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SURFACE VEHICLE 400 Commonwealth Drive, Warrendale, PA 15096-0001RECOMMENDED PRACTICE
An American National Standard J1979REV.SEP97Issued 1991-12Revid 1997-09Superding J1979 JUL96
E/E DIAGNOSTIC TEST MODES
Foreword—This document describes the implementation of the Diagnostic Test Modes necessary to meet California On-Board Diagnostic (OBD II) and Federal On-Board Diagnostic (OBD) requirements for emission related test data. This document is one of veral prepared by task forces of the SAE E/E Diagnostics Committee in order to satisfy the current and propod regulations. The development of the recommended practices has been coordinated so that they are compatible with each other and with the legislation. Other documents necessary in addition to this document are:
SAE J1930—E/E Systems Diagnostic Terms, Definitions, Abbreviations, and Acronyms
SAE J1962—Diagnostic Connector
SAE J1978—OBD II Scan Tool
SAE J2012—Recommended Format and Messages for Diagnostic Trouble Codes
In addition, the diagnostic data communication link to be utilized with the recommended practices is specified by the regulation to be as specified in one of the following documents:
SAE J1850—Class B Data Communication Network Interface
ISO 9141-2:1994(E)—Road vehicles—Diagnostic systems—CARB requirements for interchange of digital
information
ISO/DIS 14230-4:1997(E)—Road vehicles—Diagnostic systems—KWP 2000 requirements for emission-
related systems
TABLE OF CONTENTS
1. Scope (3)
2. References (4)
2.1 Applicable Publications (4)
2.1.1 SAE Publications (4)
2.1.2 ISO Publications (4)
2.1.3 California ARB Publications (4)
2.1.4 Federal EPA Publications (4)
3. Definitions (4)
3.1 Absolute Throttle Position Sensor (4)
3.2 Bank (4)
3.3 Ba Fuel Schedule (4)
3.4 Calculated Load Value (5)
3.5 Continuous Monitoring (5)
3.6 Fuel Trim (5)
4. Technical Requirements (5)
4.1 Diagnostic Test Mode General Conditions (5)
4.1.1 Multiple Respons to a Single Data Request (5)
4.1.2 Respon Time (5)
4.1.3 Minimum Time Between Requests From Scan Tool (5)
4.1.4 Data Not Available (5)
4.1.5 Maximum Values (6)
4.2 Diagnostic Message Format (6)
4.2.1 Addressing Method (6)
4.2.2 Maximum Message Length (6)
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4.2.3 Diagnostic Message Format (6)
4.2.4 Header Bytes (7)
4.2.5 Data Bytes (7)
4.2.6 Non-Data Bytes Included in Diagnostic Messages With SAE J1850 (7)
4.2.7 Non-Data Bytes Included in Diagnostic Messages With ISO 9141-2 (7)
4.2.8 Bit Position Convention (8)
4.3 Allowance for Expansion and Enhanced Diagnostic Test Modes (8)
4.4 Format of Data to be Displayed (8)
5. Test Modes (9)
5.1 Mode $01—Request Current Powertrain Diagnostic Data (9)
5.1.1 Functional Description (9)
5.1.2 Message Data Bytes (9)
5.2 Mode $02—Request Powertrain Freeze Frame Data (9)
5.2.1 Functional Description (9)
5.2.2 Message Data Bytes (10)
5.3 PIDs for Modes $01 and $02 (10)
5.4 Mode $03—Request Emission-Related Powertrain Diagnostic Trouble Codes (17)
5.4.1 Functional Description (17)
5.4.2 Message Data Bytes (18)
5.4.3 Powertrain Diagnostic Trouble Code Example (19)
5.5 Mode $04—Clear/Ret Emission-Related Diagnostic Information (20)
5.5.1 Functional Description (20)
5.5.2 Message Data Bytes (20)
5.6 Mode $05—Request Oxygen Sensor Monitoring Test Results (20)
5.6.1 Functional Description (20)
5.6.2 Message Data Bytes (21)
5.7 Mode $06—Request On-Board Monitoring Test Results (24)
5.7.1 Functional Description (24)
5.7.2 Message Data Bytes (25)
5.7.3 Message Example (28)
5.8 Mode $07—Request On-Board Monitoring Test Results (30)
5.8.1 Functional Description (30)
5.8.2 Message Data Bytes (30)
5.9 Mode $08—Request Control of On-Board System, Test, or Component (31)
5.9.1 Functional Description (31)
5.9.2 Message Data Bytes (31)
5.9.3 Test ID and Data Byte Descriptions (32)
5.10 Mode $09—Request Vehicle Information (32)
5.10.1 Functional Description (32)
5.10.2 Message Data Bytes (33)
5.10.3 Vehicle Information Types and Data Byte Descriptions (33)
5.10.4 Message Example (35)
6. Notes (36)
6.1 Marginal Indicia (36)
1.Scope—This SAE Recommended Practice defines diagnostic test modes, and request and respon
messages, necessary to be supported by vehicle manufacturers and test tools to meet the requirements of the California OBD II and Federal OBD regulations, which pertain to vehicle emission-related data only. The messages are intended to be ud by any rvice tool capable of performing the mandated diagnostics.
