I/M Solutions Conference Pittsburgh, Pennsylvania May 2-4, 2015 OBD SAE Communication Standards Update Bob Gruszczynski, OBD Communication Expert Volkswagen Group of America Vice Chairman – SAE E/E Diagnostic Steering Committee And Thanks To: Paul Baltusis, OBD Technical Specialist Ford Motor Company Chairman SAE J1979 Task Force May 3, 2016 SAE International1

Changes to SAE/ISO Documents – J1979 Currently published documents: J1979_ E/E Diagnostic Test Modes (Aug 11, 2014) J1979DA_ Digital Annex of E/E Diagnostic Test Modes (Jun 10, 2014) ISO has the same document content with the exception of the Annexes. It refers to the J1979DA (Digital Annex). J1979DA is available as a pdf document (Word) and an excel document. J1979 Committee has quarterly meetings scheduled at SAE Troy: Feb 12, 2016 May 6, 2016 Aug 12, 2016 Nov 11, 2016 Added usage notes and definitions to the Excel DA document. May 3, 2016 SAE International2

Changes to SAE/ISO Documents – J1979 New PID added for EVAP Vapor Pressure Sensor. Wider range needed for hybrid vehicles with non-vented (pressurized) evap systems. May 3, 2016 SAE International3 PID (hex) Description Data Byte Min. Value Max. Value Scaling/Bit External Test Equipment SI (Metric) / English Display A3Evap System Vapor Pressure Evaporative system vapor pressure. The pressure signal is normally obtained from one or more sensors located in the fuel tank or in an evaporative system vapor line. Two pressure ranges are defined for up to two sensors. It is not allowed to support the same pressure sensor with two different scaling ranges. Support of Evap System Vapor Pressure A (bit) Byte 1 of 9 Evap System Vapor Pressure A supported A, bit 0011 = Evap System Vapor Pressure A supported Evap System Vapor Pressure A (wide range) supported A, bit 1011 = Evap System Vapor Pressure A (wide range) supported Evap System Vapor Pressure B supported A, bit 2011 = Evap System Vapor Pressure B supported Evap System Vapor Pressure B (wide range) supported A, bit 3011 = Evap System Vapor Pressure B (wide range) supported reserved (bits shall be reported as ‘0’) A, bits reserved (bits shall be reported as ‘0’) Evap System Vapor Pressure AB,C($8000)  8192 Pa (  inH2O) ($7FFF) Pa, ( in H2O) 0.25 Pa (1/4) per bit signedEVAP_A_VP: xxxx.xx Pa (xx.xxx in H 2 O) Evap System Vapor Pressure A Evap System Vapor Pressure A (wide range) D,E($8000)  Pa (  in H2O) ($7FFF) Pa, ( in H2O) 2 Pa per bit signedEVAP_A_VP: xxxxx Pa (xxx.xx in H 2 O) Evap System Vapor Pressure A (wide range) Evap System Vapor Pressure BF,G($8000) Pa ( inH2O) ($7FFF) Pa, ( in H2O) 0.25 Pa (1/4) per bit signedEVAP_B_VP: xxxx.xx Pa (xx.xxx in H2O) Evap System Vapor Pressure B Evap System Vapor Pressure B (wide range) H,I($8000) Pa ( in H2O) ($7FFF) Pa, ( in H2O) 2 Pa per bit, signedEVAP_B_VP: xxxxx Pa (xxx.xx in H2O) Evap System Vapor Pressure A (wide range)

Changes to SAE/ISO Documents – J1979 New PID added for transmission gear and/or ratio. May 3, 2016 SAE International4

