthrough, the vapour source shall be shut off.

5.1.6.5. Reconnect the evaporative emission canister and restore the vehicle to its normal operation condition.

51.

5.1.7. Fuel drain and refill


5.1.7.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). This must be done so as not to either abnormally pure nor abnormally load the evaporative control devices fitted to the vehicle. Removal of the fuel cap will normally be sufficient to achieve this.

5.1.7.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of between 291 K ± 8 K (18 ± 8 °C) to 40 ± 2 % of the tank's normal volumetric capacity. The fuel cap(s) of the vehicle must be fitted at this point.

52.

5.2. Preconditioning drive


5.2.1. Within one hour from the completing of canister loading in Section 5.1.5 or 5.1.6 the vehicle is placed on the chassis dynamometer and is driven through one Part One and two Part Two driving cycles of Type I test as specified in Annex III. Exhaust emissions are not sampled during this operation.

53.

5.3. Soak


5.3.1. Within five minutes of completing the preconditioning operation specified in Section 5.2.1 the engine bonnet must be completely closed and the vehicle driven off the chassis dynamometer and parked in the soak area. The vehicle is parked for a minimum of 12 hours and a maximum of 36 hours. The engine oil and coolant temperatures must have reached the temperature of the area of within ± 3 K at the end of the period.

54.

5.4. Dynamometer test


5.4.1. After conclusion of the soak period the vehicle is driven through a complete Type I test drive as described in Annex III (cold start urban and extra urban test). Then the engine is shut off. Exhaust emissions may be sampled during this operation and the results are not used for the purpose of exhaust emission type approval.

5.4.2. Within two minutes of completing the Type I test drive specified in Section 5.4.1 the vehicle is driven a further conditioning drive consisting of one urban test cycle (hot start) of a Type I test. Then the engine is shut off again. Exhaust emissions need not to be sampled during this operation.

55.

5.5. Hot soak evaporative emissions test


5.5.1. Before the completion of the conditioning drive the measuring chamber must be purged for several minutes until a stable hydrocarbon background is obtained. The enclosure mixing fan(s) must also be turned on at this time.

5.5.2. The hydrocarbon analyzer must be zeroed and spanned immediately prior to the test.

5.5.3. At the end of the conditioning drive the engine bonnet must be completely closed and all connections between the vehicle and the test stand disconnected. The vehicle is then driven to the measuring chamber with a minimum use of the accelerator pedal. The engine must be turned off before any part of the vehicle enters the measuring chamber. The time at which the engine is switched off is recorded on the evaporative emission measurement data recording system and temperature recording begins. The vehicle's windows and luggage compartments must be opened at this stage, if not already opened.

5.5.4. The vehicle must be pushed or otherwise moved into the measuring chamber with the engines switched off.

5.5.5. The enclosure doors are closed and sealed gas-tight within two minutes of the engine being switched off and within seven minutes of the end of the conditioning drive.

5.5.6. The start of a 60 ± 0,5 minute hot soak period begins when the chamber is sealed. The hydrocarbon concentration, temperature and barometric pressure are measured to give the initial readings CHC,i, Pi and Ti for the hot soak test. These figures are used in the evaporative emission calculation, Section 6. The ambient SHED temperature T must not be less than 296 K and no more than 304 K during the 60-minute hot soak period.

5.5.7. The hydrocarbon analyzer must be zeroed and spanned immediately before the end of the 60 ± 0,5 minute test period.

5.5.8. At the end of the 60 ± 0,5 minute test period measure the hydrocarbon concentration in the chamber. The temperature and the barometric pressure are also measured. These are the final readings CHC,f, Pf and Tf for the hot soak test used for the calculation in Section 6.

56.

5.6. Soak


5.6.1. The test vehicle shall be pushed or otherwise moved to the soak area without use of the engine and shall be soaked for not less than six hours and not more than 36 hours between the end of the hot soak test and the start of the diurnal emission test. For at least 6 hours of this period; the vehicle shall be soaked at 293 ± 2 K (20 °C ± 2 °C).

57.

5.7. Diurnal test


5.7.1. The test vehicle shall be exposed to one cycle of ambient temperature according to the profile specified in Appendix 2 with a maximum deviation of ± 2 K at any time. The average temperature deviation from the profile, calculated using the absolute value of each measured deviation, shall not exceed 1 K. Ambient temperatures shall be measured at least every minute. Temperature cycling shall begin when time tstart = 0, as specified in Section 5.7.6.

5.7.2. The measuring chamber shall be purged for several minutes immediately before the test until a stable background is obtainable. The chamber mixing fan(s) must also be switched on at this time.

5.7.3. The test vehicle, with the engine shut off and the test vehicle windows and luggage compartment(s) opened shall be moved into the measuring chamber. The mixing fan(s) shall be adjusted in such a way that it (they) maintain a minimum air circulation of 8 km/h under the fuel tank of the test vehicle.

5.7.4. The hydrocarbon analyser must be zeroed and spanned immediately before the test.

5.7.5. The enclosure doors are closed and gas-tight sealed.

5.7.6. Within 10 minutes of closing and sealing the doors, the hydrocarbon concentration, temperature and barometric pressure are measured to give the initial readings CHC,i, Pi and Ti for the diurnal test. This is the point where time tstart = 0.

5.7.7. The hydrocarbon analyser must be zeroed and spanned immediately before the end of the test.

5.7.8. The end of the emission sampling period shall occur 24 hours ± 6 minutes after the beginning of the initial sampling, as specified in Section 5.7.6. The time elapsed is recorded. The hydrocarbon concentration, temperature and barometric pressure are measured to give the final readings CHC,f, Pf and Tf for the diurnal test used for the calculation in Section 6. This completes the evaporative emission test procedure.

58.

6. CALCULATION


6.1. The evaporative emission tests described in Section 5 allow the hydrocarbon emissions from the diurnal and hot soak phases to be calculated. Evaporative losses from each of theses phases is calculated using the initial and final hydrocarbon concentrations, temperatures and pressures in the enclosure, together with the net enclosure volume.

The formula below is used:

MHC = k . V . 10-4 . (>NUM>CHC, f . Pf>DEN>Tf - >NUM>CHC, i . Pi>DEN>Ti) + MHC, out - MHC, i

where:

MHC = mass of hydrocarbon exiting the enclosure, in the case of fixed-volume enclosures for diurnal emission testing (grams).

MHC,i = mass of hydrocarbon entering the enclosure, in the case of fixed-volume enclosures for diurnal emission testing (grams).

CHC = measured hydrocarbon concentration in the enclosure (ppm (volume) C1 equivalent),

V = net enclosure volume in cubic metres corrected for the volume of the vehicle, with the windows and the luggage compartment open. If the volume of the vehicle is not determined a volume of 1,42 m³ is subtracted.

T = ambient chamber temperature, K,

P = barometric pressure in kPA,

>NUM>H>DEN>C = hydrogen to carbon ration,

k = 1,2 . (12 + >NUM>H>DEN>C);

when:

59.

i is the initial reading


f is the final reading

>NUM>H>DEN>C is taken to be 2,33 for diurnal test losses

>NUM>H>DEN>C is taken to be 2,20 for hot soak losses.

60.

6.2. Overall results of test


The overall hydrocarbon mass emission for the vehicle is taken to be:

Mtotal = MDI + MHS

where:

Mtotal = overall mass emissions of the vehicle (grams),

MDI = hydrocarbon mass emission for diurnal test (grams),

MHS = hydrocarbon mass emission for the hot soak (grams).`


61.

Appendix 1


22. Sections 1 and 2 read as follows:

62.

'1. CALIBRATION FREQUENCY AND METHODS


1.1. All equipment must be calibrated before its initial use and then calibrated as often as necessary and in any case in the month before type-approval testing. The calibration methods to be used are described in this Appendix.

1.2. Normally the series of temperatures which are mentioned firstly should be used. The series of temperatures within square brackets can alternatively be used.

63.

2. CALIBRATION OF THE ENCLOSURE


64.

2.1. Initial determination of enclosure internal volume


2.1.1. Before its initial use, the internal volume of the chamber must be determined as follows. The internal dimensions of the chamber are carefully measured, allowing for any irregularities such as bracing struts. The internal volume of the chamber is determined from these measurements.

For variable-volume enclosures, latch the enclosure to a fixed volume when the enclosure is held at an ambient temperature of 303 K (30 °C) [302 K (29 °C)]. This nominal volume shall be repeatable within ± 0,5 percent of the reported value.

2.1.2. The net internal volume is determined by subtracting 1,42 m³ from the internal volume of the chamber. Alternatively the volume of the test vehicle with the luggage compartment and windows open may be used instead of the 1,42 m³.

2.1.3. The chamber must be checked as in Section 2.3. If the propane mass does not agree with the injected mass to within ± 2 % then corrective action is required.

65.

2.2. Determination of chamber background emissions


This operation determines that the chamber does not contain any materials that emit significant amounts of hydrocarbons. The check must be carried out at the enclosure's introduction to service, after any operations in the enclosure which may affect background emissions and at a frequency of a least once per year.

2.2.1. Variable-volume enclosures may be operated in either latched or unlatched volume configuration, as described in Section 2.1.1. Ambient temperatures shall be maintained at 308 ± 2 K (35 ± 2 °C) [309 ± 2 K (36 ± 2 °C], throughout the four-hour period mentioned below.

2.2.2. Fixed volume enclosures shall be operated with inlet and outlet flow streams closed. Ambient temperatures shall be maintained at 308 ± 2 K (35 ± 2 °C) [309 ± 2 K (36 ± 2 °C)] throughout the four-hour period mentioned below.

2.2.3. The enclosure may be sealed and the mixing fan operated for a period of up to 12 hours before the four-hour background sampling period begins.

2.2.4. Calibrate the analyzer (if required), then zero and span.

2.2.5. Purge the enclosure until a stable hydrocarbon reading is obtained. The mixing fan is turned on if not already on.

2.2.6. Seal the chamber and measure the background hydrocarbon concentration, temperature and barometric pressure. These are the initial readings CHC,i, Pi and Ti used in the enclosure background calculation.

2.2.7. The enclosure is allowed to stand undisturbed with the mixing fan on for a period of four hours.

2.2.8. At the end of this time use the same analyzer to measure the hydrocarbon concentration in the chamber. The temperature and the barometric pressure are also measured. These are the final readings CHC,f, Tf and Pf.

2.2.9. Calculate the change in mass of hydrocarbons in the enclosure over the time of the test according to Section 2.4. The background emission of the enclosure must not exceed 0,05 g.

66.

2.3. Calibration and hydrocarbon retention test of the chamber


The calibration and hydrocarbon retention test in the chamber provides a check on the calculated volume in Section 2.1 and also measures any leak rate. The enclosure leak rate shall be determined at the enclosure's introduction to service, after any operations in the enclosure which may effect the integrity of the enclosure, and at least monthly thereafter. If six consecutive monthly retention checks are successfully completed without corrective action, the enclosure leak rate may be determined quarterly thereafter as long as no corrective action is required.

2.3.1. Purge the enclosure until a stable hydrocarbon concentration is reached. Turn on the mixing fan, if not already switched on. The hydrocarbon analyzer is zeroed, calibrated if required, and spanned.

2.3.2. On variable-volume enclosures latch the enclosure to the nominal volume position. On fixed-volume enclosures close the outlet and inlet flow streams.

2.3.3. Turn on the ambient temperature control system (if not already on) and adjust it for an initial temperature of 308 K(35 °C) [309 K (36 °C)].

2.3.4. When the enclosure stabilizes at 308 ± 2 K (35 ± 2 °C) [309 ± 2 K (36 ± 2 °C)], seal the enclosure and measure the background concentration, temperature and barometric pressure. These are the initial readings CHC,i, Pi and Ti used in the enclosure calibration.

2.3.5. Inject a quantity of approximately 4 grams of propane into the enclosure. The mass of propane must be measured to an accuracy and precision of ± 0,2 % of the measured value.

2.3.6. Allow the contents of the chamber to mix for five minutes and then measure the hydrocarbon concentration, temperature and barometric pressure. These are the final readings CHC,f, Tf and Pf for the calibration of the enclosure as well as the initial readings CHC,i, Ti and Pi and for the retention check.

2.3.7. Using the readings taken in Section 2.3.4 and 2.3.6 and the formula in Section 2.4, calculate the mass of propane in the enclosure. This must be within ± 2 % of the mass of propane measured in Section 2.3.5.

2.3.8. For variable-volume enclosures unlatch the enclosure from the nominal volume configuration. For fixed-volume enclosures, open the outlet and inlet flow streams.

