2015 Models and Technologies for Intelligent Transportation Systems (MT-ITS)

3-5. June 2015. Budapest, Hungary

ICT IN ROAD VEHICLES – Reliable vehicle sensor

information from OBD versus CAN

Zsolt Szalay1*, Zoltán Kánya2, László Lengyel1, Péter Ekler1, Tamás Ujj1, Tamás Balogh1, Hassan Charaf1

1 Budapest University of Technology and Economics, Budapest, Hungary

2 Inventure Automotive Electronics R&D, Budapest, Hungary

* Budapest University of Technology and Economics

H-1111 Budapest, 6 Stoczek Str. bld. J room 505.
[email protected]

I. INTRODUCTION
Abstract— The focus of the research and development activities State-of-the-art technology enables on-board vehicle
in Intelligent Transportation Systems is to increase road traffic sensors to be connected on-line. The devices and applications
safety and improve transport efficiency. Telematics Systems can
based on technical information obtained from vehicle sensors
provide values on both fields, by providing real-time reliable vehicle
are providing greater value to drivers, fleet owners, even
specific information [1]. Road vehicle related information can be
categorized into several types, but technical information provided
insurance companies. Consequently it is important to
through the electronic network of today’s vehicles is becoming an understand how vehicle sensor data can be accessed by current
increasingly important segment. Using the standard on-board technology, how can we get extensive, accurate and up to date
diagnostics (OBD) is a popular solution nowadays for getting out information from vehicle sensors.
technical data from the vehicle, but it has its limitations [2]. The rest of the paper is organized as follows. Section 2
Professional systems rather use direct access to the vehicles CAN introduces the VehicleICT framework and how it was used in
network to extract more detailed technical data out from the ECU
this paper. Section 3 highlights the limitations of the research.
communication [3]. Even automatic vehicle location (AVL) service
Section 4 introduces the OBD for telematics, while Section 5
providers have difficulties in differentiating between the
possibilities and potentials of CAN bus and OBD. This article introduces the FMS standard CAN and Proprietary Vehicle
clearly identifies the differences between the solutions available on CAN. Section 6 describes the measurement setup. From
the market, by means of comparing the FMS CAN standard, the Section 7 the measurements are presented. Section 8
OBD standard and the Proprietary Vehicle CAN protocol. The summarizes the results. Section 9 introduces related work in
comparison is not only theoretical, but it is based on different this field. Finally, Section 10 concludes the paper.
measurements and analysis. The measurement results demonstrate
the benefits and limitations of these information sources. For the II. RELATED WORK
measurement we have used our VehicleICT [4] framework that
provided the platform for storing and analyzing the data. Based on There are other ongoing researches that focus on “smart
the provided comparison, the identified advantages and car” solutions by using some wireless interface for accessing
disadvantages of certain source types, we can select the proper real time car information.
solution for a specific requirement. One objective of this research
The increasing activity in the Intelligent Transportation
activity is to clarify confusions about the relation of OBD and CAN
Systems (ITS) area faces a strong limitation: the slow pace at
from the Telematics Systems providers point of view. Besides that
this research can be also considered as a pioneer work that
which the automotive industry is making cars "smarter". On
demonstrates the capabilities of our VehicleICT framework. the contrary, the smartphone industry is advancing quickly. By
combining smartphones with existing vehicles through an
Keywords: CAN bus, Fleet Management, FMS standard, ICT in appropriate interface we are able to move closer to the smart
road vehicles, ITS, OBD, Proprietary Vehicle CAN, Smart vehicle paradigm, offering the user new functionalities and
Transportation, Telematics, Vehicle diagnostics services when driving. In [4] the authors propose an Android-
based application that monitors the vehicle through an OBD
interface, being able to detect accidents. Experimental results
using a real vehicle show that the application is able to react to
accident events in less than 3 seconds, a very low time,

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2015 Models and Technologies for Intelligent Transportation Systems (MT-ITS)
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validating the feasibility of smartphone based solutions for data sources. The platform and its ICT (Information and
improving safety on the road. OBD can not only be used for Communications Technology) components are installed into
accessing car data, but it is also an interface for diagnostics. In the test vehicles and real traffic test are carried out to have
[5] the authors introduce automobile diagnostic technique and reliable measurement data. The measured data is analyzed and
OBD system, compares and analyzes several kinds of different value added services are based on it.
diagnostic protocols widely used in on-board diagnostics
system. As for the problems of hand-held diagnostic devices VehicleICT is data collection, transmission and backend
used in the current market, a general PC automobile fault platform, developed by a research institute and an automotive
diagnostics system based on OBD system design scheme is industrial partner. The objectives are focusing on providing
presented in the paper. ICT services and solutions in the Vehicle domain:

There are already some existing services that try to use the 1. On-board services: services for the vehicle driver and
OBD interface for different purposes. In [6] the Driving Styles passengers.
solution is introduced. The proposed architecture integrates 2. Connected Car related services: vehicle-to-vehicle
both data mining techniques and neural networks to generate a (V2V) and vehicle-to-infrastructure (V2I) – services
classification of driving styles by analyzing the driver behavior provided for other vehicles, and the communication
along each route. In particular, based on parameters from OBD between the cloud-based backend and the vehicle.
such as speed, acceleration, and revolutions per minute of the 3. Backend services: driver behaviour history, smart city,
engine (rpm), the authors have implemented a neural network social services
based algorithm that is able to characterize the type of road on
which the vehicle is moving, as well as the degree of The goal of the VehicleICT framework is to provide a
aggressiveness of each driver. common platform (for creating Connected Car apps and for
utilizing the overwhelming amount of data) for the mobile
In our paper we aimed to clarify the difference between devices (taking care of data collection, visualization and
OBD and FMS CAN and to provide real measurements that communication) and for the server side (creating a highly
can be used in further research and solutions. accessible data warehouse and making the data available for
state of the art stream and batch processing) so developer
III. METHODOLOGY teams can focus on their ideas. Focusing on their ideas means
that the platform can be used as an engine to effectively
The different data access methods and the available develop applications and services both for the vehicle domain
technical information is tested on an open framework, that is and based on the data collected in the vehicle domain. Utilizing
capable of handling all the aforementioned information this platform a specific application has been developed to
sources, like OBD, FMS-CAN or OEM specific Proprietary access vehicle sensor information via Bluetooth, collect,
CAN. The test uses a common platform, a joint development of display and transfer the data for further analyses to the central
BME, the so called VehicleICT platform [7], where the server in the cloud. The structure of the system can be
intention was to create an open platform for market oriented observed on the following figure:
smart applications. The flexible platform is ideal to
demonstrate the capabilities of the different vehicle technical

Fig. 1. The VehicleICT architecture, that was used for the measurements [7]

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2015 Models and Technologies for Intelligent Transportation Systems (MT-ITS)
3-5. June 2015. Budapest, Hungary

The framework is prepared to serve an arbitrary number of

applications at the same time. The standard operation involves
providing a set of data to applications periodically, so it is
possible to optimize the access to the sensor devices by
requesting data only once, even if multiple applications need it.
Besides automatically handling the data, the solution supports
various building blocks, which application developers can use
in their application logic. The simplified query API can be used
to query application data via HTTP, so no special connection is
needed
In this research we have used VehicleICT to collect and
analyze measurements made with OBD and FMS CAN.

IV. LIMITATIONS OF THIS STUDY

The study focuses on the on the data sources on the logical
level and compares the information accessible from the OBD, Fig. 2. Inconvenient position of the OBD connector (example) [9]
the FMS-CAN and the Proprietary Vehicle CAN. The study
does deal with the required physical layers, we suppose that the Further difficulties usually arise because of the deficiency
telematics system has the proper dedicated interface and is in the OEM specific implementation of the standard.
capable of handling information from either source. The According to The OBD Home Page: There are five basic OBD
purpose of this study is to clarify common misunderstandings protocols in use, each with minor variations on the
about OBD versus CAN, so the measurement data are rather communication pattern between the on-board diagnostic
for demonstration and not for analytical comparison which we computer and the scanner console or tool. (…) CAN is the
intend to do also in the future. newest protocol added to the OBD specification, and it is
mandated for all 2008 and newer model years [8].
V. OBD FOR TELEMATICS It may also be confusing for the unexperienced eye that on
OBD there is a CAN physical layer based OBD protocol which
A. Generally about OBD has nothing to do with the Proprietary Vehicle CAN protocol
Despite the fact that OBD was not invented for telematics (except some OEMs like Toyota or Ford where they share the
application, in practice telematics solution providers use often same physical layer, e.g. wires) [10].
this technology as a low cost alternative for accessing vehicle
The OEM specified codes and the available sensor
technical information.
information may vary car by car, and the standard accessible
Nowadays OBD system is a widespread solution for useful data contain no more than 4-7 parameters in OBD
obtaining sensor information on vehicles. Since 1 January 1996 Standard Mode 1-10. For example the OBD Streamer Family
all cars built contain OBD systems [8]. For ITS and telematics of B&B Electronics lists 26 parameters, but most of these are
application purposes OBD has a great potential, but one has to status information about the engine and its auxiliary equipment
be aware of its limitations as well. [11].
Another important characteristic of OBD is the repetition
B. Advantages and disadvantages of OBD rate of the available data. Due to the fact that these data are
It is a generally said that the greatest advantage of using accessible on a question-answer basis, the more (different) data
OBD is the ease of access, and the fact that no professional is read out the lower the repetition time will be for each data
mechanic is needed for the installation. It is also assumed that type. As a rule of thumb it has to be considered that the
due to the standardization the data access method is the same repletion rate of ODB data is in the magnitude of 1 second.
on every vehicle, all vehicles provide all the values defined by
the standard, and thus the same device can be used in all VI. FMS STANDARD CAN AND
vehicles. PROPRIETARY VEHICLE CAN
Theoretically that is true, but when it comes to practice it The FMS (Fleet Management System) standard is
soon turns out that the situation is not that simple. First, the dedicated to the telematics industrial requirements. It was
physical placement of the OBD connector does not always created in 2002, when six major truck manufacturers (Volvo,
allow a dedicated device to be operated during driving as it is Scania, Iveco, MAN, DAF, Mercedes-Benz) decided to create
designed for being used as a diagnostic opportunity in a service a standardized vehicle interface for Automatic Vehicle Locator
station. The connected measuring device may disturb the driver (AVL) or commonly known as GPS based tracking systems.
or make the use some of the controls (pedals, hand brake, etc.) Like that, no matter which OEM produced a vehicle, if it was
impossible (e.g. see Fig. 2.). equipped with an FMS interface, there was the same output for