In addition, capabilities are defined that are intended to meet other Federal and State regulations pertaining to related issues such as Inspection and Maintenance (I/M) and rvice information availability. This document provides the mechanism to satisfy requirements included in regulations, and not all capabilities included in this document are required by regulations. This document also is
not considered a final authority for interpretation of the regulations, so the reader should determine the applicability of the capabilities defined in this document for their specific need.
Diagnostic Test Modes included in this document are:
a.Mode $01—Request Current Powertrain Diagnostic Data
Analog inputs and outputs
Digital inputs and outputs
System status information
Calculated values
b.Mode $02—Request Powertrain Freeze Frame Data
Analog inputs and outputs
Digital inputs and outputs
System status information
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Calculated values
c.Mode $03—Request Emission-Related Powertrain Diagnostic Trouble Codes
d.Mode $04—Clear/Ret Emission-Related Diagnostic Information
e.Mode $05—Request Oxygen Sensor Monitoring Test Results
f.Mode $06—Request On-Board Monitoring Test Results for Non-Continuously Monitored Systems
g.Mode $07—Request On-Board Monitoring Test Results for Continuously Monitored Systems
h.Mode $08—Request Control of On-Board System, Test, or Component
i.Mode $09—Request Vehicle lnformation
For each test mode, this specification includes:
a.Functional descriptions of test mode
b.Request and respon message formats
For some of the more complex test modes, an example of messages and an explanation of the interpretation of tho messages is included.
2.References波成语
2.1Applicable Publications—The following publications form a part of this specification to the extent specified
herein. Unless otherwi specified, the latest issue of SAE publications shall apply.
2.1.1SAE P UBLICATIONS—Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.
SAE J1850—Class B Data Communication Network Interface
SAE J1930—E/E Systems Diagnostic Terms, Definitions, Abbreviations, and Acronyms
SAE J1962—Diagnostic Connector
SAE J1978—OBD II Scan Tool
SAE J2012—Recommended Format and Messages for Diagnostic Trouble Codes
SAE J2186—Diagnostic Data Link Security
SAE J2190—Enhanced E/E Diagnostic Test Modes日期加减
2.1.2ISO D OCUMENTS—Available from ANSI, 11 West 42nd Street, New York, NY 10036-8002.
ISO9141-2:1994(E)—Road vehicles—Diagnostic systems—CARB requirements for interchange of digital information
数字连线ISO/FDIS 14229:1998(E)—Road vehicles—Diagnostic systems—Specification of diagnostic rvices
ISO/FDIS14230-3:1997(E)—Road vehicles—Diagnostic systems—Keyword Protocol 2000—Part 3: Implementation
ISO/DIS14230-4—Road vehicles—Diagnostic systems—KWP 2000 requirements for Emission-related systems
2.1.3C ALIFORNIA ARB D OCUMENTS—Available from California Air Resources Board, 9528 Telstar Avenue, El
Monte, CA 91731.
California Code of Regulations, Title 13, Section 1968.1—Malfunction and Diagnostic System Requirements—1994 and Subquent Model-Year Pasnger Cars, Light-Duty Trucks, and Medium-
Duty Vehicles and Engines (OBD II)
2.1.4F EDERAL EPA D OCUMENTS—Available from the Superintendent of Documents, U.S. Government Printing
Office, Washington, DC 20402.
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
3.Definitions—Most terms for components and systems contained in this document are included in SAE J1930.
This ction includes additional definitions of terms not included in SAE J1930.
3.1Absolute Throttle Position Sensor—This value is intended to reprent the throttle opening. For systems
where the output is proportional to the input voltage, this value is the percent of maximum input signal. For systems where the output is inverly proportional to the input voltage, this value is 100% minus the percent of maximum input signal. Throttle position at idle will usually indicate greater than 0%, and throttle position at wide open throttle will usually indicate less than 100%.