2.3.9. Start cycling the ambient temperature from 308 K (35 °C) to 293 K (20 °C) and back to 308 K (35 °C) [308,6 K (35,6 °C) to 295,2 K (22,2 °C) and back to 308,6 K (35,6 °C)] over a 24-hour period according to the profile [alternative profile] specified in Appendix 2 within 15 minutes of sealing the enclosure (Tolerances as specified in Section 5.7.1 of Annex VI).

2.3.10. At the completion of the 24-hour cycling period, measure and record the final hydrocarbon concentration, temperature and barometric pressure. These are the final readings CHC,f, Tf and Pf for the hydrocarbon retention check.

2.3.11. Calculate using the formula in Section 2.4, the hydrocarbon mass from the readings taken in Sections 2.3.10 and 2.3.6. The mass may not differ by more than 3 % from the hydrocarbon mass given by Section 2.3.7.

67.

2.4. Calculations


The calculation of net hydrocarbon mass change within the enclosure is used to determine the chamber's hydrocarbon background and leak rate. Initial and final readings of hydrocarbon concentration, temperature and barometric pressure are used in the following formula to calculate the mass change.

MHC = k . V . 10-4 . (>NUM>CHC, f . Pf>DEN>Tf - >NUM>CHC, i . Pi>DEN>Ti) + MHC, out - MHC, i

where:

MHC = hydrocarbon mass in grams

MHC,out = mass of hydrocarbon exiting the enclosure, in the case of fixed-volume enclosures for diurnal emission testing (grams)

MHC,i = mass of hydrocarbon entering the enclosure, in the case of fixed volume enclosures for diurnal emission testing (grams)

CHC = hydrocarbon concentration in the enclosure (ppm carbon (NB: ppm carbon = ppm propane x 3))

V = enclosure volume in cubic metres as measured in Section 2.1.1

T = ambient temperature in the enclosure, K,

P = barometric pressure, kPa,

k = 17,6;

when:

i is the initial reading.

68.

f is the final reading`



Appendix 2

23. The following new Appendix 2 is added:

69.

'Appendix 2


Diurnal ambient temperature profile for the calibration of the enclosure and the diurnal emission test

>TABLE>

Alternative diurnal ambient temperature profile for the calibration of the enclosure in accordance with Annex I, Section 1.2

>TABLE>

`


70.

ANNEX VIII


24. Annex VIII reads as follows:

71.

'ANNEX VIII


SPECIFICATIONS OF REFERENCE FUELS

72.

1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES EQUIPPED WITH POSITIVE-IGNITION ENGINES


Type: petrol, unleaded (regular, premium, super)

>TABLE>

73.

2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES EQUIPPED WITH A DIESEL ENGINE


Type: Diesel fuel

>TABLE>

`

74.

ANNEX X


25. A new Annex X is added to read as follows:

75.

'ANNEX X


CONTROL OF COMPLIANCE OF VEHICLES IN SERVICE

76.

1. INTRODUCTION


1.1. This Annex describes the procedure referred to in Section 8 of Annex I for the control of compliance of vehicles in service. The procedure describes the selection and handling of test vehicles, in service survey testing and evaluation, the plan of remedial measures and its implementation.

77.

2. IN SERVICE SURVEY


2.1. The in service survey will be performed by the approval authority which granted the original type-approval according to this Directive, according to procedures laid down in Section 5.

2.2. The manufacturer shall be notified whenever the approval authority in a Member State, which granted the original type-approval in accordance with this directive, has determined that a vehicle type produced by that manufacturer, although properly maintained and used, does not conform to these provisions.

2.3. When a manufacturer is notified that a vehicle type is in non-compliance with applicable requirements (including emission limit values) of this Directive, the manufacturer shall submit a plan of measures to the approval authority to remedy such non-compliance.

2.4. Any vehicle approved according to the requirements of this Directive is subject to the provisions in this Annex.

78.

3. DEFINITIONS


For the purpose of this Annex the following definitions apply.

3.1. The terms used in this Annex X and not specifically defined shall have the meaning assigned to such terms in Annex I to this Directive, or if not defined in Annex I to this Directive, the meaning assigned to such terms in Directive 70/156/EEC.

3.2. 'In Service Survey' means tests and evaluations of compliance conducted according to this Annex.

3.3. 'Properly maintained and used' means for the purpose of a test vehicle that such a vehicle satisfies the criteria for acceptance of a selected vehicle of Section 5.

79.

4. SURVEY SCHEDULE


4.1. The manufacturer will be notified 45 working days before the initiation of the in service survey of a vehicle type.

4.2. The manufacturer may submit a voluntary plan of remedial measures, drafted according to Section 6 at any time prior to completion of an in service survey.

80.

5. SELECTION CRITERIA, MAINTENANCE, AND SURVEY TEST


5.1. Emission tests and evaluations to determine whether a vehicle type conforms to the requirements shall be performed in accordance with the procedures of Section 5. The manufacturer shall have an opportunity to observe all the selection and testing and to inspect all vehicles tested under Section 5. In service survey testing of the on-board diagnostic system shall be performed in accordance with Section 5.5 Sections 5.2, 5.3 and 5.4 do not apply under OBD survey.

5.2. The approval authority shall select vehicles for in service survey on a random base chosen in accordance with Appendix 1 to this Annex from vehicles within the selected vehicle type. The approval authority determines the vehicle selection. The vehicles for testing shall be representative of the vehicle type which they belong to and available for sale or sold in the EU.

81.

Selection criteria


5.3. The criteria for acceptance of a selected vehicle follows from Sections 5.3.1 - 5.3.8. Information will be gathered through vehicle examination and a interview with the owner which may include a written survey by the manufacturer.

5.3.1. The vehicle belongs to a vehicle type that is type-approved under this Directive and is accompanied with a Certificate of Conformity according to Directive 70/156/EEC. It shall be registered and privately used in the EU.

5.3.2. The vehicle has been in service for less than 80 000 km or five years which ever occurs first.

5.3.3. There is a maintenance record to show that the vehicle has been properly maintained, e.g. has been serviced in accordance with the manufacturer's recommendations.

5.3.4. There is no indication of abuse (e.g., racing, overloading, misfuelling, or other misuse), or other factors (e.g. tampering) that would affect emissions performance. In the case of vehicles fitted with an OBD system, the information stored in its memory shall be taken into account.

5.3.5. There has been no unauthorized major repair to the engine or major repair of the vehicle.

5.3.6. Lead content and sulphur content of fuel sample from the vehicle tank meets applicable standards and there is no other evidence of misfuelling. Checks may be done in the exhaust pipe, etc.

5.3.7. There is no indication of any problem that might jeopardize the safety of laboratory personnel.

5.3.8. All emission control system components on the vehicle shall be in conformity with applicable type approval.

82.

Diagnosis and restorative maintenance


5.4. Diagnosis and restorative maintenance will be performed on vehicles accepted for testing, prior to in service survey testing, according to Sections 5.4.1 - 5.4.8.

5.4.1. Check air filter, all drive belts, all fluid levels, radiator cap, all vacuum hoses and electrical wiring related to emissions control for integrity; check ignition, fuel metering and emission control system components for maladjustments and/or tampering. Record all discrepancies.

5.4.2. Check the integrity of the OBD system; record all malfunction information stored in the OBD memory; make all repairs necessary for extinguishing all malfunction indications.

5.4.3. If the OBD malfunction indicator registers a malfunction during a preconditioning cycle or emission test cycle, the fault may be identified and repaired. The test may be rerun, and the results from that repaired vehicle may be used.

5.4.4. Check ignition system and replace defective components; i.e., spark plugs, wires, etc.

5.4.5. Check compression.

5.4.6. Check and adjust engine parameters to manufacturer's specifications.

5.4.7. If the vehicle is (before) within 800 km of a scheduled maintenance service, that maintenance will be performed according to the manufacturer's service instructions. Regardless of odometer reading, change of oil and air filter may be performed at the request of the manufacturer.

5.4.8. Upon acceptance of the vehicle the fuel shall be replaced with appropriate emission test reference fuel, unless the manufacturer accepts the use of market fuel.

83.

In service survey testing and evaluation of results


5.5. Applicable emission tests in accordance with this Directive will be performed on vehicles selected in accordance with the requirements of Sections 5.3 and 5.4 and after being pre-conditioned.

5.6. Vehicles equipped with an OBD system will be checked for proper durability of the malfunction indication, etc., in relation to levels of emissions (e.g. malfunction indication limits defined in Annex XI) for the type-approved specification.

5.6.1. The OBD system may be tested for, e.g., levels of emissions above applicable limit values with no malfunction indication, systematic erroneous activation of the malfunction indication, and identified faulty or deteriorated components in the OBD system.

5.6.2. If a component or system that operates outside of the particulars in the type-approval certificate and/or information package for such vehicle type and such deviation has not been authorized under Article 5 (3) or 5 (4) of Directive 70/156/EEC with no malfunction indication by the OBD, the component or system shall not be replaced prior to emission testing, unless it is determined that the component or system has been tampered with or abused in such a manner that the OBD does not detect the resulting malfunction.

5.7. The test results are submitted to the evaluation procedure in accordance with Appendix 1 of this Directive.

5.8. Within 10 working days after concluding the test, the results of the test and of the evaluation referred to in Section 5.7 shall be submitted to the manufacturer.

5.9. The manufacturer shall have, as far as possible, the opportunity to make such inspections and investigations of vehicles whose test results do not comply with the limit value for any pollutant applicable under this Directive to determine the existence of any improper maintenance, misuse, misfuelling, tampering or abuse that was not reasonably discoverable prior to the commencement of testing.

5.10. Within 25 working days from receiving the test results, the manufacturer may submit a statement based on additional investigation on sample vehicles to the authority concerning the performance of the testing or the determination of a non-compliance. The statement, if any, will be enclosed in the test report. The authority shall give due regard to the manufacturer's statement in determining whether a non-compliance exists.

5.11. Within 10 working days after the time limit of Section 5.10 has elapsed, the authority shall finalize the test report and take a decision on compliance and non-compliance. Non-compliance shall be declared when for any single pollutant the result of the evaluation referred in Section 5.7 exceed the limit values given in Section 5.3.1.4 of Annex I to this Directive. Test results shall not be multiplied by deterioration factors.

84.

6. PLAN OF REMEDIAL MEASURES


6.1. When the manufacturer is notified that a vehicle type is in non-compliance according to the requirements of these provisions, the manufacturer shall submit to the approval authority a plan of remedial measures to remedy the non-compliance. These plan of remedial measures can address vehicles in service, vehicles under production as well as amendments to the type-approval, if appropriate.

6.2. The plan of remedial measures shall be filed with the approval authority not later than 45 working days from the date of the notification issued according to Section 5.10. The approval authority shall within 20 working days declare the approval or disapproval of the plan of remedial measures.

6.2.1. The acceptance of the plan of remedial measures may be subject to conditions required by the approval authority.

6.2.2. The approval authority may specify an extended time limit for submitting a plan of remedial measures by up to 60 working days if the manufacturer in writing showed good cause for such extension.

6.2.3. When the approval authority cannot approve the plan of remedial measures it may take other measures in accordance with Article 11 (2) (a) to Directive 70/156/EEC.

6.3. The approval authority shall notify all Member States of its decision concerning the plan of remedial measures and supply all Member States with the plan of remedial measures.

85.

The plan of remedial measures


6.4. The plan of remedial measures shall have the content specified in Sections 6.4.1 - 6.4.11. The manufacturer shall give the plan of remedial measures a unique identifying name or number.

6.4.1. A description of each vehicle type included in the plan of remedial measures.

6.4.2. A description of the specific modifications, alterations, repairs, corrections, adjustments, or other changes to be made to bring the vehicles into conformity including a brief summary of the data and technical studies which support the manufacturer's decision as to the particular remedial changes to be used in correcting the non-compliance.

6.4.3. A description of the method by which the manufacturer will inform the vehicle owners.

6.4.4. A description of the proper maintenance or use, if any, upon which the manufacturer conditions eligibility for repair under the plan of remedial measures, and an explanation of the manufacturer's reasons for imposing any such condition. No maintenance or use conditions may be imposed unless it is demonstrably related to the non-compliance and the remedial measures.

6.4.5. A description of the procedure to be followed by vehicle owner to obtain correction of the non-compliance. This shall include a date after which when the non-compliance may be remedied, the estimated time for the workshop to perform the remedy, and where the remedy can be done. The repair shall be done expediently, within a reasonable time after delivery of the vehicle.

6.4.6. A copy of the information transmitted to the vehicle owner.

6.4.7. A brief description of the system which the manufacturer will use to assure an adequate supply of component or system, for fulfilling the remedial action. It shall be indicated when there will be an adequate supply of component or system to initiate the campaign.

