Council Directive of 20 March 1970 on the approximation of the laws of the Member States on measures to be taken against air pollution by emissions from motor vehicles (70/220/EEC) (repealed)

[F1 Appendix 1 FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS

Textual Amendments

F1 Inserted by Directive 98/69/EC of the European Parliament and of the Council of 13 October 1998 relating to measures to be taken against air pollution by emissions from motor vehicles and amending Council Directive 70/220/EEC.

1. INTRODUCTION U.K.

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 must make available the defective components and/or electrical devices which would be used to simulate failures. When measured over the Type I test cycle, such defective components or devices must not cause the vehicle emissions to exceed the limits of section 3.3.2 by more than 20 %.

[F2 When the vehicle is tested with the defective component or device fitted, the OBD system is approved if the MI is activated. The OBD system is also approved if the MI is activated below the OBD threshold limits.]

Textual Amendments

F2 Substituted by Commission Directive 1999/102/EC of 15 December 1999 adapting to technical progress Council Directive 70/220/EEC relating to measures to be taken against air pollution by emissions from motor vehicles (Text with EEA relevance).

2. DESCRIPTION OF TEST U.K.

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

• simulation of malfunction of a component of the engine management or emission control system,

• [F2 preconditioning of the vehicle with a simulated malfunction over preconditioning specified in Section 6.2.1 or Section 6.2.2,]

• 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. U.K.

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. U.K.

3. TEST VEHICLE AND FUEL U.K.

3.1. Vehicle U.K.

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

[F3 3.2. Fuel U.K.

The appropriate reference fuel as described in Annex IX for petrol and diesel fuels and in Annex IXa for LPG and NG fuels must be used for testing. The fuel type for each failure mode to be tested (described in section 6.3 of this Appendix) may be selected by the type-approval authority from the reference fuels described in Annex IXa in the case of the testing of a mono-fuelled gas vehicle and from the reference fuels described in Annex IX or Annex IXa in the case of the testing of a bi-fuelled gas vehicle. The selected fuel type must not be changed during any of the test phases (described in sections 2.1 to 2.3 of this Appendix). In the case of the use of LPG or NG as a fuel it is permissible that the engine is started on petrol and switched to LPG or NG after a pre-determined period of time which is controlled automatically and not under the control of the driver.]

Textual Amendments

F3 Substituted by Commission Directive 2002/80/EC of 3 October 2002 adapting to technical progress Council Directive 70/220/EEC relating to measures to be taken against air pollution by emissions from motor vehicles (Text with EEA relevance).

4. TEST TEMPERATURE AND PRESSURE U.K.

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

5. TEST EQUIPMENT U.K.

5.1. Chassis dynamometer U.K.

The chassis dynamometer must meet the requirements of Annex III.

6. OBD TEST PROCEDURE U.K.

6.1. The operating cycle on the chassis dynamometer must meet the requirements of Annex III. U.K.

6.2. Vehicle preconditioning U.K.

6.2.1. According to the engine type and after introduction of one of the failure modes given in 6.3, the vehicle must be preconditioned by driving at least two consecutive Type I tests (Parts One and Two). For compression-ignition engined vehicles an additional preconditioning of two Part Two cycles is permitted. U.K.

6.2.2. At the request of the manufacturer, alternative preconditioning methods may be used. U.K.

6.3. Failure modes to be tested U.K.

6.3.1. Positive-ignition engined vehicles: U.K.

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

6.3.1.2. Engine misfire conditions according to the conditions for misfire monitoring given in section 3.3.3.2 of this Annex. U.K.

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

[F3 6.3.1.4. Electrical disconnection of any other emission-related component connected to a power-train management computer (if active on the selected fuel type). U.K.

6.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type). For this specific failure mode, the Type I test need not be performed.] U.K.

6.3.2. Compression-ignition engined vehicles: U.K.

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

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. U.K.

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

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

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

6.4. OBD system test U.K.

6.4.1. Vehicles fitted with positive-ignition engines: U.K.

6.4.1.1. After vehicle preconditioning according to 6.2, the test vehicle is driven over a Type I test (Parts One and Two). The MI must activate before the end of this test under any of the conditions given in 6.4.1.2 to 6.4.1.5. The technical service may substitute those conditions by others in accordance with 6.4.1.6. However, the total number of failures simulated must not exceed 4 for the purpose of type-approval. U.K.

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 3.3.2 of this Annex. U.K.

6.4.1.3. An induced misfire condition according to the conditions for misfire monitoring given in section 3.3.3.2 of this Annex that results in emissions exceeding any of the limits given in 3.3.2. U.K.

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 3.3.2 of this Annex. U.K.

[F3 6.4.1.5. Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the selected fuel type). U.K.

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 3.3.2 of this Annex (if active on the selected fuel type).] U.K.

6.4.2. Vehicles fitted with compression-ignition engines: U.K.

6.4.2.1. After vehicle preconditioning according to 6.2, the test vehicle is driven over a Type I test (Parts One and Two). The MI must activate before the end of this test under any of the conditions given in 6.4.2.2 to 6.4.2.5. The technical service may substitute those conditions by others in accordance with 6.4.2.5. However, the total number of failures simulated must not exceed four for the purposes of type approval. U.K.

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 3.3.2 of this Annex. U.K.

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 6.3.2.2 that results in emissions exceeding the limits given in section 3.3.2 of this Annex. U.K.

6.4.2.4. With reference to 6.3.2.5, disconnection of any fuelling system electronic fuel quantity and timing actuator that results in emissions exceeding any of the limits given in section 3.3.2 of this Annex. U.K.