Changes to SAE/ISO Documents – J1979 New PID added for DEF Dosing. Not in balloted version. Required for 2019 MY. May 3, 2016 SAE International5 PID (hex) Description Data Byte Min. Value Max. Value Scaling/Bit External Test Equipment SI (Metric) / English Display A5Diesel Exhaust Fluid Dosing Support of DEF Dosing DataA (bit) Byte 1 of 4 Commanded DEF Dosing Supported A, bit 0011 = DEF_CMD supported DEF Usage for the Current Driving Cycle Supported A, bit 1011 = DEF UCDC supported reserved (bits shall be reported as ‘0’) A, bits reserved (bits shall be reported as ‘0’) Commanded DEF DosingB0%100.0%0.5 % per bitDEF_CMD: xxx.x % DEF_CMD shall display the commanded DEF dosing quantity as a percent. Zero percent means that no DEF dosing is being commanded. 100 percent means that DEF dosing is being commanded at 100 percent of the full capacity of the system to deliver DEF. DEF Usage for the Current Driving Cycle. C, D0 L L.005 L per bitDEF_UCDC: xxx.xxx L (xx.xxx gal) DEF_UCDC shall indicate the accumulated, calculated amount of DEF introduced into the aftertreatment system for the current driving cycle in Liters. DEF_UCDC shall be updated at a minimum rate of 5000 milliseconds. DEF_UCDC shall retain its value after the engine is turned off. It shall be reset to zero after engine start on the subsequent driving cycle.

Changes to SAE/ISO Documents – J1979 May 3, 2016 SAE International6 New A/F Ratio Imbalance IUMPR counters defined: 08Air Fuel Ratio Imbalance Monitor Completion Counts Bank 1 2 bytesAFRICOMP1: xxxxx cnts Air Fuel Ratio Imbalance Monitor Completion Counts Bank 1 displays the number of times that all conditions necessary to detect an AFRI bank 1 malfunction have been encountered (numerator). 08Air Fuel Ratio Imbalance Monitor Conditions Encountered Counts Bank 1 2 bytesAFRICOND1: xxxxx cnts Air Fuel Ratio Imbalance Monitor Conditions Encountered Counts Bank 1 displays the number of times that the vehicle has been operated in the specified AFRI monitoring conditions (denominator). 08Air Fuel Ratio Imbalance Monitor Completion Counts Bank 2 2 bytesAFRICOMP2: xxxxx cnts Air Fuel Ratio Imbalance Monitor Completion Counts Bank 2 displays the number of times that all conditions necessary to detect an AFRI bank 1 malfunction have been encountered (numerator). 08Air Fuel Ratio Imbalance Monitor Conditions Encountered Counts Bank 2 2 bytesAFRICOND2: xxxxx cnts Air Fuel Ratio Imbalance Monitor Conditions Encountered Counts Bank 2 displays the number of times that the vehicle has been operated in the specified AFRI monitoring conditions (denominator).

Changes to SAE/ISO Documents – J1979 Latest proposal for Odometer: May 3, 2016 SAE International7 PID DataMin.Max. External Test Equipment (hex)DescriptionByteValue Scaling/BitSI (Metric) / English Display A6Vehicle Odometer Reading A,B,C, D 0 km 429,496,729.5 km 0.1 km per bit ODO: xxxxxxxxx.x km (xxxxxxxxx.x miles) Odometer shall be reported using data from the vehicle odometer visible to the operator. Odometer shall be reported for the vehicle by a single ECU. Odometer shall be updated at a minimum rate of 1 second. Odometer shall continue to report data while in the key on, engine off position. Odometer may be reset to zero only when a reprogramming event occurs. Odometer shall not be reset to zero under any other circumstances, including when a scan tool (generic or enhanced) command to clear fault codes or reset KAM is received. Data Not Available: There may be two cases where data is not available. 1) The communication network used to obtain odometer from the master ECU is not functioning. 2) The ECU that holds the vehicle odometer (e.g. instrument cluster) is not functioning. After the detected fault matures, if odometer is requested, the ECU shall respond within P2 timing with the last valid odometer value previously received.

Proposed LD Rulemaking The CARB Light Duty Rulemaking is requiring a number of changes that will affect communications/standardization requirements. New required PIDs which are available in the current J1979DA: NOx Sensor Corrected (2019 MY) – PID $83 DEF Sensor Output (2019 MY) – PID $9B Cylinder fuel rate (2019 MY) – PID $A2 Hybrid/EV charging state, system voltage, battery system current (2019 MY) – PID $9A Distance traveled since evap monitoring decision (vehicles required to meet the requirements of title 13, CCR section 1976(b)(1)(G)6.,– Service $09, Info Type $14 NOx sensor for gasoline engines (2019 MY) 8 May 3, 2016 SAE International