6.4.8. A copy of all instructions to be sent to those persons who are to perform the repair.

6.4.9. A description of the impact of the proposed remedy on the emissions, fuel consumption, driveability, and safety of each vehicle type, included the plan of remedial measures with data, technical studies etc. which supports these conclusions.

6.4.10. Any other information, reports or data the approval authority reasonably may determine is necessary to evaluate the plan of remedial measures.

6.4.11. In the case the plan of remedial measures includes a recall, a description of the method for recording the repair shall be submitted to the type approval authority. In the case a label is used an example of it shall be submitted.

6.5. The manufacturer may be required to conduct tests on components and vehicles incorporating a proposed change, repair, or modification reasonably designed and necessary to demonstrate the effectiveness of the change, repair, or modification.

6.6. The manufacturer is responsible for keeping a record of every vehicle recalled and repaired and the workshop which performed the repair. The approval authority shall have access to the record after request for a period of five years from the implementation of the plan of remedial measures.

86.

7. IMPLEMENTATION OF THE PLAN OF REMEDIAL MEASURES


7.1. A recall campaign is commencing after decision by the Member State, based on the approved plan of remedial measures. The manufacturer, or his/her representative, is responsible for conducting the campaign according to the approved plan of remedial measures.

7.1.1. If the plan of remedial measures is not carried out in the approved time limits fixed in the remedial plan and the manufacturer cannot justify the exceed of the time limits, the approval authority can take measures in accordance with Article 11 (2) (a) to Directive 70/156/EEC.

7.2. The notification of the vehicle owner shall be done expeditiously. This notification shall include all relevant information relating the necessary repair of the vehicle.

7.3. The manufacturer shall provide a copy of all communication related to the plan of remedial measures. He/she shall also maintain a record on the recall campaign, and supply regularly status reports to the approval authority.`


ANNEX XI

26. A new Annex XI is added to read as follows:

87.

'ANNEX XI


ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES

88.

1. SCOPE


This Annex applies to the functional aspects of on-board diagnostic (OBD) systems for the emission control of all motor vehicles of category M1 (1) equipped with positive-ignition engines and all motor vehicles of categories M1 equipped with compression-ignition engines covered by Article 1 of this Directive.

89.

2. DEFINITIONS


For the purposes of this Annex:

2.1. 'OBD' means an on-board diagnostics system for emission control which shall have the capability of identifying the likely area of malfunction by means of fault codes stored in computer memory.

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 5.

As defined in Annex II Section A of Directive 70/156/EEC.

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.

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.

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.

2.6. 'Malfunction' means the failure of an emission related component or system that would result in emissions exceeding the limits in Section 5.3.2 of this Annex.

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.

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 5.3.2 or that percentage that could lead to an exhaust catalyst, or catalysts, overheating causing irreversible damage.

2.9. 'Type I test' means the driving cycle (Parts One and Two) used for emission approvals, as detailed in Annex III, Appendix 1.

2.10. 'A driving cycle' consists of engine start-up, a driving mode where a malfunction would be detected if present, and engine shut-off.

2.11. 'A warm-up cycle' means sufficient vehicle operation such that the coolant temperature has risen by at least 22 K from engine starting and reaches a minimum temperature of 343 K (70 °C).

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.

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 percent engine capacity that is being used (with wide open throttle as 100 %);

CLV = >NUM>current airflow>DEN>peak airflow (at sea level) . >NUM>atmospheric pressure (at sea level)>DEN>barometric pressure

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 5.3.2 of this Annex.

2.15. 'Power Take-Off unit' means an engine driven output provision for the purposes of powering auxiliary, vehicle mounted, equipment.

90.

3. APPLICATION FOR EC TYPE-APPROVAL


3.1. The application conforming to Annex I, Section 3 is accompanied by the additional information required in Appendix 5 together with:

3.1.1. a declaration by the manufacturer of:

3.1.1.1. in the case of vehicles equipped with positive-ignition engines, the percentage of misfires out of a total number of firing events that would result in emissions exceeding the limits given in Section 5.3.2 of this Annex if that percentage of misfire had been present from the start of a Type I test as described in Section 5.3.1 of Annex III;

3.1.1.2. in the case of vehicles equipped with positive-ignition engines, the percentage of misfires out of a total number of firing events that could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage;

3.1.2. detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the vehicle's emission control system, i.e. sensors, actuators and components, that are monitored by the OBD system;

3.1.3. a description of the MI used by the OBD system to signal the presence of a fault to the driver of the vehicle;

3.1.4. the manufacturer shall describe provisions taken to prevent tampering and modification of the emission control computer;

3.1.5. when appropriate, copies of other type-approvals with the relevant data to enable extensions of approvals;

3.1.5.1. if applicable, the particulars of the vehicle family as referred to in Appendix 6.

3.2. For the tests described in Section 5 of this Annex, a vehicle representative of the vehicle types or vehicle family fitted with the OBD system to be approved must be submitted to the technical service responsible for the type-approval test. If the technical service determines that the submitted vehicle does not fully represent the vehicle type or vehicle family described in Appendix 6, an alternative, and if necessary, an additional vehicle shall be submitted for test according to Section 5 of this Annex.

91.

4. GRANTING OF EC TYPE-APPROVAL


4.1. The certificate conforming to Annex I, Section 4, is accompanied by the Addendum for which a model is given in Appendix 7.

92.

5. REQUIREMENTS AND TESTS


5.1. All vehicles shall be equipped with an OBD system so designed, constructed and installed in a vehicle to enable it to identify types of deterioration or malfunction over the entire life of the vehicle. In achieving this objective the approval authority shall accept that vehicles which have travelled distances in excess of the Type V durability distance, referred to in Section 5.3.1, may show some deterioration in OBD system performance such that the emission limits given in Section 5.3.2 may be exceeded before the OBD system signals a failure to the driver of the vehicle.

5.2. The OBD system must be so designed, constructed and installed in a vehicle to enable it to comply with the requirements of this Annex during conditions of normal use.

5.2.1. Temporary disablement of the OBD system.

5.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is affected by low fuel levels. Disablement shall not occur when the fuel tank level is above 15 percent of the nominal capacity of the fuel tank.

5.2.1.2. 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 mis-diagnosis would occur under such conditions.

5.2.1.3. 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.

5.2.2. Engine misfire - vehicles equipped with positive-ignition engines.

5.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria, than that 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.

5.2.2.2. Manufacturers who can demonstrate to the authority that the adoption of higher misfire percentages would still lead to unreliable detection may disable the monitoring system when such conditions exist.

5.3. Description of tests.

5.3.1. The tests are carried out on the vehicle used for the Type V durability test, given in Annex VII, 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 the OBD demonstration tests.

5.3.2. The OBD system shall indicate the failure of an emissions related component or system when that failure results in an increase in emissions above the limits given below:

>TABLE>

5.3.3. Monitoring requirements for vehicles equipped with positive-ignition engines.

In satisfying the requirements of Section 5.3.2 the OBD system shall, at a minimum, monitor for:

5.3.3.1. Reduction in the efficiency of the catalytic converter with respect to the emissions of HC only;

5.3.3.2. The presence of engine misfire in the engine operating region bounded by the following lines:

(a) 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;

(b) the positive torque line (i.e. engine load with the transmission in neutral);

(c) 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.

93.

5.3.3.3. Oxygen sensor deterioration


5.3.3.4. 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 Section 5.3.2;

5.3.3.5. Any other emission-related powertrain component connected to a computer shall be monitored for circuit continuity;

5.3.3.6. The electronic evaporative emission purge control shall, at a minimum, be monitored for circuit continuity.

5.3.4. Monitoring requirements for vehicles equipped with compression-ignition engines.

In satisfying the requirements of Section 5.3.2 the OBD system shall monitor:

5.3.4.1. Where fitted, reduction in the efficiency of the catalytic converter;

5.3.4.2. Where fitted, the functionality and integrity of the particulate trap;

5.3.4.3. The fuel injection system electronic fuel quantity and timing actuator(s) will be monitored for circuit continuity and total functional failure;

5.3.4.4. 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 Section 5.3.2. 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).

5.3.4.5. Any other emission-related powertrain component connected to a computer shall be monitored for circuit continuity.

5.3.5. 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 Section 5.3.2 of this Annex.

5.4. A sequence of diagnostic checks will be initiated at each engine start and completed at least once provided that the correct test conditions are met. The test conditions shall be selected in such a way that they all occur under normal driving as represented by the Type I test.

5.5. Activation of malfunction indicator.

5.5.1. The OBD system shall incorporate a malfunction indicator (MI) readily perceivable to the vehicle operator. The MI shall not be used for any other purpose except to indicate emergency start-up or limp-home routines to the driver. The MI shall be visible in all reasonable lighting conditions. When activated, it shall display a symbol in conformance with ISO 2575 (1). A vehicle shall not be equipped with more than one general purpose MI for emission-elated problems. Separate specific purpose warning lights (e.g. brake system, fasten seat belt, oil pressure, etc.) are permitted. The use of red for a MI is prohibited.

5.5.2. For strategies requiring on average between three and ten driving cycles for MI activation, the manufacturer shall 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 ten driving cycles for MI activation shall not be accepted. The MI shall also activate whenever the engine control enters a permanent emission default mode of operation if the emission limits given in Section 5.3.2 are exceeded. The MI shall 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 shall 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.

5.6. Fault code storage.

The OBD system shall record code(s) indicating the status of the emission control system. Separate status codes shall be used to identify correctly functioning emission control systems and those emission control systems which need further vehicle operation to be fully evaluated. Fault codes that cause MI activation due to deterioration or malfunction or permanent emission default modes of operation shall be stored and that fault code shall identify the type of malfunction.

5.6.1. 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.

5.7. Extinguishing the MI.

5.7.1. For misfire malfunctions at levels likely to cause catalyst damage (as specified by the manufacturer), the MI may be switched to the normal mode of activation if the misfire 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.

5.7.2. 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.

5.8. Erasing a fault code.

5.8.1. The OBD system may erase a fault code and freeze-frame information if the same fault is not re-registered in at least 40 engine warm-up cycles.

5.9. Provisions for system security.

5.9.1. Any vehicle with an emission control computer shall include features to deter modification, except as authorized by the manufacturer. Any reprogrammable computer codes or operating parameters must be resistant to tampering and the computer and any related maintenance instructions must conform to the provisions in SEA J2186, 'E/E data link security' (ISO XXX-8). Any removable calibration memory chips shall be potted, encased in a sealed container or protected by electronic algorithms and shall not be changeable without the use of specialised tools and procedures.

5.9.2. Computer-coded engine operating parameters shall not be changeable without the use of specialised tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) computer enclosures).

5.9.3. In the case of mechanical fuel injection pumps fitted to compression-ignition engines, manufacturers shall take adequate steps to protect the maximum fuel delivery setting from tampering while the vehicle is in service.

International Standard ISO 2575-1982 (E), entitled Road vehicles-Symbols for controls, indicators and tell-tales, Symbol Number 4.36.

5.9.4. Manufacturers may apply to the approval authority for an exemption to this requirement for those vehicles which are unlikely to require protection. The criteria that the approval authority will evaluate in considering an exemption will include, but are not limited to, the current availability of performance chips, the high performance capability of the vehicle and the probable sales volume of the vehicle.

5.9.5. Manufacturers using programmable computer code systems (e.g. electrical erasable programmable read-only memory, Eeprom) shall employ proven methods to deter unauthorized reprogramming. Manufacturers shall include enhanced tamper protection strategies including data encryption using methods to secure the encryption algorithm and write protect features requiring electronic access to an off-site computer maintained by the manufacturer. Equivalent methods may be considered by the authority.

5.9.6. Anti-tampering features should not preclude the use of replacement parts which give the equivalent level of emission control.

94.

6. EXTENSION OF EC TYPE-APPROVAL


6.1. Approval granted to a vehicle type with respect to the OBD system may be extended to different vehicle types belonging to the same vehicle-OBD family as described in Appendix 6. The engine emission control system must be identical to that of the vehicle already approved and comply with the description of the OBD engine family given in Appendix 6, regardless of the following vehicle characteristics:

- combustion process,

- engine accessories,

- method of engine fuelling,

- tyres,

- equivalent inertia,

- cooling system,

- overall gear ratio,

- transmission type,

- type of bodywork.

95.

7. CONFORMITY OF PRODUCTION OF A VEHICLE EQUIPPED WITH AN OBD SYSTEM


7.1. When the approval authority determines that the quality of production seems unsatisfactory a vehicle is randomly taken from the series and subjected to the tests described in Appendix 1.