6.4.2.5. With reference to 6.3.2.5, disconnection of any other emission-related powertrain component connected to a computer that results in emissions exceeding any of the limits given in section 3.3.2 of this Annex. U.K.

6.5. Diagnostic signals U.K.

6.5.1.1. Upon determination of the first malfunction of any component or system, ‘ freeze-frame ’ engine conditions present at the time must be stored in computer memory. Should a subsequent fuel system or misfire malfunction occur, any previously stored freeze-frame conditions must be replaced by the fuel system or misfire conditions (whichever occurs first). Stored engine conditions must 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 must 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 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 3.7 of this Annex, the stored engine conditions may also be erased. U.K.

6.5.1.2. If available, the following signals in addition to the required freeze-frame information must 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. U.K.

[F2 The signals must be provided in standard units based on the specifications given in 6.5.3. Actual signals must be clearly identified separately from default value or limp-home signals.]

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

6.5.1.4. The OBD requirements to which the vehicle is certified (i. e. this Annex or the alternative requirements specified in section 5 of Annex I) and the major emission control systems monitored by the OBD system consistent with 6.5.3.3 must be available through the serial data port on the standardized data link connector according to the specifications given in 6.5.3. U.K.

[F4 6.5.1.5. From 1 January 2003 for new types and from 1 January 2005 for all types of vehicles entering into service, the software calibration identification number shall be made available through the serial port on the standardised data link connector. The software calibration identification number shall be provided in a standardised format.] U.K.

Textual Amendments

F4 Inserted by Commission Directive 1999/102/EC of 15 December 1999 adapting to technical progress Council Directive 70/220/EEC relating to measures to be taken against air pollution by emissions from motor vehicles (Text with EEA relevance).

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. U.K.

[F3 6.5.3. The emission control diagnostic system must provide for standardised and unrestricted access and conform with the following ISO standards and/or SAE specification. U.K.

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

• ISO 9141 — 2: 1994 (amended 1996) ‘ Road Vehicles — Diagnostic Systems — Part 2: CARB requirements for interchange of digital information ’ ;

• SAE J1850: March 1998 ‘ Class B Data Communication Network Interface ’ . Emission-related messages must use the cyclic redundancy check and the three-byte header and not use inter-byte separation or checksums;

• ISO 14230 — Part 4 ‘ Road Vehicles — Keyword protocol 2000 for diagnostic systems — Part 4: Requirements for emissions-related systems ’ ;

• ISO DIS 15765-4 ‘ Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Requirements for emissions-related systems ’ , dated 1 November 2001.

6.5.3.2. Test equipment and diagnostic tools needed to communicate with OBD systems must meet or exceed the functional specification given in ISO DIS 15031-4 ‘ Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 4: External test equipment ’ , dated 1 November 2001. U.K.

6.5.3.3. Basic diagnostic data, (as specified in 6.5.1) and bi-directional control information must be provided using the format and units described in ISO DIS 15031-5 ‘ Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 5: Emissions-related diagnostic services ’ , dated 1 November 2001, and must be available using a diagnostic tool meeting the requirements of ISO DIS 15031-4. U.K.

The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in ISO DIS 15031-5 but related to this Directive.

6.5.3.4. When a fault is registered, the manufacturer must identify the fault using an appropriate fault code consistent with those given in Section 6.3. of ISO DIS 15031-6 ‘ Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 6: Diagnostic trouble code definitions ’ , relating to ‘ emission related system diagnostic trouble codes ’ . If such identification is not possible, the manufacturer may use diagnostic trouble codes according to Sections 5.3 and 5.6 of ISO DIS 15031-6. The fault codes must be fully accessible by standardised diagnostic equipment complying with the provisions of section 6.5.3.2. U.K.

The vehicle manufacturer shall provide to a national standardisation body the details of any emission-related diagnostic data, e.g. PID's, OBD monitor Id's, Test Id's not specified in ISO DIS 15031-5 but related to this Directive.

6.5.3.5. The connection interface between the vehicle and the diagnostic tester must be standardised and must meet all the requirements of ISO DIS 15031-3 ‘ Road vehicles — Communication between vehicle and external test equipment for emissions-related diagnostics — Part 3: Diagnostic connector and related electrical circuits: specification and use ’ , dated 1 November 2001. U.K.

The installation position must be subject to agreement of the approval authority such that it is readily accessible by service personnel but protected from accidental damage during normal conditions of use.]

[F5 6.6. Specific requirements regarding the transmission of diagnostic signals from bi-fuelled gas vehicles U.K.

6.6.1. For bi-fuelled gas vehicles where the specific signals of the different fuels systems are stored in the same computer, the diagnostic signals for the operation on petrol and for the operation on gas shall be evaluated and transmitted independently of each other. U.K.

6.6.2. For bi-fuelled gas vehicles where the specific signals of the different fuel systems are stored in separate computers, the diagnostic signals for the operation on petrol and for the operation on gas shall be evaluated and transmitted from the computer specific to the fuel. U.K.

6.6.3. On a request from a diagnostic tool, the diagnostic signals for the vehicle operating on petrol shall be transmitted on one source address and the diagnostic signals for the vehicle operating on gas shall be transmitted on another source address. The use of source addresses is described in ISO DIS 15031-5 ‘ Road vehicles — communication between vehicles and external test equipment for emissions-related diagnostics — Part 5: Emissions-related diagnostic services ’ , dated 1 November 2001.] ] U.K.

Textual Amendments

F5 Substituted by Commission Directive 2003/76/EC of 11 August 2003 amending Council Directive 70/220/EEC relating to measures to be taken against air pollution by emissions from motor vehicles (Text with EEA relevance).