ANNEX XIISupplementary provisions
ANNEX XII Requirements applying to functional on-board diagnostics (OBD) 1. Introduction This Annex applies to the functional requirements of on-board diagnostic (OBD) systems for L-category vehicles and specifies requirements as referred to in Article 21 of Regulation (EU) No 168/2013 according to the timetable set out in Annex IV to that Regulation and referring to the OBD threshold limits set out in Section B of Annex VI to that Regulation. 2. OBD stage I and stage II 2.1. OBD stage I. 2.1.1. The technical requirements of this Annex shall be mandatory for L-category vehicles equipped with an OBD stage I system as set out in Article 21 of, and Annex IV to Regulation (EU) No 168/2013. This obligation concerns compliance with all subsequent points with the exception of those specifying OBD stage II requirements in points 2.2 and 2.3. 2.2. OBD stage II 2.2.1. An L-category vehicle may be equipped with an OBD stage II system if the manufacturer so chooses. 2.2.2. Where an OBD stage II system is fitted, the technical requirements of this Annex shall apply. This concerns in particular the applicable points listed in Table 12-1. Table 12-1 OBD stage II functions and associated requirements in the points of this Annex and Appendix 1 Topic Paragraphs in this Annex and Appendix 1 Catalytic converter monitoring 3.3.3.1/3.3.4.1 EGR efficiency/flow monitoring 3.3.4.4 In-use performance monitoring point 4 of Appendix 1 Misfire detection 3.3.3.2/3.5.3/3.6.2/3.7.1/3.1.2 of Appendix 1 NO x after-treatment system monitoring 3.3.4.5/3.3.4.6 Oxygen sensor deterioration monitoring 3.3.3.3 Particulate filter monitoring 3.3.4.2. Particulate matter (PM) emission monitoring 3.3.3.5. 2.3. Electric circuit diagnostic 2.3.1. For the purposes of points 3.3.5 and 3.3.6 the electric circuit and electronic failure diagnostics with regard to OBD stage I and/or II shall at a minimum contain the sensor and actuator diagnostics as well as the internal diagnostics of the electronic control units listed in Appendix 2. 2.3.2. Non-continuously running electric circuit monitoring diagnostics, i.e. those electric circuit monitoring diagnostics that will run until their tests have passed on a non-continuous basis, and completion of point 3.3.6 for the items included in Appendix 2, shall be part of OBD stage II. 2.3.3. By 31 December 2018, the list in Appendix 2 shall be reviewed and updated for technical progress if deemed necessary. Any malfunctions of supplemental devices to be monitored shall be applicable for OBD stage II in addition to those already identified in the table. 3. Functional OBD requirements 3.1. L-category vehicles shall be equipped with an OBD system so designed, constructed and installed in a vehicle as 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 in Section (A) of Annex VII to Regulation (EU) No 168/2013 may show some deterioration in OBD system performance such that the OBD emission thresholds given in Section (B) of Annex VI to Regulation (EU) No 168/2013 may be exceeded before the OBD system signals a failure to the driver of the vehicle. 3.1.1. Access to the OBD system required for the inspection, diagnosis, servicing or repair of the vehicle shall be unrestricted and standardised. All OBD-relevant fault codes shall be consistent with point 3.11 of Appendix 1 to this Annex. 3.1.2. At the manufacturer’s discretion, to aid technicians in the efficient repair of L-category vehicles, the OBD system may be extended to monitor and report on any other on-board system. Extended diagnostic systems shall not be considered as falling under the scope of type-approval requirements. 3.2. The OBD system shall be so designed, constructed and installed in a vehicle as to enable it to comply with the requirements of this Annex during conditions of normal use. 3.2.1. Temporary disablement of the OBD system 3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is affected by low fuel levels or below the minimum state of charge of the propulsion or electric system batteries (maximum discharge of capacity). Disablement shall not occur when the fuel tank level is above 20 per cent of the nominal capacity of the fuel tank. 3.2.1.2. A manufacturer may disable the OBD system at ambient engine starting temperatures below 266.2 K (– 7 °C) or at elevations over 2 500 metres above sea level, provided it submits data and/or an engineering evaluation which adequately demonstrate that monitoring would be unreliable in such conditions. It may also request disablement of the OBD system at other ambient engine starting temperatures if it demonstrates to the authority with data and/or an engineering evaluation that misdiagnosis would occur under such conditions. It is not necessary to illuminate the malfunction indicator (MI) if the OBD thresholds are exceeded during regeneration, provided no defect is present. 3.2.1.3. 