7.2. If the vehicle taken from the series does not satisfy the requirements of Section 7.1.5.2 a further random sample of three vehicles shall be taken from the series and subjected to the tests described in Appendix 1. The tests may be carried out on vehicles which have been run-in a minimum of 3 000 km.

7.3. The production is deemed to conform if a least three vehicles meet the requirements of the tests described in Appendix 1.

96.

8. ALTERNATIVE REQUIREMENTS


8.1. Manufacturers may obtain type-approval on the basis of the alternative technical requirements given in Section 8.1.1 and 8.1.2, subject to the additional requirements of Sections 8.1.3, 8.1.4 and 8.1.5:

8.1.1. Federal Register 40 CFR Part 86 Subpart A, entitled Control of air pollution from new motor vehicles and new motor vehicle engines; regulations requiring on-board diagnostic systems on 1994 and later model year light-duty vehicles and light-duty trucks, published by the US Government Printing Office, Washington, DC 20402.

8.1.2. Section 1968.1 of Title 13, California Code of Regulations (CCR), entitled Malfunction and diagnostic systems requirements - 1994 and subsequent model year passenger cars, light-duty trucks and medium-duty vehicles and engines.

8.1.3. The application for approval shall include a written statement that the vehicle family conforms to this Annex. The application for approval to this Annex shall include the complete documentation to meet the requirements of either Section 8.1.1 or 8.1.2 and the documentation required in Appendix 5 of this Annex.

8.1.4. The MI shall comply with the requirements of Section 5.5 of this Annex.

8.1.5. If type-approval is granted according to the requirements of this Section, Section 7 of this Annex shall continue to apply for conformity of production checking.

97.

Appendix 1


FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS

98.

1. INTRODUCTION


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 shall make available the defective components and/or electrical devices which would be used to simulate failures. Having simulated a failure the OBD system is approved if the MI is activated when the vehicle emissions exceed the limits of Section 5.3.2 by less than (20 %).

99.

2. DESCRIPTION OF TEST


2.1. The testing of OBD systems consists of the following phases:

- simulation of malfunction of a component of the engine management or emission control system;

- preconditioning of the vehicle with a simulated malfunction over at least one Type I test or specific preconditioning cycle specified by the manufacturer;

- 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 of this Appendix.

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.

100.

3. TEST VEHICLE AND FUEL


101.

3.1. Vehicle


The test vehicle must meet the requirements of Section 3.1 of Annex III.

102.

3.2. Fuel


The appropriate reference fuel as described in Annex IX must be used for testing.

103.

4. TEST TEMPERATURE AND PRESSURE


4.1. The test temperature and pressure must meet the requirements of the Type I test a described in Annex III.

104.

5. TEST EQUIPMENT


105.

5.1. Chassis dynamometer


The chassis dynamometer must meet the requirements of Annex III.

106.

6. OBD TEST PROCEDURE


6.1. The operating cycle on the chassis dynamometer shall meet the requirements of Annex III.

107.

6.2. Vehicle preconditioning


6.2.1. According to the engine type and after introduction of one of the failure modes given in Section 6.3, the vehicle shall be preconditioned by driving at least two consecutive Type I tests (Parts 1 and 2). For compression ignition engined vehicles an additional preconditioning of two Part 2 cycles is permitted. At the request of the manufacturer, alternative preconditioning methods may be used.

6.3. Failure modes to be tested.

6.3.1. Positive-ignition engined vehicles.

6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation of such a failure.

6.3.1.2. Engine misfire conditions according to the conditions for misfire monitoring given in Section 5.3.3.2 of this Annex.

6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of such a failure.

6.3.1.4. Electrical disconnection of any other emission-related powertrain component connected to a computer.

6.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped).

6.3.2. Compression-ignition engined vehicles.

6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation of such a failure.

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.

6.3.2.3. Electrical disconnection of any fuelling system electronic fuel quantity and timing actuator.

6.3.2.4. Electrical disconnection of any other emission-related powertrain component connected to a computer.

6.3.2.5. In meeting the requirements of Sections 6.3.2.3 and 6.3.2.4, and with the agreement of the approval authority, the manufacturer shall take appropriate steps to demonstrate that the OBD system will indicate a fault when disconnection occurs.

6.4. OBD system test.

6.4.1. Vehicles fitted with positive-ignition engines.

6.4.1.1. After vehicle preconditioning according to Section 6.2 above, the test vehicle shall be driven over a Type I test (Parts 1 and 2). The MI must activate before the end of this test under any of the conditions given in Sections 6.4.1.2 to 6.4.1.5 of this Appendix. The technical service may substitute those conditions by others in accordance with Section 6.4.1.6. However, the total number of failures simulated shall not exceed four for the purpose of type-approval.

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 5.3.2 of this Annex.

6.4.1.3. An induced misfire condition according to the conditions for misfire monitoring given in Section 5.3.3.2 of this Annex that results in emissions exceeding any of the limits given in Section 5.3.2 of this Annex.

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 5.3.2 of this Annex.

6.4.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped).

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 5.3.2 of this Annex.

6.4.2. Vehicles fitted with compression-ignition engines.

6.4.2.1. After vehicle preconditioning according to Section 6.2 above, the test vehicle shall be driven over a Type I test (Parts 1 and 2). The MI must activate before the end of this test under any of the conditions given in Sections 6.4.2.2 to 6.4.2.5 of this Appendix.

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 5.3.2 of this Annex.

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 Section 6.3.2.2 of this Appendix that results in emissions exceeding the limits given in Section 5.3.2 of this Annex.

6.4.2.4. With reference to Section 6.3.2.5 of this Appendix, disconnection of any fuelling system electronic fuel quantity and timing actuator that results in emissions exceeding any of the limits given in Section 5.3.2 of this Annex.

6.4.2.5. With reference of Section 6.3.2.5 of this Appendix, disconnection of any other emission-related powertrain component connected to a computer that results in emissions exceeding any of the limits given in Section 5.3.2 of this Annex.

108.

6.5. Diagnostic signals


6.5.1.1. Upon determination of the first malfunction of any component or system, 'freeze frame' engine conditions present at the time shall be stored in computer memory. Should a subsequent fuel system or misfire malfunction occur, any previously stored freeze frame conditions shall be replaced by the fuel system or misfire conditions (whichever occurs first). Stored engine conditions shall 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 shall 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 Sections 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 5.7 of this Annex, the stored engine conditions may also be erased.

6.5.1.2. If available, the following signals in addition to the required freeze frame information shall 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.

The signals shall be provided in standard units based on the specifications given in Section 6.5.3 of this Appendix. Actual signals shall be clearly identified separately from default value or limp home signals. In addition, the capability to perform bi-directional diagnostic control based on the specifications given in Section 6.5.3 of this Appendix shall be made available on demand through the serial port on the standardized data link connector according to the specifications given in Section 6.5.3 of this Appendix.

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 shall be made available through the serial data port on the standardized data link connector according to the specifications given in Section 6.5.3 of this Appendix. For the monitored components and systems excepted above, a pass/fail indication for the most recent test results shall be available through the data link connector.

6.5.1.4. The OBD requirements to which the vehicle is certified (i.e. this Annex or the alternative requirements specified in Section 8 of this Annex) and the major emission control systems monitored by the OBD system consistent with Section 6.5.3.3 of this Appendix shall be available through the serial data port on the standardized data link connector according to the specifications given in Section 6.5.3 of this Annex.

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.

6.5.3. The emission control diagnostic system shall provide for standardized access and conform with the following ISO and/or SAE standards. Some of the ISO standards have been derived from Society of Automotive Engineers standards and Recommended Practices. Where this is the case the appropriate SAE reference appears in parenthesis.

6.5.3.1. One of the following standards with the restrictions as described shall be used as the on-board to off-board communications link:

- ISO 9141-2 Road vehicles - Diagnostic systems - CARB requirements for the interchange of digital information,

- ISO 11519-4 Road vehicles - Low speed serial data communication - Part 4: Class B Data communication interface (SAE J1850). Emission related messages shall use the cyclic redundancy check and the three byte header and shall not use inter-byte separation or checksums,

- ISO DIS 14230 - Parts 1, 2 and 3 Road vehicles - Diagnostic systems - keyword protocol 2000. Either the CARB mode shall be used (directly equivalent to ISO 9141-2) or with fast initialization at the address specified in Appendix 2 and with the format specified by using keybytes with the decimal value of 2025 (three byte header with normal timing).

6.5.3.2. Test equipment and diagnostic tools needed to communicate with OBD systems shall meet or exceed the functional specification given in Appendix 3.

6.5.3.3. Basic diagnostic data, (as specified in Section 6.5.1 of this Appendix) and bi-directional control information shall be provided using the format and units described in Appendix 2 and shall be available using a diagnostic tool meeting the requirements of Appendix 3.

6.5.3.4. Fault codes selected by the manufacturer shall be consistent with those given in Appendix 4.

6.5.3.5. The connection interface between the vehicle and the diagnostic tester shall meet the all requirements of SAE J1962 Diagnostic Connector, June 1992 (ISO XXX-A Road vehicles - Diagnostic systems - On-board connector). The installation position shall be subject to agreement of the approval authority such that it is readily accessible by service personnel but protected from tampering by non-qualified personnel.

109.

Appendix 2


OBD-DIAGNOSTIC SERVICE

110.

1. SCOPE


This Appendix defines diagnostic services and functionally addressed request-response messages required to be supported by vehicles and test tools for diagnostic purposes which pertain to vehicle emission-related data. These messages are intended to be used by any service tool meeting the requirements of Appendix 3. Seven diagnostic services (test modes) are defined and these are detailed in Section four.

This Appendix is based on draft ISO CD XXX1 and SAE J1979, 'E/E diagnostic test modes'.

111.

2. REFERENCES


112.

2.1. Applicable documents


The following publications form a part of this specification to the extent specified herein.

2.1.1. >TABLE>

2.1.2. >TABLE>

113.

3. DEFINITIONS


Most terms for components and systems contained in this document are included in ISO CD XXX3 (SAE J1930) - Terms, Definitions, and Acronyms. This section includes additional definitions of terms used in this document, not included in ISO CD XXX3.

3.1. >REFERENCE TO A GRAPHIC>

3.2. 'Service' in ISO diagnostic communication documents is the equivalent of 'Test Mode' or 'Mode' in the SAE documents.

3.3. No further definitions.

114.

4. TECHNICAL REQUIREMENTS


115.

4.1. Diagnostic service - general conditions


These guidelines are necessary to ensure proper operation of both the test equipment and the vehicle during diagnostic procedures. Test equipment, when using messages defined in this document, should not affect normal operation of the emission control system.

116.

4.1.1. Multiple responses to a single data request


The messages contained in this Appendix are functional messages, which means the off-board test equipment will request data without knowledge of which module on the vehicle will respond. In some vehicles, multiple models may respond with the information requested. In addition, a single module may send multiple responses to a single request. Any test device requesting information must, therefore, have provisions for receiving multiple responses.

117.

4.1.2. Response time


For ISO 9141-2 and ISO 14230-2 interfaces, response time requirements are specified in these documents.

For ISO CD 11519-4 (SAE J1850) network interfaces, the on-board systems should respond to a request within 100 milliseconds of a request or a previous response. With multiple responses possible from a single request, this allows as much time as is necessary for all modules to access the data link and transmit their response(s). If there is no response within this time period, the tool can either assume no response will be received, or if a response has already been received, that no more responses will be received.

118.

4.1.3. Minimum time between requests from scan tool


For ISO 9141-2 interfaces, the required times between requests are specified in the ISO 9141-2 document.

For SAE J1850 network interfaces, a tool should always wait for a response from the previous request, or 'no response' timeout before sending another request. In no case should a request be sent less than 100 msec. after the previous request.

119.

4.1.4. Data not available


There are two conditions for which data is not available. One condition is that the Service is not supported, and the other is that the Service is supported but data is not currently available.

There will be no reject message to a functional request if the request is not supported by the module. This prevents responses from all modules that do not support a Service or a specific data value.

Some services are supported by a vehicle, but data may not always be available when requested. For services $05 and $06, if the test has not been run since test results were cleared, or for service $02 if freeze frame data has not been stored, valid data will not be available. For these conditions, the manufacturer has the option either to not respond or to respond with data that is invalid. The functional description for these services discuss the method to determine if the data is valid.

120.

4.1.5. Maximum values


If the data value exceeds the maximum value possible to be sent, the on-board system should send the maximum value possible ($FF or $FFFF). The tool should display the maximum value or an indication of data too high. This is not normally critical for real time diagnostics, but in the case of a misfire at 260 km/h with resulting freeze frame data stored, this will be very valuable diagnostic information.

