OBD Technology Update 5/3/2016

Presentation Highlights Overview of DrewTech Diagnostic Systems Vehicle Interfaces Vehicle Protocols Heavy Duty OBD Telematics Security

Drew Technologies Founded and incorporated in 1996 Core focus on Vehicle Communications and Diagnostics Products for professionals that inspect, diagnose, and repair cars Customers divided among 3 business groups: OEM, Aftermarket, and Emissions Engineering, Manufacturing, and HQ in Ann Arbor, Michigan Popular technician products: CarDAQ, Mongoose, IMclean

Passenger Car Diagnostic Systems Over the past 3 years, several “right to repair” laws and agreements have come forward The most substantial for passenger car was the Massachusetts “Right to Repair”, which became a national agreement with an MOU. The Massachusetts law required car companies to release a complete dealer diagnostic system to anyone in the aftermarket that has a J2534 or ISO22900 device

Passenger Car Diagnostic Systems The target model year for Massachusetts right to repair is 2018, which means we’ll start seeing compliance mid-2017 calendar year The requirement to do “all diagnostics” over J2534 has led to a lot of committee activity to improve the J2534 specification and the addition of several manufacturer-specific proprietary protocols Several car companies have already released diagnostic systems

Passenger Car Diagnostic Systems Systems available today using J2534 GM GDS2: 2010 and newer Toyota Techstream: 1996 and newer Volkswagen ODIS: 2004 and newer Honda HDS: 1996 and newer BMW ISTA: 2004 and newer Volvo VIDA: 2000 and newer Jaguar SDD: 2004 and newer Everyone else should be onboard within the next 12 months

Heavy Truck Diagnostic Systems In 2015, the Truck and Engine Manufacturers (TEMA) signed a MOU with the aftermarket that was very similar to Right to Repair Required Truck manufacturers to release their diagnostic software using J2534, RP1210, or ISO22900 Compliance date is model year 2018 Most truck diagnostic applications are already available Challenge by 2018 is to: Make sure that aftermarket has access to these truck applications as defined in the MOU Get any undocumented functions used by truck manufacturers into the RP1210 specification so any device will work

Vehicle Interfaces There are 4 “standardized” vehicle interfaces SAE J2534 BAR-DAD ISO22900 RP1210

SAE J2534 Most popular “standard” for vehicle interfaces Used globally for diagnostics and reprogramming Capable of heavy duty and light duty vehicles Broken into 4 parts J2534-1: Regulated for emissions programming J2534-2: Manufacturer specific diagnostic functions J2534-3: Compliance test J2534-4: Device requirements gathering for right to repair Latest version just published: J2534 V500. V500 now referenced in CARB legislation, Model 2019

BAR-DAD Originated in California, 3 certified “DAD” devices Several other states are now contemplating “DAD-like” devices DAD architecture places the vehicle complexity and communications rate responsibility onto the device vendor Does not support heavy duty trucks at this time DAD specification has mostly stabilized

Other Vehicle Interfaces ISO22900 European Vehicle Interface Spec Used by a few automakers More complex than DAD or J2534, and more difficult to build a standardized device Specification development is ongoing TMC RP1210 Heavy Truck vehicle interface spec First version was conceived in the early 90s Currently being refreshed because of Heavy Truck “Right to Repair” Compliance test is now being started

New Vehicle Protocols FDCAN Next Generation CAN bus Speed increased from 500Kb to 4Mb or faster 2 versions of FDCAN: ISO and non-ISO Connecting a normal CAN device into an FDCAN network can cause the vehicle to go “bus off” Will begin reaching production vehicles within the next few years DrewTech has already built a FDCAN “vehicle interface” for OE engineering customers There is no plan for FDCAN to propagate to IM yet, but it seems likely that we’ll have to be ready for this at some point.

Automotive Ethernet DOIP BroadR 4-wire Ethernet Network with a 5th wire for “wakeup” Not in a standard place on the J1962 connector Much faster (100Mb) for higher speed infotainment and safety systems Some automakers are planning to use DoIP for powertrain modules DrewTech has a DOIP vehicle interface and “network simulator” already in use Need J2534 V500 to access this network BroadR Broad Reach is a 2-wire version of DoIP Many other technical differences

HD-OBD Currently, no I/M programs are performing OBD inspections on HD vehicles Four things are required to perform an HD-OBD inspection: Different vehicle cable: Deutch 9 pin Device firmware to communicate on J1939 (SAE J2534) Inspection software that supports HD parameters HD truck pass-fail criteria DrewTech has developed a sample HD-OBD inspection tool to customers for evaluation

Telematics Most new cars now have telematics systems Some have built-in cellular, others tether to the customer’s cell phone for a data connection Despite attempts from several groups to standardize vehicle telematics, it has not happened yet Proposals range from a single standard gateway installed in each car to remote access to a server that collects the all vehicle data NHTSA’s V2V does not offer emissions data at this time

Security Originally the OBD2 port was intended as a “stationary test” port Telematics systems are now connected to the OBD2 port while vehicle is in motion Connecting the OBD2 port to the internet creates new risks for drivers There have been a lot of news articles about hacked cars There is a substantial push to secure the vehicle network. discussion includes: Encrypting the CAN bus Authenticating the “tester” Secure delivery of diagnostic and scantool information Other advanced security technologies Regardless of what happens with telematics, the increased attention on vehicle networks from IT security groups will likley lead to changes

Conclusions All of the increased requirements for R2R are leading to consistent improvement in the vehicle interface specifications (I.e. J2534) The additional use cases could benefit shops because they could potentially use the same vehicle interface for an OBD inspection and advanced vehicle diagnostics Vehicle protocol changes will eventually find their way to IM requiring program changes. The industry has not agreed on a standardized direction for telematics or security yet. Maybe next year?

Questions?