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. In addition to the provisions of this section, the manufacturer may temporarily disable the OBD system in the following conditions: (a) For flex fuel or mono/bi fuel gas vehicles for one minute after refuelling to allow for the recognition of fuel quality and composition by the powertrain control unit(s) (PCU); (b) For bi fuel vehicles for five seconds after fuel switching to allow for engine parameters to be readjusted; (c) The manufacturer may deviate from these time limits if it can be demonstrated that stabilisation of the fuelling system after refuelling or fuel switching takes longer for justified technical reasons. In any case, the OBD system shall be re-enabled as soon as either the fuel quality or composition is recognised or the engine parameters are readjusted. 3.2.2. Engine misfire in vehicles equipped with positive-ignition engines. 3.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria than those 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. 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 OBD thresholds set out in Section (B) of Annex VI to Regulation (EU) No 168/2013, or that percentage that could lead to an exhaust catalyst, or catalysts, overheating, causing irreversible damage; 3.2.2.1. When a manufacturer can demonstrate to the authority that the detection of higher levels of misfire percentages is still not feasible, or that misfire cannot be distinguished from other effects (e.g. rough roads, transmission shifts, after engine starting, etc.), the misfire monitoring system may be disabled when such conditions exist. 3.3. Description of tests 3.3.1. The OBD system shall indicate the failure of an emission-related component or system when that failure results in emissions exceeding the OBD emission threshold limits referred to in Annex VI(B) to Regulation (EU) No 168/2013. 3.3.2. Monitoring requirements for vehicles equipped with positive-ignition engines In satisfying the requirements of Article 21 of Regulation (EU) No 168/2013., the OBD system shall, at a minimum, monitor for: 3.3.2.1. The reduction in the efficiency of the catalytic converter with respect to emissions of hydrocarbons and nitrogen oxides. Manufacturers may monitor the front catalyst alone or in combination with the next catalyst(s) downstream. Each monitored catalyst or catalyst combination shall be considered to be malfunctioning if the emissions exceed the NMHC or NO x thresholds provided for in Section B of Annex VI to Regulation (EU) No 168/2013. 3.3.2.2. Engine misfire The presence of engine misfire in the engine operating region bounded by the following lines: (a) maximum design engine speed minus 500 min -1 ; (b) the positive torque line (i.e. engine load with the transmission in neutral); (c) linear lines 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 13,3 kPa lower than that at the positive torque line. 3.3.2.3. Oxygen sensor deterioration This section shall mean that the deterioration of all oxygen sensors fitted and used for monitoring malfunctions of the catalytic converter in accordance with the requirements of this Annex shall be monitored. 3.3.2.4. The electronic evaporative emission purge control shall, at a minimum, be monitored for circuit continuity. 3.3.2.5. For direct injection positive ignition engines, any malfunction that could lead to emissions exceeding the particulate mass (PM) OBD emission thresholds provided for in Section B of Annex VI to Regulation (EU) No 168/2013 shall be monitored in accordance with the requirements of this Annex for compression ignition engines. 3.3.3. Monitoring requirements for vehicles equipped with compression ignition engines. In satisfying the requirements of Article 21 of Regulation (EU) No 168/2013, the OBD system shall monitor: 3.3.3.1. Reduction in the efficiency of the catalytic converter, where fitted; 3.3.3.2. The functionality and integrity of the particulate trap, where fitted. 3.3.3.3. The fuel-injection system electronic fuel quantity and timing actuator(s) is/are monitored for circuit continuity and total functional failure. 3.3.3.4. Malfunctions and the reduction in efficiency of the EGR system, shall be monitored. 3.3.3.5. Malfunctions and the reduction in efficiency of a NO x after-treatment system using a reagent and the reagent dosing subsystem shall be monitored. 3.3.3.6. Malfunctions and the reduction in efficiency of NO x after-treatment not using a reagent shall be monitored. 3.3.4. If active on the selected fuel, other emission control system components or systems, or emission-related powertrain components or systems, which are connected to a computer shall be monitored, the failure of which may result in tailpipe emissions exceeding the OBD emission thresholds given in Section B of Annex VI to Regulation (EU) No 168/2013. 3.3.5. Unless otherwise monitored, any other electronic powertrain component connected to a computer relevant for environmental performance and/or functional safety, including any relevant sensors to enable monitoring functions to be carried out, shall be monitored for electric/electronic circuit failures. In particular these electronic components shall be continuously monitored for any electric circuit continuity failure, shorted electric circuits, electric range/performance and stuck signal of the emissions control system. 