Proposed LD Rulemaking 3) (g)(2.1) Diagnostic Connector  Requires a Type A DLC that meets SAE J1962 version September 2015, no covers/caps/door for connector, 30/60/100% starting in 2019 MY, only one DLC allowed in driver’s side of vehicle. 4) (g)(4.1.3) Readiness Status  Readiness bit status will change for the 2019 MY, e.g. updated definitions for evap readiness (0.040” -> 0.020”), diesel continuous misfire, etc.. Monitoring requirements are explicitly called out using references to various reg sections. This will map to various DTCs in your OBD-II system. 9 May 3, 2016 SAE International

Proposed LD Rulemaking 5) (g)(4.2.1) (C) For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year vehicles: engine fuel rate, vehicle fuel rate, modeled exhaust flow (mass/time), engine reference torque, engine friction – percent torque, actual engine – percent torque, and odometer reading and test group or engine family. Engine Reference torque (PID $63) Friction torque (PID $8E) Actual Engine Percent torque (PID $62) Engine fuel rate in g/s (PID $9D) Vehicle fuel rate in g/s (PID $9D) Exhaust flow rate in kg/hr (PID $9E)  CARB wants these PEMS PIDs for all engines (gas and diesel).  PID $A2 is not needed for PEMS, Will only be required for diesel.  Odometer proposal defined in J1979.  Test group/engine family is new item. No definition yet. 6) (g)(4.2) Many PIDs are being added in the “all, so equipped” category. May be pulling some non-traditional diesel turbo/CAC/EGR PIDs into gasoline. Need discussion with CARB.  J1979 wants to help CARB define and document more specific requirements in J1979 DA. 10 May 3, 2016 SAE International

Proposed LD Rulemaking 7) (g)(6.3) For all 2019 and subsequent model year vehicles with gasoline and diesel engines, manufacturers shall implement software algorithms to individually track and report in a standardized format the following: (6.3.1) Total engine run time (recent/lifetime) (6.3.2) Total idle engine run time (recent/lifetime) (6.3.3) Total distance traveled (recent/lifetime) (6.3.4) Total fuel consumed by the vehicle (recent/lifetime) (6.3.5) Cumulative positive kinetic energy (PKE = (1/distance) * Σ[(final velocity)2 – (initial velocity)2)] when the final velocity is greater than initial velocity. Distance = Vaverage * time, where time is the 1 second sample rate. Vaverage is the average of the initial velocity and the final velocity. Distance is total distance traveled including when final velocity is less than or equal to initial velocity. (recent/lifetime) (6.3.6) Cumulative calculated engine output torque (Engine Output Energy (Recent) is defined by integrating brake engine power output over time. Brake engine power output is defined as (2*pi*brake engine torque*engine RPM)/60, which will give the units of Watts (W). Brake torque is calculated by subtracting Friction Torque (PID $8E) from Indicated Torque (PID $62) (both PIDs are percentages) and then multiplying by the reference torque (PID $63), which is in units of N*m. The integral of brake engine power output over time will then give engine output energy in the units of Joules (J) or W*s, which is then converted to kWh by dividing by 3,600,000.) (recent/lifetime) (6.3.7) Cumulative propulsion system active time(recent/lifetime) (6.3.8) Cumulative idle propulsion system active time (with “idle propulsion system active time” defined as the time when the vehicle is in a state of propulsion system active and the vehicle speed is less than 1 kph (recent/lifetime) (6.3.9) Cumulative city propulsion system active time (with “city propulsion system active time” defined as the time when the vehicle is in a state of propulsion system active and the vehicle speed is greater than 1 kph and less than or equal to 60 kph ) (recent/lifetime) 11 May 3, 2016 SAE International