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2015 Models and Technologies for Intelligent Transportation Systems (MT-ITS)
3-5. June 2015. Budapest, Hungary

all vehicles [12]. For example the FMS Standard 1.0 interface VII. MEASUREMENT LAYOUT
provides 19 parameters apart from the Tachograph Test measurements were performed to find out the usability
information. Regarding that a Digital Tachograph (DTCO) of the two ways obtaining vehicle sensor information: OBD
information message can contain 13 pieces of data by itself, so and CAN. The demonstrator measurements are based on two
the FMS Standard 1.0 is able to provide information up to 32 devices connected to the bus system of the measured vehicle,
different types altogether [13]. transmitting the measured data continuously via mobile
FMS Standard 2.0 contains 8 more parameters in addition. internet.
FMS Standard 3.0 issued in 2012 contains (Truck) FMS
Standard and Bus FMS Standard harmonized in one document. A. OBD Diagnostic Interface
FMS 3.0 defines 33 common messages for trucks and buses,
further 16 for trucks and 26 for buses only and is available
since 2012 [12].
Another noteworthy fact that CAN data repetition time is
around 10-50 millisecond magnitude. That means the
possibility of greater accuracy in measurement, especially
when mathematical integration or statistical distribution of the
measured data is required.

A. Available sensor information

Despite the number of parameters available on FMS
significantly exceeds the relevant data on OBD, Proprietary
Vehicle CAN contains orders of magnitude more information.
“In a high-end vehicle, such as the VW Phaeton, there can be
more than 2500 distinct signals ...” [14]. Fig. 4. The OBD Diagnostic Interface used for the vechicle tests
The diagram below shows the approximate amount of
vehicle sensor information using the different access The OBD interface used for the demonstration is a
technologies. Bluetooth diagnostic interface. After being connected to the
on-board diagnostic socket of the vehicle it collects data
available on OBD. The data can be received and processed
through the dedicated mobile phone application connected to it.

B. FMS CAN Interface

Fig. 3. Approximate amount of available vehicle sensor information

using different access technologies

B. FMS Standard
The FMS Standard is based on the SAE J1939/71
application layer and SAE J1939/21 Data link layer, providing
an ISO 11898-2 compliant 250 kbit/s speed CAN bus as the
standardized output communication interface. Proprietary
Vehicle CAN protocols differ from that in a way that the
higher layers are not standardized but they are OEM (and Fig. 5. The FMS CAN Interface used for the vechicle tests
Model) specific. This means that all different car makes have
their own specific CAN protocols. The FMS CAN Interface is connected to the Proprietary
Vehicle CAN bus of the motor vehicle. It collects the data in
To be able to access Proprietary Vehicle CAN data one has vehicle specific language, it calculates and converts the data
to “understand” all the different “vehicle languages”, that for into FMS Standard, that is available on the output via the built-
example Inventure Automotive does [12]. in Bluetooth interface.