121.

4.2. Diagnostic message format


122.

4.2.1. Addressing method


Functional addressing will be used for all generic Diagnostic Service messages because the test tool does not know which system on the vehicle has the information that is needed.

4.2.2. Maximum message length - defined in Figure 1 below.

4.2.3. Diagnostic Message Format - defined in Figure 1 below.

>TABLE>

123.

Figure 1: Diagnostic message format


124.

4.2.4. Header bytes


The first three bytes of all diagnostic messages are the header bytes. The value of the first header byte is dependent on the bit rate of the data link and the type of message. The second byte has a value that depends on the type of message, either a request or a response. The third header byte is the physical address of the device sending the message.

OBD Scan Tools have the address $F1. Other service tools should use addresses in the range from $F0 to $FD. The response to all request messages in this document will be independent of the address of the test equipment requesting the information.

Vehicle manufacturers should not use the ISO CD XXX1 (J1979) header bytes for any purpose other than diagnostic messages. When they are used, they must conform to this specification.

125.

4.2.5. Data bytes


The maximum number of data bytes available to be specified in this Appendix is 7. The first data byte following the header is the diagnostic service type, and the remaining six bytes vary depending on the specific diagnostic service. For services $01 and $02, message length is determined by parameter identification (PID). For service $05, message length is determined by Test ID. For other services, the message length is determined by the service. This enables the tools to check for proper message length, and to recognize the end of the message without waiting for possible additional data bytes.

126.

4.2.6. Non-data bytes included in diagnostic messages with ISO 11519-4 (J1850)


All diagnostic messages will use a cyclic redundancy check (CRC), as defined in ISO 11519-4 (J1850), as the error detection (ERR) byte.

In-frame response (RSP) is defined as optional in ISO 11519-4 (J1850). For messages defined in this document, the RSP byte is required in all request and response messages at 41,6 Kbps, and is not allowed for messages at 10,4 Kbps.

ISO 11519-4 (SAE J1850) defines additional message elements that may be included in diagnostic messages. Use of these message elements is beyond the scope of this specification, but needs to be considered when defining total diagnostic messages.

127.

4.2.7. Non-data bytes included in diagnostic messages with ISO 9141-2 and ISO 14230 (Keyword Protocol 2000)


Messages will include a checksum, defined in those documents, after the data bytes as the error detection byte (ERR).

There is no provision for an in-frame response.

128.

4.2.8. Bit position convention


Some data byte values in this document include descriptions that are based on bit positions within the byte. The convention used in this document is that the most significant bit (MSB) is referred to as 'bit 7', and the least significant bit (LSB) is referred to as 'bit 0', as shown below:

>TABLE>

129.

Figure 2: Bit position within a data byte


130.

4.3. Allowance for expansion and enhanced diagnostic services


This Appendix allows for the addition of diagnostic services both as industry standards and manufacturer specific services. The diagnostic services $00 through $0F are reserved to be defined in ISO CD XXX1 (J1979).

131.

4.4. Format of data to be displayed


The format of data to be displayed to the user of the data obtained with these tests needs to be standardized so that vehicle manufacturers can write generic service information. Data is transmitted from the vehicle in metric units. The following Table indicates the type of data and minimum requirements for format of the data. See Figure 3.

>TABLE>

132.

Figure 3 - Format of data to be displayed


133.

5. SERVICES


5.0. Diagnostic Services included in this document are:

>TABLE>

For each service this definition includes:

134.

Functional descriptions of service


Request and response message formats

For some of the more complex services, an example of messages and an explanation of the interpretation of those messages is included.

5.1. Service $01 - Request current powertrain diagnostic data

135.

5.1.1. Functional description


The purpose of this service is to allow access to current emission related data values, including analogue inputs and outputs, digital inputs and outputs, and system status information. The request for information includes a Parameter Identification (PID) value that indicates to the on-board system the specific information requested. PID definitions, scaling information, and display formats are included in this document.

The on-board module will respond to this message by transmitting the requested data value last determined by the system. All data values returned for sensor readings will be actual readings, not default or substitute values used by the system because of a fault with that sensor.

Not all PIDs are applicable or supported by all systems. PID $00 is a bit-encoded PID that indicates, for each module, which PIDs that module supports. PID $00 must be supported by all modules that respond to a service $01 request as defined in this document, because diagnostic tools that conform to Appendix 3 use the presence of a response by the vehicle to this request to determine which protocol is supported for diagnostic communications.

136.

5.1.2. Message data bytes


>TABLE>

137.

Figure 4: Message data bytes


5.2. Service $02 - Request powertrain freeze frame data

138.

5.2.1 Functional description


The purpose of this service is to allow access to emission related data values in a freeze frame. This allows expansion to meet manufacturer specific requirements not necessarily related to the required freeze frame, and not necessarily containing the same data values as the required freeze frame. The request for information includes a parameter identification (PID) value that indicates to the on-board system the specific information requested. PID definitions, scaling information, and display formats for the freeze frame are included in this document.

The on-board module will respond to this message by transmitting the requested data value stored by the system. All data values returned for sensor readings will be actual stored readings, not default or substitute values used by the system because of a fault with that sensor.

Not all PIDs are applicable or supported by all systems. PID $00 is a bit-encoded PID that indicates, for each module, which PIDs that module supports. Therefore, PID $00 must be supported by all modules that respond to a Service $02 request as defined in this document.

PID $02 indicates the DTC that caused the freeze frame data to be stored. If freeze frame data is not stored in the module, the system should report $00 00 as the DTC. Any data reported when the stored DTC is $00 00 may not be valid.

The frame number byte will indicate $00 for the freeze frame data. Manufacturers may optionally save additional freeze frames and use this service to obtain that data by specifying the freeze frame number in the request. If a manufacturer uses these additional freeze frames, they will be stored under conditions defined by manufacturer, and contain data specified by the manufacturer.

139.

5.2.2. Message data bytes


>TABLE>

140.

Figure 5 - Message data bytes


5.3. PIDs for Services $01 and $02 - see Figure 6

>TABLE>

Figure 6: PIDs for services $01 and $02 (continued).

Note 1: Letters in the column under Service $01 or $02 indicate that this value is included in OBD legislation as indicated below. This information is for guidance only and may be out of date. Refer to the latest appropriate regulations to determine if each value is required to be supported on a given vehicle, or only required if available.

5.4. Service $03 - Request Emission-Related Powertrain Diagnostic Trouble Codes

5.4.1. Service $03 Functional Description

The purpose of this service is to enable the off-board test device to obtain stored emission-related powertrain trouble codes. This shall be a two step process for the test equipment but a module may respond to a Service $03 request without a Service PID $01 request. If a tester establishes that the Service $01, PID $01 is not supported by all of the modules on the vehicle it may send only Service $03 requests on all subsequent DTC requests.

Step 1: Send a Service $01, PD $01 request to get the number of stored emission-related powertrain trouble codes from all modules that have this available. Each on-board module that has codes stored will respond with a message that includes the number of stored codes to be reported. If a module capable of storing powertrain codes does not have stored codes, then that module shall respond with a message indicating zero codes are stored.

Step 2: Send a Service $03 request for all stored emission-related powertrain codes. Each module that has codes stored will respond with one or more messages, each containing up to three codes. If no codes are stored in the module, then the module may not respond to this request.

If additional trouble codes are set between the time that the number of codes are reported by a module, and the stored codes are reported by a module, then the number of codes reported could exceed the number expected by the tool. In this case, the tool should repeat this cycle until the number of codes reported equals the number expected based on the Service 1 response.

Diagnostic trouble codes are transmitted in two bytes of information for each code. The first two bits (high order) of the first byte for each code will be zeros to indicate a powertrain code (refer to Appendix 3 for additional interpretation of this structure). The second two bits will indicate the first digit of the diagnostic code (0 through 3). The second nibble of the first byte and the entire second byte are the next three digits of the actual code reported as binary coded decimal (BCD). A powertrain trouble code transmitted as $0143 should be displayed as P0143. See Figure 7.

>REFERENCE TO A FILM>

141.

Figure 7: diagnostic trouble code encoding example


If less than three trouble codes are reported, the response messages used to report diagnostic trouble codes should have their unused bits set to zero to maintain the required fixed message length or all messages.

If there are no diagnostic trouble codes to report, no response is required.

142.

5.4.2. Message data bytes


>TABLE>

143.

Figure 8 - Message data bytes


Note: Refer to Appendix 2 (ISO CD XXX2 - SAE J2012, Recommended Format and Messages for Diagnostic Trouble Codes, the encoding method for trouble codes.

144.

5.4.3. Powertrain diagnostic trouble code example (assume 10,4 Kbps)


>TABLE>

145.

Figure 9: Powertrain diagnostic trouble code example


5.5. Service $04 - Clare/reset emission-related diagnostic information

146.

5.5.1. Functional description


The purpose of this service is to provide a means for the external test device to command on-board modules to clear all emission-related diagnostic information.

This includes:

- Clear number of diagnostic trouble codes (Service $01, PID $01)

- Clear diagnostic trouble codes (Service $03)

- Clear trouble code for freeze frame data (Service $01, PID $02)

- Clear freeze frame data (Service $02)

- Clear oxygen sensor test data (Service $05)

- Reset status of system monitoring test (Service $01, PID $01)

- Clear on-board monitoring test results (Services $06 and $07)

Other manufacturer specific 'clearing/resetting' actions may also occur in response to this request.

For safety and/or technical design reasons, some modules may not respond to this test service under all conditions. All modules must respond to this test service request with the ignition ON and with the engine not running. Modules that cannot perform this operation under other conditions, such as with the engine running, will ignore the request.

147.

5.5.2. Message data bytes


>TABLE>

148.

Figure 10: Message data bytes


5.6. Service $05 - Request oxygen sensor monitoring test results

149.

5.6.1. Functional description


The purpose of this service is to allow access to the on-board oxygen sensor monitoring test results. The same information may be obtained by the use of service $06.

The request for test results includes a test ID value that indicates the information requested. Test value definitions, scaling information, and display formats are included in this document.

Many methods may be used by different manufacturers to comply with this requirement. If data values are to be reported using these messages that are different from those predefined in this document, ranges of test values have been assigned that can be used which have standard units of measure. The tool can convert these values and display them in the standard units.

The on-board module will respond to this message by transmitting the requested test data last determined by the system.

The operation of this diagnostic service in the on-board module is different from Service $01. Service $01 reports data value(s) that are stored internally at a single, or multiple contiguous, locations in memory. Service $05 can report data values that are stored in non-contiguous memory locations. As an example, test results may be stored in RAM, and test limits, (if the value is a calculated value), would normally be stored in ROM. Therefore, the on-board software has additional requirements to respond to this request than it does for Service $01 requests.

Not all test values are applicable or supported by all vehicles. An optional feature of this test service is for the on-board model to indicate which test IDs are supported. Test ID $00 is a bit-encoded value that indicates support for test IDs from $01 to $20. Test ID $20 indicates support for test IDs $21 through $40, etc. This is the same concept as used for PID support in test services $01 and $02. If Test ID $00 is not supported, then the module does not use this feature to indicate test ID support.

150.

5.6.2. Message Data Bytes


>TABLE>

151.

Figure 11: Message data bytes


>REFERENCE TO A FILM>

152.

Results of latest mandated on-board oxygen sensor monitoring test


Figure 12: Test ID Value Example

Numbers refer to Test ID

>TABLE>

153.

Figure 13 - Message data byte description


5.7. Service $06- Request on-board monitoring test results for non-continuously monitored systems

154.

5.7.1. Functional description


The purpose of this test service is to allow access to the results for on-board diagnostic monitoring tests of specific components/systems that are not continuously monitored. Examples are catalyst monitoring and the evaporative system monitoring.

The vehicle manufacturer is responsible for assigning test IDs and component IDs for tests of different systems and components. Test results are requested by test ID. Only one test limit is included in a response message, but that limit could be either a minimum or a maximum limit. If both a minimum and maximum test limit are to be reported, then two response messages will be transmitted, in any order. The most significant bit of the 'test limit type/component ID' byte will be used to indicate the test limit type.

This test service can be used as an alternative to Service $05 to report oxygen sensor test results.

155.

5.7.2. Message data bytes


>TABLE>

>TABLE>

156.

Figure 14: Message data bytes


157.

5.7.3. Message Example


>TABLE>

158.

Figure 15: Message example


5.8. Service $07 - Request on-board monitoring test results for continuously monitored systems

159.