Proposed LD Rulemaking 7) (g)(6.3) For all 2019 and subsequent model year vehicles with gasoline and diesel engines, manufacturers shall implement software algorithms to individually track and report in a standardized format the following:  The CO2 PIDs are in the process of being defined in J1979 after a series of meetings between the J1979 committee and ARB staff. Sample calculations for PKE and EOE have been developed and will be provided as part of the J1979 excel document. The calculations are designed to minimize the chronometric impact to the ECU. J1979 will specify the units and scaling. The bulk of the specification should be complete by the May committee meeting.  The committee is still concerned that any generic scan tool will be able to access this data. There are many devices that plug into the OBD Data Link Connector that have access to all J1979 data and can wirelessly broadcast that data to its servers. Some of these devices are installed by customers with a corresponding app on their phone, e.g. Dash Labs. Those apps often pull as much OBD data as possible and download it to their servers for data mining purposes. There are others that are installed by third parties. Insurance company dongles are examples of a third party device that could very easily gather and transmit vehicle tracking information to a server and use it for insurance rate adjustments or other purposes.  The requirements will be phased in. 12 May 3, 2016 SAE International

Proposed LD Rulemaking 8) (g) (6.4) For all 2019 and subsequent model year plug-in hybrid electric vehicles, manufacturers shall implement software algorithms to individually track and report in a standardized format the engine run time while being operated in the following conditions: (6.4.1) Total distance traveled in charge depleting operation with engine off (recent/lifetime) (6.4.2) Cumulative distance traveled in charge depleting operation with engine running (recent/lifetime) (6.4.3) Cumulative distance traveled in driver selectable charge increasing operation (recent/lifetime) (6.4.4) Cumulative fuel consumed in charge depleting operation (recent/lifetime) (6.4.5) Cumulative fuel consumed in charge drive selectable charge increasing operation (recent/lifetime) (6.4.6) Cumulative grid energy consumed in charge depleting operation with engine off (with “grid energy consumed” defined as the amount of energy delivered to the battery from an electric vehicle supply equipment) (recent/lifetime) (6.4.7) Cumulative grid energy consumed in charge depleting operation with engine on(recent/lifetime)  Similarly, the hybrid PIDs are in the process of being defined in J1979 after a series of meetings between the J1979 committee and ARB staff. Example of charging modes have been developed by ARB staff and will be provided as part of the J1979 excel document. J1979 will specify the units and scaling. The bulk of the specification should be complete by the May committee meeting.  The requirements will be phased in. 13 May 3, 2016 SAE International

Proposed LD Rulemaking 10) (g)(4.4.6) (D) Permanent fault codes may not be erased when the control module containing the permanent fault codes is reprogrammed unless the readiness bits for all monitored components and systems in all ECU that report readiness for a readiness bit other than CCM must be set to “not complete” in conjunction with a reprogramming event.  Requires implementing a requirement in each OBD module for a Service $04 code clear prior to reprogramming or setting up an interface between OBD modules to trigger a code clear after reprogramming. Red = no PDTCs, no readiness Blue = stores PDTCs and has major monitor Gold – store PDTCs and CCM only  Reprogramming the TCM requires the ECM and RDCM to be cleared. 14 May 3, 2016 SAE International ECM TCM RDCM NOx Sensor PM Sensor RQM Sensor NOx Sensor GPCM

Proposed LD Rulemaking 11) (g)(4.7.4)(A) Except as provided below in section (g)(4.7.4)(B) and (C), when a CVN request is received, the on-board computer may not respond with negative response codes (i.e., may not use delayed timing in sending the CVN and may not response with a message indicating the CVN value is not currently available) and may not respond with a default value. Default value is defined as any value or space holder that is not a valid CVN value. (B) If the CVN request message is received within the first 120 sec of vehicle operation after a reprogramming event or an NVRAM clear or within the first 120 sec of vehicle operation after an NVRAM clear or battery disconnect, the on-board computer may respond with a negative response code directing the scan tool to wait or resend the request message after the delay. Such responses and delays shall conform to the specifications for transmitting CVN data contained in SAE J1979. (C) If a communication malfunction is preventing access to a CVN value for reporting in response to a scan tool request, a default CVN value may be reported in lieu of a valid CVN value provided that: (i) the MIL is commanded on and a fault code is stored pinpointing a communication fault for the module that is unable to report a valid CVN, and (ii) the default CVN value used cannot be mistaken for a valid CVN (e.g., all zeros or all question marks for the default value).  Allows the use of $78 for 120 sec after reprogramming or NVRAM clear. (already in J1979)  Prohibits the use of a default CVN ($ ) when data is not available due to ECU or network issue unless a “lost communication” DTC for that device is stored.  Otherwise, CARB direction is to report the last received value even if an ECU is not communicating.  Similar “data not available” requirements are in J1979 for VIN, CALID and CVN. 15 May 3, 2016 SAE International