3.3.6. Unless otherwise monitored, any other powertrain component connected to a computer relevant for the environmental performance and/or functional safety, triggering any programmed ‘limp-home’ operating mode which significantly reduces engine torque, e.g. to safeguard powertrain components. Without prejudice to the list Ap2-1 the relevant diagnostic trouble code shall be stored. 3.3.7. 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 B of Annex VI to Regulation (EU) No 168/2013. 3.4. A sequence of diagnostic checks shall 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 in the course of normal driving as represented by the Type I test. If the failure cannot be reliably detected under the Type I test conditions, the manufacturer may propose supplemental test conditions that do allow robust detection of the failure to be agreed with the technical service to the satisfaction of the approval authority. 3.5. Activation of malfunction indicator (MI) 3.5.1. The OBD system shall incorporate a malfunction indicator readily perceivable to the vehicle operator. The MI shall not be used for any purposes other than 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 conformity with ISO 2575:2010, symbol F.01. A vehicle shall not be equipped with more than one general purpose MI for emission-related problems or powertrain faults leading to significantly reduced torque. Separate specific purpose tell-tales (e. g. brake system, fasten seat belt, oil pressure, etc.) are permitted. The use of red colour for an MI is prohibited. 3.5.2. For strategies requiring more than two preconditioning cycles for MI activation, the manufacturer shall provide data and/or an engineering evaluation which adequately demonstrate 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 are not accepted. The MI shall also activate whenever the powertrain control enters a permanent default mode of operation leading to a significant torque reduction or if the OBD emission thresholds in Section (B) of Annex VI to Regulation (EU) No 168/2013 are exceeded or if the OBD system is unable to fulfil the basic monitoring requirements laid down in points 3.3.2 or 3.3.3. 3.5.3. The MI shall operate in a distinct warning mode, e.g. a flashing light, during any period in which engine misfire occurs at a level likely to cause catalyst damage, as specified by the manufacturer. 3.5.4. The MI shall also activate when the vehicle’s ignition is in the ‘key on’ position before engine starting or cranking and deactivate if no malfunction has been detected. For vehicles not equipped with a battery, the MI shall illuminate immediately after engine starting and shall subsequently be deactivated after 5 seconds, if no malfunction has previously been detected. 3.6. The OBD system shall record fault code(s) indicating the status of the emission control system or of the functional safety system leading to an operation mode with significantly reduced torque in comparison to normal operation mode. Separate status codes shall be used to identify correctly functioning emission control systems, functional safety systems and those emission control systems which need further vehicle operation to be fully evaluated. If the MI is activated due to deterioration or malfunction or permanent emission default modes of operation, a fault code shall be stored that identifies the type of malfunction. A fault code shall also be stored in the cases referred to in points 3.2.2.5 and 3.2.3.5. 3.6.1. The distance travelled by the vehicle while the MI is activated shall be available at any moment through the serial port on the standardised diagnostic connector. By means of derogation for vehicles equipped with a mechanically operating odometer that does not allow input to the electronic control unit, ‘distance travelled’ may be replaced with ‘engine operation time’ and shall be made available at any moment through the serial port on the standardised diagnostic connector. 3.6.2. 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. 3.6.3. The MI may be activated at levels of emissions below the OBD emission thresholds set out in Section B of Annex VI to Regulation (EU) No 168/2013. 3.6.3. The MI may be activated if a default mode is active without significant reduction of propulsion torque. 3.7. Extinguishing the MI 3.7.1. If misfire at levels likely to cause catalyst damage (as specified by the manufacturer) is no longer taking place, or if the engine is operated after changes to speed and load conditions where the level of misfire will not cause catalyst damage, the MI may be switched back to the previous state of activation during the first driving cycle on which the misfire level was detected and to the normal activated mode on subsequent driving cycles. If the MI is switched back to the previous state of activation, the corresponding fault codes and stored freeze-frame conditions may be erased. 3.7.2. For all other malfunctions, the MI may be deactivated 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. 3.8. Erasing a fault code 3.8.1. The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same fault is not reregistered in at least 40 engine warm-up cycles. 