5.8.1. Functional description


The purpose of this service is to enable the off-board test device to obtain test results for emission-related powertrain components/systems that are continuously monitored during normal driving conditions. The intended use of this data is to assist the service technician after a vehicle repair, and after clearing diagnostic information, by reporting test results after a single driving cycle. If the test failed during the driving cycle, the DTC associated with that test will be reported. Test results reported by this service do not necessarily indicate a faulty component/system. If test results indicate a failure after additional driving, then the MI will be illuminated and a DTC will be set and reported with Service $03, indicating a faulty component/system.

Test results for these components/systems are reported in the same format as the diagnostic trouble codes in Test Service $03 - refer to the functional description for Service $03.

If less than 3 DTC values are reported for failed tests, the response messages used to report the test results should be padded with $00 to fill seven data bytes. This maintains the required fixed message length for all messages.

If there are no test failures to report, no response is required.

160.

5.8.2. Message data bytes


>TABLE>

161.

Figure 16: Message data bytes


5.9. Service $08- Request control of on-board system, test or component

162.

5.9.1. Functional description


The purpose of this service is to enable the off-board test device to control the operation of an on-board system, test or component.

The data bytes will be defined, if necessary, for each Test ID, and will be unique for each Test ID. If any data bytes are unused for any test, they should be filled with $00 to maintain a fixed message length.

Possible uses for these data bytes in the request message are:

- turn device ON,

- turn device OFF,

- cycle device for nn seconds.

Possible uses for these data bytes in the response message are:

- report system status,

- report test results.

163.

5.9.2. Message data bytes


>TABLE>

164.

Figure 17: Message data bytes


165.

5.9.3. Test ID and data byte description


>TABLE>

166.

Figure 18 - Test ID and data byte description


Appendix 3

OBD TESTS AND TOOLS

167.

1. SCOPE


This Appendix defines the requirements of OBD tools, i.e. test equipment that will interface with vehicle modules in support of the OBD diagnostic requirements. It covers the required capabilities of and conformance criteria for OBD Scan Tools.

This Appendix is based on ISO CD XXX4 and SAE J1978, 'OBD II Scan Tool'.

168.

2. REFERENCES


2.1. Applicable documents:

The following publications from a part of this Appendix to the extent specified herein.

2.1.1. >TABLE>

2.1.2. >TABLE>

3. California Code of Regulations, Section 1968.1, Title 13 - Malfunction and diagnostic system requirements 1994 and subsequent model year passenger cars, light duty trucks, and medium duty vehicles with feedback control systems

Environmental Protection Agency 40 CFR Part 86 - Control of air pollution from new motor vehicles and new motor vehicle engines; regulations requiring on-board diagnostic systems on 1994 and later model year light-duty vehicles and light-duty trucks

4. Most terms for components and systems contained in this document are included in ISO CD XXX3 (SAE J1930) - Terms, definitions, and acronyms. This section includes additional definitions of terms used in this document, not includes in ISO CD XXX3.

4.1. Service = test mode

169.

4.2. No further definitions


170.

5. REQUIRED FUNCTIONS


The following are the basic functions that the OBD scan tool is required to support or provide:

- automatic hands-off determination of the communication interface used,

- obtaining and displaying the status and results of vehicle on-board emission related diagnostic evaluations,

- obtaining and displaying OBD emissions related diagnostic trouble codes (DTCs),

- obtaining and displaying OBD emissions related current data,

- obtaining and displaying OBD emissions related freeze frame data,

- clearing the storage of OBD emissions related diagnostic trouble codes, OBD emissions related freeze frame data storage and OBD emissions related diagnostic tests status,

- ability to perform expanded diagnostic protocol functions as described in ISO CD XXX6 (SAE J2205),

- obtaining and displaying OBD II emissions related test parameters and results as described in Appendix 2,

- provide a user manual and/or help facility.

171.

6. VEHICLE INTERFACE


The following specifies the minimum vehicle interfaces to be supported by an OBD Scan Tool.

172.

6.1. Communication data link and physical layers


The OBD scan tool must be able to communicate with vehicle control modules using the communication interfaces described as follows. ISO CD XXX6 (SAE J2205) describes a set of functions and communication criteria.

173.

6.1.1. ISO 11519-4: Recommended practice class B data communication network interface


ISO 11519-4 describes two sets of data link and physical layers for class B vehicle serial multiplex bus networks. The OBD scan tool must support both ISO 11519-4 protocols in a manner that is transparent to the user.

174.

6.1.2. ISO 9141-2: 1994 (E) Road vehicles - Diagnostic systems - CARB Requirements for Interchange of Digital Information


ISO 9141-2 describes the physical and data link layers of a vehicle serial diagnostic bus. Refer to ISO CD XXX9 for further clarification regarding the use of ISO 9141-2.

175.

6.1.3. ISO CD 14230-1,2: Road vehicles - Diagnostic Systems - Keyword Protocol 200 - Physical and Data Link Layers


Refer to ISO 14230 for further clarification regarding the use of KWP2000.

176.

6.2. Connector


The OBD scan tool must be compliant with SAE J1962 diagnostic connector. The OBD scan tool must support the standard pin assignments defined in SAE J1962.

177.

6.3. Messages


Appendix 2 or ISO 14230-1,2 describes the request messages to be sent by the OBD scan tool to the vehicle and the response messages to be sent by the vehicle to the OBD II scan tool in order to perform the required services.

178.

6.4. Expanded diagnostic protocol


The OBD scan tool must allow the user to enter and send vehicle specific messages defined and supplied in motor vehicle manufacturer documents and display the related response messages, as defined in ISO CD XXX6 (SAE J2205).

179.

6.5. Automatic hands off determination of the communication interface used in a given vehicle


180.

6.5.1. General


While there are four types of communication interfaces that could be used to access the OBD functions in a given vehicle (i. e.: ISO 11519-4 (SAE J1850) 41,6 Kbps PWM, ISO 11519-4 (SAE J1850) 10,4 Kbps VPW with CRC, ISO 9141-2, KWP2000 ISO CD 1430-1,2), only one is allowed to be used in any one vehicle to access all supported OBD functions.

When connected to a vehicle and/or when the OBD support is selected where such a selection is necessary, the OBD scan tool shall automatically attempt to determine which of the possible communication interfaces is being used in the vehicle to support OBD related functions. The tool will continue to try to determine which interface is being used until it is successful in doing so. No user input will be required, nor allowed, to determine the appropriate interface.

Indications or messages will be displayed during this process informing the user that initialisation is taking place and, if all interface types have been tested and none is responding properly to the request for OBD services, the OBD Scan Tool must advise the user:

- to verify that the ignition is on,

- to check the emissions label or vehicle service information to verify that the vehicle is OBD equipped,

- to check that the tool is connected to the vehicle correctly.

181.

6.5.2. Initialization details


Only the following steps shall be used by an OBD scan tool to attempt to determine the type of communications interface used in a given vehicle to support OBD functions.

- Test for ISO 11519-4 (SAE J1850) 41,6 Kbps PWM

step 1: enable the ISO 11519-4 (SAE J1850) 41,6 Kbps PWM interface;

step 2: send a service 1 PID 0 request message;

step 3: if a service 1 PID 0 response message is received then ISO 11519-4(SAE J1850) 41,6 Kbps PWM is the type of interface used in a vehicle for OBD support.

- Test for ISO 11519-4 (SAE J1850) 10,4 Kbps VPW

step 1: enable the ISO 11519-4 (SAE J1850) 10,4 Kbps VPW interface,

step 2: send a service 1 PID 0 request message,

step 3: if a service 1 PID 0 response message is received then ISO 11519-4 (SAE J1850) 10,4 Kbps VPW with CRC is the type of interface used in a vehicle for OBD support.

- Test for ISO 9141-2

step 1: enable the ISO 9141-2 interface,

step 2: send a service 1 PID 0 request message,

step 3: if the initialization sequence defined in ISO 9141-2 is completed successfully, then ISO 9141-2 is the type of interface used in a vehicle for OBD II support.

- Test for KWP2000 ISO CD 14230-1,2

182.

step 1: enable the ISO 14230-1,2 interface


step 2: if the initialization sequence defined in ISO 14230-1,2 is completed successfully, then ISO 14230-1,2 is the type of interface used in a vehicle for OBD support.

The previous tests may be performed in any order and where possible may be performed in parallel.

The service 1 PID 0 request and response messages are defined in Appendix 2.

If the tester fails to establish communications using sane of the initialisations and if the ignition is on and the vehicle emissions label or service information indicates the vehicle is OBD equipped, then the tester should indicate that there is a data link fault.

183.

6.6. On-board diagnostic evaluations


184.

6.6.1 Completed on-board system readiness tests


Immediately after initial communications are established, the OBD scan tool shall obtain the status of the on-board system readiness tests. If any supported tests have not been completed, the OBD scan tool shall indicate to the user: 'Not all supported on-board system readiness tests have been completed' or equivalent. The OBD scan tool shall also allow the user to identify which readiness tests (if any) have not been completed.

185.

6.6.2. Supported on-board system readiness tests


The OBD Scan Tool must be capable of indicating to the user which of the tests defined by Appendix 2 service 1 PID 1 data bytes 4 and 5 are supported and which are completed.

186.

6.6.3 Malfunction indicator


The OBD scan tool must be capable of indicating if the MI has been commanded ON and if so, by which module or modules.

6.7. Use of ISO CD XXX5 (SAE J2201), universal interface for OBD scan tools.

The OBD scan tool shall use the interface described in ISO CD XXX5 (SAE J2201), or an equivalent, as the interface to vehicles.

187.

6.8. Handling of no response from vehicle


Vehicle modules may not respond to request messages from the OBD II Scan Tool because of incorrect communication of a request message or because the module does not support the request message. If a response is not received within the timeout period prescribed by the protocol, the scan tool shall:

1. first, retransmit the request message;

2. second, if still no response is received, transmit a service 1 PID 0 request message, in order to determine if communication with the vehicle is currently possible, and if the data desired is available;

3. third, if a service 1 PID 0 response is received, transmit other messages, if available, to determine if the desired data is supported by the vehicle;

4. lastly, if the above steps fail then as appropriate indicate to the user, that communication with the vehicle, the module or for the information the user has selected can not be performed.

188.

6.9. Connections to the vehicle in addition to the SAE J1962 diagnostic connector


When connections are made between external equipment and the vehicle in addition to connections made between the same external equipment and the vehicle using the SAE J1962 diagnostic connector, any ground circuits must conform to the requirements of the chassis ground circuit in the SAE J1962 connector. The intent of this requirement is to maintain the isolation between the vehicle ground and the signal ground in external equipment.

189.

7. SYSTEM INTERACTION CAPABILITY


190.

7.1. Obtain and display OBD II emissions related diagnostic trouble codes


The OBD scan tool must be capable of obtaining, converting and displaying OBD emissions related diagnostic trouble codes from a vehicle that can be transmitted by a response to a ISO CD XXX1 (SAE J1979) request (see Appendix 2). Either the diagnostic trouble code, its descriptive text or both must be displayed. Diagnostic trouble codes and their descriptive text are defined in Appendix 4. When diagnostic trouble code data are selected for display, the OBD scan tool will continuously request of the vehicle it's DTC data and display the data received in the corresponding response messages.

191.

7.2. Obtain and display OBD emissions related current data, freeze frame data, test parameters and results


The OBD scan tool must be capable of obtaining, converting and displaying:

- OBD emissions related current data,

- OBD emissions related freeze frame data,

- test parameters and results data as described in Appendix 2. Appendix 2 details the available data, the messages to be used to request the data, the messages to be used to return the data, the conversion values for the data and the format to be used to display the data.

When current data items are selected for display, the OBD scan tool will continuously request of the vehicle the data to be displayed and display the data received in the corresponding response messages. When freeze frame or test parameters and results are selected for display, the OBD scan tool does not need to continuously request and display those items.

Where applicable, the OBD II scan tool must indicate whether a test limit is a high limit or a low limit. Where applicable, the display of test results must also show the test ID and component ID.

Data from the vehicle may indicate which items are supported, in which case this information shall be made available to the user by the OBD scan tool. The OBD scan tool shall also allow users to specify requests for services, parameters, test IDs, etc. irrespective of whether the vehicle has indicated support for such items.

192.

7.3. Responses from multiple modules


The OBD scan tool must be capable of interfacing with a vehicle in which multiple modules may be used to support OBD requirements.

The OBD scan tool must inform the user when multiple modules respond to the same request.

The OBD scan tool must inform the user when multiple modules respond with different values for the same data item.

The OBD scan tool must provide the user with the ability to select for display, as separate items, the responses received from multiple modules for the same data item.

193.