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2015 Models and Technologies for Intelligent Transportation Systems (MT-ITS)
3-5. June 2015. Budapest, Hungary

C. Measuring system design Two of the measured values – vehicle speed and engine
The measurement setup was designed in a way that is close to a speed – are plotted below (See Fig. 7. and Fig. 8.).
potentially marketable application. There are a lot phone based
applications available on the market that can monitor certain
vehicle sensor data. Within this paper the objective of the
authors was to demonstrate the relevant differences between
the OBD based and FMS CAN based application potentials.
Consequently the data acquisition devices are used in on-line
mode, not in logger mode. Phone 3, providing mobil Internet
via Wi-Fi for Phone 1 and 2 simulates the situation when the
phones running the Vehicle ICT application even do not have
to have direct Internet access. Like that Phone 1 and 2 do not
even have to contain a SIM card.

Fig. 7. Measured vehicle speed – VW Passat

Fig. 6. System design of applied data transmission during the measrements

The figure above (See Fig. 6.) indicates the data transmission
from the vehicle to the VehicleICT server, realized over mobile
Internet communication. It has a limited throughput, so despite
CAN data acquisition could have provided even higher
repetition rates, in the current demonstrator measurement setup
repetition rate has been limited to 5 Hz (5 message blocks per
second) in case of CAN data.

VIII. MEASUREMENT RESULTS Fig. 8. Measured engine revolution – VW Passat

Besides the theoretical investigation of different vehicle
sensor data sources the authors carried out in-vehicle As this study is for demonstration only, the test car was not
demonstration measurement. The aim of the measurement was equipped with an absolute measuring device (there has not
to provide real data to demonstrate the differences of OBD and been a surely accurate reference data), the two ways of
FMS CAN sources and identify the directions of further obtaining information can be compared to each other. We can
research. The tests were performed on two passenger cars, a draw important conclusions even this way.
gasoline and a diesel-powered one. Different scenarios were As the diagrams show, both vehicle speed and engine speed
sampled, containing dynamic acceleration, urban traffic and are measured more accurately by using CAN. It contains more
highway cruise. measuring points, and the peak values are clearly plotted too
which are missing from the OBD measurement.
A. Measurement 1
Notice: This deficiency of OBD occurs in all cases where a
The result described hereinafter is a 6 minutes long period parameter’s momentary value is needed for statistic
of the following measurement: distribution calculation, eco-driving, etc. For example:
Date: 23 February, 2015 remarking suddenly rising edges (peaks) on engine speed –
time diagram is especially important, because it correlates with
Car: VW Passat MY2009
wasteful driving. Other parameters carrying similar
Engine: 1968 cm3 CRTDI (CCB119366) information: brake pedal position, moment, acceleration pedal
Environment: Urban traffic position.

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2015 Models and Technologies for Intelligent Transportation Systems (MT-ITS)
3-5. June 2015. Budapest, Hungary

B. Measurement 2 C. Measurement 3
The same method of measurement was tested on a Suzuki Dynamic acceleration measurement was carried out on the
make passenger car too. VW Passat, starting from standstill to 140 km/h.
Date: 12 February, 2015 Date: 23 February, 2015
Car: Suzuki Splash MY2014 Car: VW Passat MY2009
Engine: 993 cm3 GLX (K10BN1702104) Engine: 1968 cm3 CRTDI (CCB119366)
Environment: Urban traffic Environment: 0-140 km/h intensive acceleration
Measured vehicle speed and engine speed are plotted below Measured vehicle speed and engine speed are plotted below
(See Fig. 9. and Fig. 10.). (See Fig. 11. and Fig. 12.).

Fig. 9. Measured vehicle speed - Suzuki Splash Fig. 11. Measured vehicle speed during dynamic acceleration

Fig. 10. Measured engine revolution - Suzuki Splash Fig. 12. Measured engine revolution - VW Passat

Similarly to the VW test results it can be observed that On the diagrams above short and intensive acceleration is
OBD measurements have less resolution in time and in value plotted. The parameters change relatively fast, thus the
also. The notices and conclusions of the previous measurement difference of sampling frequency is conspicuous. In the OBD
are valid here. measurement one of the peaks on engine revolution diagram is
missing.