3.8.2. Stored faults shall not be erased by disconnection of the on-board computer from the vehicle power supply or by disconnection or failure of the vehicle battery or batteries. 3.9. Bi-fuelled gas vehicles In general, all the OBD requirements applying to a mono-fuelled vehicle apply to bi-fuelled gas vehicles for each of the fuel types (petrol and (NG/biomethane)/LPG)). To this end, one of the following two alternatives in points 3.8.1 or 3.8.2 or any combination thereof shall be used. 3.9.1. One OBD system for both fuel types 3.9.1.1. The following procedures shall be executed for each diagnostic in a single OBD system for operation on petrol and on (NG/biomethane)/LPG, either independent of the fuel currently in use or fuel-type specific: (a) Activation of malfunction indicator (MI) (see point 3.5); (b) Fault code storage (see point 3.6); (c) Extinguishing the MI (see point 3.7); (d) Erasing a fault code (see point 3.8). For components or systems to be monitored, either separate diagnostics for each fuel type can be used or a common diagnostic. 3.9.1.2. The OBD system can reside in either one or more computers. 3.9.2. Two separate OBD systems, one for each fuel type. 3.9.2.1. The following procedures shall be executed independently of each other when the vehicle is operated on petrol or on (NG/biomethane)/LPG: (a) Activation of malfunction indicator (MI) (see point 3.5); (b) Fault code storage (see point 3.6); (c) Extinguishing the MI (see point 3.7); (d) Erasing a fault code (see point 3.8). 3.9.2.2. The separate OBD systems can reside in either one or more computers. 3.9.3. Specific requirements regarding the transmission of diagnostic signals from bi-fuelled gas vehicles. 3.9.3.1. On a request from a diagnostic scan tool, the diagnostic signals shall be transmitted on one or more source addresses. The use of source addresses is set out in ISO 15031-5:2011. 3.9.3.2. Identification of fuel specific information can be realised: (a) By use of source addresses; and/or (b) By use of a fuel select switch; and/or (c) By use of fuel specific fault codes. 3.9.4. Regarding the status code (described in point 3.6), one of the following two alternatives has to be used if one or more of the diagnostics reporting readiness is fuel-type specific: (a) The status code is fuel specific, i.e. use of two status codes, one for each fuel type; (b) The status code shall indicate fully evaluated control systems for both fuel types (petrol and (NG/biomethane)/LPG)) when the control systems are fully evaluated for one of the fuel types. If none of the diagnostics reporting readiness is fuel-type specific, only one status code has to be supported. 4. Requirements relating to the type-approval of on-board diagnostic systems 4.1. A manufacturer may ask the authority to accept an OBD system for type-approval even if the system contains one or more deficiencies so that the specific requirements of this Annex are not fully met. 4.2. In considering the request, the authority shall determine whether compliance with the requirements of this Annex is unfeasible or unreasonable. The authority shall take into consideration data from the manufacturer detailing factors such as, but not limited to, technical feasibility, lead time and production cycles including phase-in or phase-out of engines or vehicle designs and programmed upgrades of computers, the extent to which the resultant OBD system will be effective in complying with the requirements of this Regulation and whether the manufacturer has demonstrated an acceptable level of effort to comply with those requirements. 4.2.1. The authority shall not accept any deficiency request that includes the complete lack of a required diagnostic monitor. 4.2.2. The authority shall not accept any deficiency request that does not respect the OBD threshold in Section (B) of Annex VI to Regulation (EU) No 168/2013. 4.3. In the identified order of deficiencies, those relating to points 3.3.3.1, 3.3.3.2 and 3.3.3.3 for positive-ignition engines and points 3.3.4.1, 3.3.4.2 and 3.3.4.3 for compression-ignition engines shall be identified first. 4.4. Prior to, or at the time of, type-approval, no deficiency shall be granted in respect of the requirements of point 3.5, except point 3.5.3.4 of Appendix 1. 4.5. Deficiency period 4.5.1. A deficiency may be carried over for a period of two years after the date of type-approval of the vehicle type unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would be necessary to correct it. In such a case, it may be carried over for a period not exceeding three years. 4.5.2. A manufacturer may ask the approval authority to grant a deficiency retrospectively when it is discovered after the original type-approval. In this case, the deficiency may be carried over for a period of two years after the date of notification to the administrative department unless it can be adequately demonstrated that substantial vehicle hardware modifications and additional lead-time beyond two years would be necessary to correct it. In such a case, it may be carried over for a period not exceeding three years. 4.6. The authority shall notify all other Member States of its decision on granting a deficiency request.