Proposed LD Rulemaking 12) (g)(4.8.2) (B) if the VIN is reprogrammable, in conjunction with reprogramming of the VIN, the OBD II system shall erase all emission-related diagnostic information identified in section (g)(4.10.1) in all control modules that reported supported readiness for a readiness bit other than the comprehensive components readiness bit.  Requires implementing a requirement in each OBD module for a Service $04 code clear prior to reconfiguring the VIN or setting up an interface between OBD modules to trigger a code clear after reconfiguring the VIN. Red = no readiness Blue = has major monitor  Body Control Module sends new VIN to ECM for reporting in Service $09. ECM and RDCM must be cleared.  TCM may have inconsistent data because it may not have been cleared. 16 May 3, 2016 SAE International ECM TCM RDCM NOx Sensor PM Sensor RQM Sensor NOx Sensor GPCM BCM

Proposed LD Rulemaking 13) (g)(4.10.2) …if any of the emission-related diagnostic information is erased as a result of a command by a scan tool, all emission-related diagnostic information shall be erased from all control units that report supported readiness for a readiness bit other than CCM. shall be erased. For these control units, the OBD II system may not erase a subset of the emission- related diagnostic information in response to a scan tool command (e.g., in such cases, the OBD II system may not erase only one of three stored fault codes or only information from one control unit without erasing information from the other control unit(s).  Requires implementing a requirement for some OBD modules to not accept a physical code (respond to $04 only). Red = no readiness or direct DTC reporting Blue = has major monitor and supports non-CCM readiness Gold – supports CCM readiness only  Clearing codes in the TCM requires the ECM and RDCM to be cleared. 17 May 3, 2016 SAE International ECM TCM RDCM NOx Sensor PM Sensor RQM Sensor NOx Sensor GPCM

Proposed LD Rulemaking 13) (g)(4.10.2) …if any of the emission-related diagnostic information is erased as a result of a command by a scan tool, all emission-related diagnostic information shall be erased from all control units that report supported readiness for a readiness bit other than CCM. shall be erased. For these control units, the OBD II system may not erase a subset of the emission- related diagnostic information in response to a scan tool command (e.g., in such cases, the OBD II system may not erase only one of three stored fault codes or only information from one control unit without erasing information from the other control unit(s).  This requirement prohibits erasing OBD information in only one OBD module. It requires erasing OBD information in all the OBD modules in the vehicle. It prohibits what is commonly referred to as a physical code clear.  Physical code clears are routinely used during assembly plant testing and technician service procedures by many OEMs.  Service technicians normally repair one module at a time and use a physical code clear to determine if the issue was fixed before moving on to the next module.  For heavy duty vehicles, it is normal for a transmission to be serviced in one shop and the engine serviced in another.  This requirement can inconvenience customers going to I/M stations, particularly on diesel vehicles where some monitors like DPF monitors can take 500 miles to complete. For example, a vehicle owner gets a TCM repaired but clearing codes in the TCM causes the ECM to reset all I/M readiness bits. It may take 500 miles of driving to get the vehicle ready again.  Permanent DTCs were developed and implemented by OEMs in 2010 MY to prevent I/M fraud. Although the code clearing requirement is easily bypassed by depowering a module, a permanent code will remain until the OBD monitor that set it runs again and passes making it impossible to bypass and obviates the need for this requirement. 18 May 3, 2016 SAE International

Proposed LD Rulemaking 14) (g)(4.10.3) A manufacturer may request Executive Officer approval to be exempt from erasing all emission-related diagnostic information from all control units while in the key on, engine off position for the purposes of safety or component protection. The manufacturer shall propose alternate conditions (i.e., conditions other than or in addition to the key on, engine off position) to erase the emission-related diagnostic information.….  Allows for alternate DTC erase conditions based on component protection/Failure Mode and Effects Management.  For example, a TCM may not clear codes and FMEM actions until a drive cycle has completed and the affected monitors have run. 19 May 3, 2016 SAE International

The End Thank you for your attention! Questions and comments can be directed to: Bob Gruszczynski SAE International20 May 3, 2016