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2015 Models and Technologies for Intelligent Transportation Systems (MT-ITS)
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D. Measurement 4 consumption data were calibrated to the FMS CAN data. There
The purpose of Measurement No. 4 was to compare the is a relatively long interval (3:47-5:00 PM) as a reference for
fuel consumption measuring capabilities of OBD and FMS calculating an OBD calibration factor for the two different
CAN. The data from the vehicle’s board computer was also OBD fuel consumption calculation methods (see TABLE II).
logged as a control. For cross-checking the OBD fuel consumption
Date: 10 March 2015, 3:47 – 5:00 PM measurement results, the above OBD calibration factors were
applied for shorter sections of the same measurement as well.
Car: VW Passat MY2009 The assumption was that in case of good OBD calibration the
Engine: 1968 cm3 CRTDI (CCB119366) FMS CAN and calibrated OBD consumption gives nearly the
Environment: 155 km highway measurement same result either for specific sections.
According to the vehicle’s board computer, the fuel As TABLE III. indicates, the OBD calibration factors that
consumption was 6.9 l/100 km on the given section. The FMS were good for the entire measurement are not valid for specific
CAN based measurement data for the gives section are listed in sections within the same measurement. There are three ten
TABLE I. below containing the respective total fuel used minutes sections selected from the more than two hours
counter values for the respective odometer stands. measurement. The fuel consumption results are calculated for
these sections with the calibration factors determined for the
entire measurement length. The results are then compared to
TABLE I. SUMMARY OF THE FMS CAN BASED FUEL CONSUMPTION
the FMS CAN fuel consumption results for the same sections.
The FMS CAN and the OBD fuel consumption calculated for
Total Distance (FMS CAN) Total Fuel Used (FMS CAN) the 3:48-4:00, 4:05-4:15 and 4:46-4:55 sections significantly
differ from each-other.
139 435 km 36.7

139 590 km 47.3

TABLE III. CROSS CHECK OF CALIBRATED OBD FUEL CONSUMPTION
DELTA DISTANCE: 155 km
Average Fuel Consumption [liter/100km]
DELTA FUEL USED: 10.6 liter OBD MAF (1) OBD IMAP(2) FMS CAN
(4)
FUEL CONSUMPTION: 6.8 l/100 km 3:48-4:00 PM 5.69 5.34(4) 6.25

4:05-4:15 PM 6.67(4) 5.08(4) 7.39

The OBD fuel consumption measurement results were 4:46-4:55 PM 5.84(4) 4.40(4) 6.50
calculated based on the momentary fuel consumption, using 1 Mass Air Flow based calculation
2 Intake Manifold Absolute Pressure based calculation
two different methods. The first one is based on the Mass Air 4 Average calculated with the use of calibration factor
Flow (MAF) sensor data. The second method is based on the
Intake Manifold Absolute Pressure (IMAP), which is genarally
used in case there is no MAF sensor available in the vehicle. As a further control, a similar comparison was carried out
These calculation methods are widely documented and using the same OBD calibration factors but on different
published, e.g in the patent of Bimurugesan et Al. [15]. measurements, taken under different circumstances. TABLE IV.
contains measurement results taken on different days in
different traffic situations. By applying the same OBD
TABLE II. OBD FUEL CONSUMPTION DATA CALIBRATION calibration factors (determined in TABLE II.) to the original
Average Fuel Consumption [liter/100km] measurement data, the MAF and IMAP based calculations
OBD MAF (1) OBD IMAP(2) FMS CAN results show massive difference not only compared to FMS
CAN but even compared to each other. Especially the second
3:47-5:00 PM 14.52 3.96 6.80 case (23 February), which seems to be unrealistic.
Calibr. fact. 0.468 1.717 -

3:47-5:00 PM 6.80 (3)

6.80 (3)
6.80(3) TABLE IV. COMPARIRISON OF CALIBRATED OBD FUEL CONSUMPTION
FOR SECTIONS WITHIN OTHER MEASUREMENTS
1 Mass Air Flow based calculation
2 Intake Manifold Absolute Pressure based calculation
3 Adjusted to FMS CAN consumption by using calibration factor Average Fuel Consumption [liter/100km]
OBD MAF (1) OBD IMAP(2) FMS CAN
8 March (4) (4)
Without any calibration of the OBD data, the two methods 4:57-5:07 PM
7.02 15.78 5.56
gave 14.52 l/100 km and 3.96 l/100 km fuel consumption 23 February
17.90(4) 52.59(4) 10.00
respectively, which are definitely not realistic. 3:23-3:32 PM
1 Mass Air Flow based calculation
Taking into consideration that FMS CAN values are closer 2 Intake Manifold Absolute Pressure based calculation
4 Average calculated with the use of calibration factor
to the board computer information and according to previous
experiences are more robust, the OBD calculated fuel

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2015 Models and Technologies for Intelligent Transportation Systems (MT-ITS)
3-5. June 2015. Budapest, Hungary

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choose the appropriate data source or data source combination.

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