7.4. Code clearing


The OBD Scan Tool must be capable of sending a request to clear OBD emissions related diagnostic trouble codes, OBD emissions related freeze frame data and OBD emissions related diagnostic tests status information. The OBD Scan Tool must require the user to confirm such a request before transmitting (e. g. are you sure?).

194.

8. GENERAL CHARACTERISTICS


195.

8.1. Display


The OBD scan tool must be capable of displaying simultaneously at least two items of OBD emissions related data.

A list of the OBD emissions related current data and freeze frame data items, their parameter IDs, data resolution and data conversion information, units and display formats is provided in Appendix 2. The display units shall be the Standard International (SI) and English units as specified in Appendix 2. A user shall be able to select between English and SI values. The unit conversions specified in Appendix 2 shall be used.

The display of each OBD emissions related current data or freeze frame data shall include the following:

- data value,

- data parameter ID or name,

- the module ID of the module that supplied the data.

The display of each OBD emissions related diagnostic trouble code shall include the module ID of the module that supplied the code.

As a minimum the data values of two data items must be displayed simultaneously. A display of the parameter IDs of the data items and the IDs of the modules that supplied the data items must be easily accessible if not displayed with the data values.

The units of measurement associated with the data items must either be:

- displayed with the data values or,

- easily accessible on the display or,

- readily available to the user (e. g. on the tester body),

- having this information available in a user's manual separate from the body of the tool does not satisfy this requirement.

The display must be capable of showing at least alphanumeric characters.

196.

8.2. User Input


The OBD Scan Tool must include some form of user input that would allow the user to:

- Select between the basic functions required by OBD II, i. e.:

- display current data,

- display freeze frame data,

- display trouble codes,

- clear emissions related data,

- display test parameters and results;

- select for simultaneous display at least two items of any one of the following:

- OBD emissions related current data,

- OBD emissions related diagnostic trouble codes,

- OBD emissions related freeze frame data,

- OBD emissions related test parameters and results;

responses from multiple modules to requests for a current data item or a freeze frame data item are treated as separate data items for selection and display purposes;

- to verify a request to clear and/or reset OBD emissions related diagnostic information as defined by Appendix 2,

- enter and send expanded diagnostic protocol messages as defined in ISO CD XXX6 (SAE J2205).

197.

9. POWER REQUIREMENTS IF POWERED BY THE VEHICLE THROUGH THE ISO 11519 (SAE J1962) DIAGNOSTIC CONNECTOR


Voltage

Must operate normally within a range of 8,0 to 18,0 volts DC.

Must survive a steady state voltage of up to 24,0 volts DC for at least 10,0 minutes.

Must survive a steady state reverse voltage of up to 24,0 Volts DC for at least 10 minutes.

The tool must withstand cranking in that communications and data shall not be lost during battery voltage reductions to 5,5 V for up to 0,5s. The display need not function during this period.

For Maximum current refer to ISO 11519 (SAE J1962).

198.

10. ELECTROMAGNETIC COMPATIBILITY (EMC)


The tool must not interfere with the normal operation of vehicle modules.

The normal operation of the tool must be immune to conducted and radiated emissions present in a service environment and when connected to a vehicle.

The tool must be immune to reasonable levels of Electrostatic Discharge (ESD).

EMC and ESD measurements and limits will be in accordance to the standards prevailing in the country in which the tester is to be sold.

199.

11. CONFORMANCE TESTING


200.

11.1. General


The documents relating to conformance testing are still being prepared. When they are completed the tests outlined below will need to be revised accordingly.

Conformance testing defines the tests required to be passed in order for tools to be type approved as "ISO CD XXX4 < date to be added> OBD SCAN TOOL COMPATIBLE" or 'CONFORMS TO ISO CD XXX4'. Tools that do not pass these tests are not to be so labelled. Validation of the conformance test is the responsibility of the scan tool manufacturer and the scan tool manufacturer may elect to self-certify.

The tests in this section must be performed successfully five consecutive times in order to be considered passed.

Three examples of at least production intent level tools must pass all these tests in order for a given version of tool hardware and software to be considered passed.

Any changes to the hardware of software used in a tool for the functions described in this document will require a retest of these tests or an explanation from the tool manufacturer as to why the change should not require a retest. Where an explanation is submitted in lieu of a retest due to a change, the organization originally performing these tests will determine whether the explanation is acceptable or whether a retest is required. Reasonable normal engineering criteria will be used when determining whether to accept an explanation.

The scan tool manufacturer shall make available to the buying public:

- the methods used to make these tests,

- the results of the tests,

- clear indication of the versions of hardware and software that conform (i.e. labeled as conforming to or are compatible with the requirements of ISO CD XXX4 OBD scan tool or other labeling to that effect).

Both proper and improper response messages will be employed during these tests. Improper responses are those that have incorrect first, second or third bytes of the header, an incorrect mode, an incorrect PID, an incorrect length of the response message, or with an incorrect CRC or CS. The tool must ignore all improper response messages and perform as if no response was received.

Situations involving multiple modules responding to a single request, single modules responding with multiple responses to a single request and multiple modules responding with multiple responses to a single request will be tested.

The interval between the end of the request message and the beginning of the response message(s) will be varied from 0 ms up to the delay required to show a no response indication on the OBD II Scan Tool. The delay that causes the no response indication will be compared to the value defined in each protocol.

The format, content and order of messages transmitted on each of the buses will be observed and reviewed for correctness.

The ability to obtain and report the results of the on-board system readiness tests shall be verified. The ability to report which tests the vehicle supports and have been completed shall be verified.

The requirements described in 11.3 through 11.7 (inclusive) shall be verified on each protocol specified in 6.1.

When performing these tests, observation of the indications and displays provided to the user and the signals on the ISO 11519-4 (SAE J1850) (bus +) and (bus-) lines, the ISO 9141-2 K and L lines and ISO 14230-1,2 K and L lines will be the criteria for proper performance.

These tests will be executed in an environment of 25° C +/-3° C and between 30 % and 80 % relative humidity +/-5 %.

The hardware and software used in the OBD II Scan Tool version being tested must be identified.

201.

11.2. Determine OBD II communication type


Item to be tested:

Automatic hands off determination of interface type:

- that it is automatic when the SAE J1962 connector is plugged into its mating connector in the vehicle and/or OBD support is selected, where such a selection is necessary,

- that a test of all OBD communication interfaces is performed at least once per scan,

- that the scan of all interfaces continues until successful or until terminated by the user,

- that some indication is provided to the user that the scan of interfaces is being performed,

- that a failure to successfully find an OBD II interface during a scan of all the possible interfaces is indicated to the user at the completion of each and every scan,

- that when an OBD interface is successfully found, the tool automatically prompts the user for function selection,

- that the tool provides and uses the facilities and/or messages defined in SAE J2201 (or equivalent), Appendix 2, ISO 9141-2, ISO 11519-4 (SAE J1850), ISO 14230 and Appendix 4,

- that the tool does not exceed the polling rates specified in Appendix 2,

- that the tool provides the proper bias for the K and L lines as specified in ISO 9141-2 and ISO 14230-1,

- that the tool performs the initialisation tests according to 6.5.2, and indicates the information according to 6.5.1.

The interface determination tests will be performed:

- with no modules available,

- with an ISO 9141-2 module available,

- with a KWP2000 (ISO 14230) module available,

- with a ISO 11519 (SAE J1850) 41,6 Kbps PWM module available,

- with a ISO 11519 (SAE J1850) 10,4 Kbps VPW module available.

202.

11.3 On-board system readiness tests


Item to be tested:

- that the tool automatically requests and reports the results of the supported on-board system readiness tests.

203.

11.4. Select functions


Item to be tested:

- that the tool supports the functions described in Section 5,

- that the user is able to move back and forth between these functions.

The criteria for successfully passing this test is to be able to easily move back and forth between all functions and observe the results.

204.

11.5. Select and display items


Item to be tested:

- that the user is able to select and display simultaneously at least two items from any one of:

- available DTC's,

- current data items,

- available freeze frame data items, and

- test parameters and results.

- that the module ID's and the PID's or parameter names associated with all the items mentioned above can also be displayed either (a) simultaneously with the displayed items, or (b) in some alternate method (printed material, etc.),

- that the units-of-measurement information associated with all the possible current data items and freeze frame data items is easily available either as a part of the data display, displayed separately, or otherwise available on or with the tool body itself,

- that the tool is able to handle multiple responses from the same module due to one request,

- that the tool is able to handle responses from multiple modules due to one request,

- that the tool is able to handle multiple responses from multiple modules due to one request,

- that the tool informs the user that responses from multiple modules due to one request were received. Responses for multiple modules to a request are to be made available to the user as separate items for display,

- that the tool informs the user that different responses from multiple modules due to one request were received.

The criteria for successfully passing this test is to easily select back and forth between all the items and observe the results.

205.

11.6. Verify requests to clear codes


Item to be tested:

- that the selection of the clear codes function incorporates a request to the user to verification,

- that both yes and no responses to the request to the user to verify the selection of the clear codes function are processed appropriately.

This test should involve situations where there are some DTC's to clear and other situations where there are no DTC's to clear. When making this test, the presence of DTC's must be verified both before and after the clear codes function is selected.

206.

11.7. General diagnostic communication tests


When performing tests involving diagnostic messages, tests are to be made of the tool's ability to handle an immediate response, a slow response and a response delayed longer than the maximum allowed by each of the protocols.

The tool should be able to process all responses that are received within the maximum time allowed by each protocol and indicate a no response condition to the user when the response is delayed longer than the maximum allowed by each protocol.

The tool must support the transmission of its node address as an in-frame-response during the transmission of any response messages from modules on an ISO 11519 (SAE J1850) bus and must be able to handle both the presence and the absence of an in-frame-response during the tool's transmission of request messages.

207.

11.8. Expanded diagnostic protocol


Item to be tested:

- that the user is reasonably able to enter expanded diagnostic protocol (EDP) input and that the OBD Scan Tool correctly executes the entered EDP input.

208.

11.9. Capacitance and impedance at the SAE J1962 connector


Item to be tested:

- that the capacitance and impedance of the OBD scan tool, connecting cables and the male SAE J1962 connector, as seen at the connector, are within the limits defined in ISO 11519 (SAE J1850), ISO 9141-2, ISO 14230 and SAE J1962. Note that SAE J1962 details the impedance of both the used and unused pins.

Measurement of these parameters will be made by the testing agency at their discretion following generally acceptable engineering practices.

209.

11.10. Operating voltage and current draw


Item to be tested:

- that the OBD scan tool will correctly operate throughout the voltage range specified in the Section 9 of this Appendix and will not require more than the maximum current specified in the Section 9 of this Appendix.

- that the tool will survive the use of supply voltages of up to the maximum survival voltage and survival reverse voltage specified in the Section 9 of this Appendix.

During other conformance tests, the voltage supplied to the OBD Scan Tool is to be varied throughout the specified range and check for continuous operation. Also the current draw is to be compared with the limit specified.

210.

11.11. Protocol check


Item to be tested:

- that all the request and response messages defined by each of the protocols, as specified in Section 6 are properly and appropriately used by the OBD Scan Tool.

211.

11.12. Alphanumeric display


Item to be tested:

- that the OBD scan tool is able to display alphanumeric characters.

The results of the above test will be observed to determine the ability of the OBD scan tool to display alphanumeric characters.

212.

11.13. User manual and help facility


Item to be tested:

- that a useful user manual and/or HELP facility is available with the OBD Scan Tool.

- that the user manual and/or HELP facility at least includes:

- parameter definitions and test IDs as described in Appendix 2,

- DTC definitions as described in Appendix 4,

- all abbreviations used by the tool,

- how to select the functions,

- how to select items for simultaneous display,

- how to determine the PID, item name and module ID of data returned for display,

- how to verify the selection of the clear codes function,

- how to obtain and display OBD emissions related test parameters and results as described in related documentation for each protocol,

- how multiple responses from one request is indicated,

- how different responses to the same request is indicated,

- what current and freeze frame data items are available through OBD,

- how to enter requests for the Expanded Diagnostic Protocol and interpret the results.

The OBD scan tool will be tested for a HELP facility and/or the availability and coverage of a user manual.

213.

Appendix 4


NUMERIC CODES

214.

1. SCOPE


This Appendix provides some recommended uniformity for these numeric codes. It further provides guidance for uniform messages associated with these codes.

The document is comprised of several sections addressing format structure, messages, and a few examples applying the recommendations of the document. The actual code assignments and messages for powertrain systems are contained in one part attached to the Appendix (Part A).