3.2Bank—The group of cylinders which feed an oxygen nsor. Bank 1 contains the Number 1 cylinder.
3.3Ba Fuel Schedule—The fuel calibration schedule programmed into the Powertrain Control Module or
PROM when manufactured or when updated by some off-board source, prior to any learned on-boar
d correction.
3.4Calculated Load Value—An indication of the current airflow divided by peak airflow, where peak airflow is
corrected for altitude, if available. Mass airflow and barometric pressure nsors are not required for this calculation. This definition provides a unitless number that is not engine specific, and provides the rvice technician with an indication of the percent engine capacity that is being ud (with wide open throttle as 100%). See Equation 1.
(Eq. 1)3.5
Continuous Monitoring—Sampling at a rate no less than two samples per cond.3.6Fuel Trim—Feedback adjustments to the ba 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. The long-term adjustments compensate for vehicle differences and gradual changes that occur over time.
4.Technical Requirements
4.1Diagnostic Test Mode General Conditions—The 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.
4.1.1M ULTIPLE R ESPONSES TO A S INGLE D ATA R EQUEST —The messages contained in this document 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 modules may respond with the information requested.In addition, a single module may nd multiple respons to a single request. Any test device requesting information must, therefore, have provisions for receiving multiple respons.
4.1.2
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R ESPONSE TIME —For SAE J1850 network interfaces, the on-board systems should respond to a request within 100 ms of a request or a previous respon. With multiple respons possible from a single request,this allows as much time as is necessary for all modules to access the data link and transmit their respon(s). If there is no respon within this time period, the tool can either assume
杜浔酥糖no respon will be received, or if a respon has already been received, that no more respons will be received.
For ISO 9141-2 interfaces, respon time requirements are specified in the ISO 9141-2 document.
For ISO 14230-4 interfaces, respon time requirements are specified in the ISO 14230-4 document.
4.1.3M INIMUM T IME B ETWEEN R EQUESTS F ROM S CAN T OOL —For SAE J1850 network interfaces, a tool should
always wait for a respon from the previous request, or “no respon” timeout before nding another request. In no ca should a request be nt less than 100 ms after the previous request.
For ISO 9141-2 interfaces, required times between requests are specified in the ISO 9141-2 document.
For ISO 14230-4 interfaces, required times between requests are specified in the ISO 14230-4 document.
4.1.4D ATA N OT A VAILABLE —There are two conditions for which data is not available. One condition is that the test
mode is not supported, and the other is that the test mode is supported, but data is not currently available.For SAE J1850 and ISO 9141-2 interfaces, there will be no reject message to a functional request if the request is not supported by the module. This prevents respons from all modules that do not support a test mode or a specific data value.
For ISO 14230-4 interfaces, there will be a respon to every request, either positive (with data) or negative.Format and possible codes of negative respons are given in ISO 14230-4.CLV Current airflow Peak airflow @ a level ()----------------------------------------------------------------------Atmospheric pressure @ a level ()Barometric pressure
------------------------------------------------------------------------------------------------×100%×=
Some test modes are supported by a vehicle, but data may not always be available when requested. For Modes $05 and $06, if the test has not been run since test results were last cleared, or for Mode $02 if freeze frame data has not been stored, or for Mode $09 if the engine is running, valid data will not be available. For the conditions, the manufacturer has the option to either not re
spond or to respond with data that is invalid.
The functional descriptions for the test modes discuss the method to determine if data is valid.
4.1.5M AXIMUM V ALUES—If the data value exceeds the maximum value possible to be nt, the on-board system
should nd the maximum value possible ($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 ca of a misfire at 260 km/h with resulting freeze frame data stored, this will be very valuable diagnostic information.
4.2Diagnostic Message Format
4.2.1A DDRESSING M ETHOD—Functional addressing will be ud for all generic Diagnostic Test Mode messages
becau the test tool does not know which system on the vehicle has the information that is needed.
4.2.2M AXIMUM M ESSAGE L ENGTH—SAE J1850 defines required message elements and maximum message
lengths that effectively limit the number of bytes that can be defined by this document to 12 bytes.
4.2.3D IAGNOSTIC M ESSAGE F ORMAT—To conform to the SAE J1850 limitation on message length, diagnostic
messages specified in this document begin with a three byte header, have a maximum of 7 data bytes, require ERR (error detection byte), and allow RSP (in-frame respon byte), as shown in Figure 1.
FIGURE 1—DIAGNOSTIC MESSAGE FORMAT