The recommended Diagnostic Trouble Codes (DTC) consist of a three digit numeric code preceded by an alpha-numeric designator. The code structure itself is partially open ended. A portion of the available numeric sequences (portions of 'B0', 'C0', 'P0', and 'U0') are reserved for uniform codes assigned by this or future updates of this document. Because of continued development in OBD systems and the flexibility of the partially open assignment structure, particular attention should be paid to ensure the user has the latest version of this document.

This Appendix is based on ISO CD XXX2 and SAE J2012, 'Diagnostic trouble code definitions'.

215.

2. NORMATIVE REFERENCES (REFERENCES)


216.

2.1. Applicable documents


The following publications form a part of this specification to the extent specified herein.

2.1.1. >TABLE>

2.1.2. >TABLE>

217.

3. DEFINITIONS


Most circuit, component, or system diagnostic trouble codes are defined by four basic categories: general circuit malfunction, range/performance problem, low or high circuit input.

Most terms for components and systems contained in this document are included in ISO CD XXX3 (SAE recommended practice J1930) referenced above. This section includes additional definitions of terms not included in ISO CD XXX3.

218.

3.1. General circuit malfunction


Fixed value or no response from the system. Manufacturers may choose to use this code in place of the dual high/low (defined below) or use to indicate any other failure mode.

219.

3.2. Range/performance


The circuit is functional but not in the normal operating range. May also be used to indicate stuck, erratic, intermittent, or skewed values indicating poor performance of a circuit, component, or system.

220.

3.3. Low input


Circuit voltage, frequency, or other signal measured at the control module input terminal or pin that is at or near zero. This is measured with the external circuit, component, or system connected. The signal type (voltage frequency, etc.) shall be included in the message in place of the word 'input'.

221.

3.4. High input


Circuit voltage, frequency, or other signal measured at the control module input terminal or pin that is at or near full scale for the particular signal being measured. This is measured with the external circuit, component, or system connected. The signal type (voltage, frequency, etc.) shall be included in the message in place of the word 'input'.

3.5. >REFERENCE TO A GRAPHIC>

While each manufacturer has the ability to define the specific DTC's to meet their specific controller algorithms all DTC words must meet applicable ISO CD XXX3 (SAE recommended practice J1930) referenced above.

222.

4. FORMAT STRUCTURE


223.

4.1. Description


The diagnostic trouble code consists of an alpha-numeric designator, B0 - B3 for Body, C0 - C3 for Chassis, P0 - P3 for Powertrain, and U0 - U3 for Network Communication, followed by three digits. The assignment of the proper alpha designator should be determined by the controller into which the particular function being diagnosed is being integrated, or in the case of multiple controllers, the area most appropriate for that function. In most cases, the alpha designator will be implied since diagnostic information will be requested from a particular controller. In the cases where the source of the diagnostic information is not clear, the uppermost nibble of the two-byte code message as defined in Appendix 2 will define the source system as follows:

224.

0000-P0 - powertrain codes ISO / SAE controlled


225.

0001-P1 - powertrain codes manufacturer controlled


226.

0010-P2 - powertrain codes reserved


227.

0011-P3 - powertrain codes reserved


228.

1100-U0 - network communication codes ISO / SAE controlled


229.

1101-U1 - network communication codes manufacturer controlled


230.

1110-U2 - network communication codes manufacturer controlled


1111-U3 - network communication codes reserved.

Within each code class, the first of the three digits identifies a particular grouping of codes. These particular groupings each contain a series of 100 sequence numbers for particular code definitions.

Codes have been defined to indicate a suspected trouble or problem area and are intended to be used as a directive to the proper service procedure. To minimise service confusion, fault codes should not be used to indicate the absence of problems or the status of parts of the system (e.g. powertrain system O. K., or MIL illuminated), but should be confined to indicated areas in need of service attention. Each alpha designator has code subdivisions which are industry controlled or which are manufacturer specific. These are shown in the above Table and described as 'Core' and 'non-uniform' respectively in the following clauses. Codes in the ISO/SAE subdivisions even if not defined in this document are not to be used by manufacturers until they have been approved by SAE and ISO.

231.

4.2. Core DTCs


Core diagnostic trouble codes are those codes where industry uniformity has been achieved. These codes were felt to be common enough across most manufacturers' applications that a common number and fault message could be assigned. All undefined numbers in each grouping have been reserved for future growth. Although service procedures may differ widely amongst manufacturers, the fault being indicated is common enough to be assigned a particular fault code.

232.

4.3. Non-uniform DTC


Areas within each alpha designator have been made available for non-uniform DTCs. These are fault codes that will not generally be used by a majority of the manufacturers due to basic system differences, implementation differences, or diagnostic strategy differences. Each vehicle manufacturer or supplier who designs and specifies diagnostic algorithms, software, and diagnostic trouble codes are strongly encouraged to remain consistent across their product line when assigning codes in the manufacturer controlled area. For powertrain codes, the same groupings should be used as in the ISO / SAE controlled area, i.e., 100's and 200's for Fuel and Air Metering, 300's for Ignition System or Misfire, etc.

Code groupings for non-Powertrain codes will be defined at a later date.

233.

4.4. Powertrain system groupings


234.

4.4.1. P0XXX - ISO /SAE Controlled


235.

4.4.1.1. P01XX - Fuel and air metering


236.

4.4.1.2. P02XX - Fuel and air metering


237.

4.4.1.3. P03XX - Ignition system or misfire


238.

4.4.1.4. P04XX - Auxiliary emission controls


239.

4.4.1.5. P05XX - Vehicle speed, idle control, and auxiliary inputs


240.

4.4.1.6. P06XX - Computer and auxiliary outputs


241.

4.4.1.7. P07XX - Transmission


242.

4.4.1.8. P08XX - Transmission


243.

4.4.1.9. P09XX - Reserved for ISO / SAE


244.

4.4.1.10. P00XX - Reserved for ISO / SAE


245.

4.4.2. P1XXX - Manufacturer controlled


246.

4.4.2.1. P11XX - Fuel and air metering


247.

4.4.2.2. P12XX - Fuel and air metering


248.

4.4.2.3. P13XX - Ignition system or misfire


249.

4.4.2.4. P14XX - Auxiliary emission controls


250.

4.4.2.5. P15XX - Vehicle speed, idle control, and auxiliary inputs


251.

4.4.2.6. P16XX - Computer and auxiliary outputs


252.

4.4.2.7. P17XX - Transmission


253.

4.4.2.8. P18XX - Transmission


254.

4.4.2.9. P19XX - Category to be determined by ISO / SAE


255.

4.4.2.10. P10XX - Category to be Determined by ISO / SAE


256.

4.4.3. P2XXX - ISO / SAE Reserved


257.

4.4.4. P3XXX - ISO / SAE Reserved


258.

4.5. Network Communication Groupings


259.

4.5.1. U0XXX - ISO / SAE Controlled


260.

4.5.2. U1XXX - Manufacturer Controlled


261.

4.5.3. U2XXX - Manufacturer Controlled


262.

4.5.4. U3XXX - Reserved


263.

5.0. MESSAGES


Each defined fault code has been assigned a message to indicate the circuit, component or system area that was determined to be at fault. The messages are organized such that different messages related to a particular sensor or system are grouped together. In cases where there are various fault messages for different types of faults, the group also has a 'generic' message as the first code/message of the group. A manufacturer has a choice when implementing diagnostics, based on the specific strategy and complexity of the diagnostic, whether to use one 'generic' code for any fault of that circuit, component or system or to use the more specific codes for better defining the type of fault that was detected. The manufacturer must determine what codes and messages best fit the diagnostics actually implemented. The intent is to have only one code stored for each fault detected.

Where messages are broken down into more specific fault descriptions for a circuit, component, or system, the manufacturer should choose the code most applicable to their diagnosable fault. The messages are intended to be somewhat general to allow manufacturers to use them as often as possible yet still not conflict with their specific repair procedures. The terms 'LOW' and 'HIGH' when used in a message, especially those related to input signals, refer to the voltage, frequency, etc. at the pin of the controller. The specific level of 'LOW' and 'HIGH' must be defined by each manufacturer to best meet their needs.

264.

6.0. EXAMPLES


Manufacturers may choose the depth of diagnosis performed by on board systems and that performed by off board equipment and procedures.

In the case of a fault detected with the throttle position (TP) Sensor a number of fault codes may be used.

If the diagnosis is all to be completed off board then use P0120 (TP sensor circuit malfunction).

However if the manufacturer chooses to perform more diagnosis on board then the following codes could be used:

- system detects that the input signal is stuck near zero use P0122 (TP sensor low input),

- System detects that the input signal is stuck near full scale use P0123 (TP sensor high input),

- System detects that the input signal is not as expected on idle (e.g. is at 1,5v rather than 1,0v) use P0121 (TP Sensor Range / Performance).

- The generic code P0120 (TP Sensor Circuit Malfunction) could be used in place of any of the above.

Even with the more detailed information identification of the root cause of the problem remains as an off board task. For example the higher voltage on idle could be caused by corrosion of electrical contacts or by a poor setting of the throttle plate.

265.

PART A


POWERTRAIN SYSTEM DIAGNOSTIC TROUBLE CODES

Note

Following are the recommended industry common trouble codes for the powertrain control system. These include systems that might be integrated into an electronic control module that would be used for controlling engine functions, such as fuel, spark, idle speed and vehicle speed (cruise control) as well as those for transmission control. The fact that a code is recommended as a common industry code does not imply that it is a required code (legislated), an emission-related code, or that it indicates a fault that will cause the malfunction indicator light to be illuminated.

>TABLE>

266.

Appendix 5


>START OF GRAPHIC>

267.

ADDENDUM


to the Information Document No . . .

in accordance with Annex II to Council Directive 70/156/EEC (*) relating to type-approval and referring to emission control by on-board diagnostic systems for motor vehicles

268.

3. POWER PLANT (q)


269.

3.2.12.2.8. On-board-diagnostic (OBD) system


3.2.12.2.8.1. Written description and/or drawing of the MI:

.

3.2.12.2.8.2. List and purpose of all components monitored by the OBD system:

.

3.2.12.2.8.3. Written description (general working principles) for: .

3.2.12.2.8.3.1. Positive-ignition engines (1): .

3.2.12.2.8.3.1.1. Catalyst monitoring (1): .

3.2.12.2.8.3.1.2. Misfire detection (1): .

3.2.12.2.8.3.1.3. Oxygen sensor monitoring (1): .

3.2.12.2.8.3.1.4. Other components monitored by the OBD system (1): .

3.2.12.2.8.3.2. Compression-ignition engines (1): .

3.2.12.2.8.3.2.1. Catalyst monitoring (1): .

3.2.12.2.8.3.2.2. Particulate trap monitoring (1): .

3.2.12.2.8.3.2.3. Electronic fuelling system monitoring (1): .

3.2.12.2.8.3.2.4. Other components monitored by the OBD system (1): .

3.2.12.2.8.4. Criteria for MI activation (fixed number of driving cycles or statistical method): .

3.2.12.2.8.5. List of all OBD output codes and formats used (with explanation of each):.

3.2.12.2.8.6. Type of (off-board) interrogation tool: .

(*) The item numbers and footnotes used in this information document correspond to those set out in Annex I to Directive 70/156/EEC. Items not relevant for the purpose of this Directive are omitted.>

END OF GRAPHIC>

270.

Appendix 6


ESSENTIAL CHARACTERISTICS OF THE VEHICULE FAMILY

271.

1. PARAMETERS DEFINING THE OBD FAMILY


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.

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 of the vehicle driver.

272.

Appendix 7


>START OF GRAPHIC>

273.

ADDENDUM


to the EC type-approval certificate No . . .

concerning the type-approval of an on-board diagnostic system (OBD) Directive 70/220/EEC, as last amended by Directive . . .

1.1. Written description and/or drawing of the MI: .

.

1.2. List and purpose of all components monitored by the OBD system: .

.

1.3. Written description (general working principles) for: .

1.3.1. Misfire detection (1): .

.

1.3.2. Catalyst monitoring (1): .

.

1.3.3. Oxygen sensor monitoring (1): .

.

1.3.4. Other components monitored by the OBD system (1): .

.

1.3.5. Catalyst monitoring (2): .

.

1.3.6. Particulate trap monitoring (2): .

.

1.3.7. Electronic fuelling system actuator monitoring (2): .

.

1.3.8. Other components monitored by the OBD system (2): .

.

1.4. Criteria for MI activation (fixed number of driving cycles or statistical method): .

.

1.5. List of all OBD output codes and formats used (with explanation of each): .

.

1.6. Specification of (off-board) interrogation tool: .

.

2.4. Comments (if any): .

.

.

In the case of positive-ignition engines.

In the case of compression-ignition engines.>END OF GRAPHIC>

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