Main Body (based on Level 1 text)

3. Definitions
For the purposes of this Regulation the following definitions shall apply:

OBD Definitions to be renumbered

3.y.y. "On-Board Diagnostic (OBD) system" means in context of this

regulation, a system on-board the vehicle diagnostic system for
emission control which has the capability of detecting malfunction by
means of fault codes stored in computer memory, and illumination of
the Malfunction Indicator (MI) to notify the operator of the vehicle.

3.y.y. "OBD family" means a manufacturer's grouping of vehicles which,

through their design, are expected to have similar exhaust emission
and OBD system characteristics. Each vehicle of this family shall
have complied with the requirements of this Regulation as defined in
paragraph 6.8.1.

3.y.y. "Emission control system" means in the context of OBD the

electronic engine management controller and any emission-related
component in the exhaust or evaporative system which supplies an
input to or receives an output from this controller.

3.y.y. "Malfunction indicator (MI)" means a visible or audible indicator that

clearly informs the driver of the vehicle in the event of a malfunction
of any emission-related component connected to the OBD system, or
the OBD system itself.

3.y.y. "Malfunction" means the failure of an emission-related component or

system that would result in emissions exceeding the OBD threshold
limits in paragraph 6.8.2. of this Regulation or if the OBD system is
unable to fulfil the basic monitoring requirements of this
annexAnnex C5.

3.y.y. "Secondary air" refers to air introduced into the exhaust system by
means of a pump or aspirator valve or other means that is intended to
aid in the oxidation of HC and CO contained in the exhaust gas
stream.

3.y.y. "Engine misfire" means lack of combustion in the cylinder of a

positive ignition engine due to absence of spark, poor fuel metering,
poor compression or any other cause. 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 threshold limits given in paragraph 6.8.2. of this
Regulation or that percentage that could lead to an exhaust catalyst, or
catalysts, overheating causing irreversible damage.

3.y.y. "Type 1 test" means the means the applicable driving cycle used for
emission approvals, as detailed in this Regulation.
3.y.y. A "driving cycle" consists of key-on, a driving mode where a
malfunction would be detected if present, and key-off.

3.y.y. A "warm-up cycle" means sufficient vehicle operation such that the
coolant temperature has risen by a least 22 K from engine starting and
reaches a minimum temperature of 343 K (70 °C).

3.y.y. A "Fuel trim" refers to feedback adjustments to the base 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. These long-term adjustments compensate for vehicle
differences and gradual changes that occur over time.

3.y.y. A "Calculated load value" refers to an indication of the current

airflow divided by peak airflow, where peak airflow is corrected for
altitude, if available. This definition provides a dimensionless number
that is not engine specific and provides the service technician with an
indication of the proportion of engine capacity that is being used
(with wide open throttle as 100 per cent);
Current airflow Atmospheric pressure (at sea level)
CLV = ⋅
Peak airflow (at sea level ) Barometric pressure

3.y.y. "Permanent emission default mode" refers to a case where the engine
management controller permanently switches to a setting that does
not require an input from a failed component or system where such a
failed component or system would result in an increase in emissions
from the vehicle to a level above the OBD threshold limits given in
paragraph 6.8.2. of this Regulation.

3.y.y.y. Permanent in this context means that the default mode is not
recoverable, i.e. the diagnostic or control strategy that caused the
emission default mode cannot run in the next driving cycle and
cannot confirm that the conditions that caused the emission default
mode is not present anymore. All other emission default modes are
considered to be not permanent.

3.y.y. "Power take-off unit" means an engine-driven output provision for the
purposes of powering auxiliary, vehicle mounted, equipment.

3.y.y. "Access" means the availability of all emission-related OBD data

including all fault codes required for the inspection, diagnosis,
servicing or repair of emissions-related parts of the vehicle, via the
serial interface for the standard diagnostic connection (pursuant to
paragraph 6.5.3.5. of Appendix 1 to Annex C5).

3.y.y. "Unrestricted" means:

3.y.y.y. Access not dependent on an access code obtainable only from the
manufacturer, or a similar device; or

3.y.y.y. Access allowing evaluation of the data produced without the need for
any unique decoding information, unless that information itself is
standardised.
3.y.y. "Standardised" means that all data stream information, including all
fault codes used, shall be produced only in accordance with industry
standards which, by virtue of the fact that their format and their
permitted options are clearly defined, provide for a maximum level of
harmonisation in the motor vehicle industry, and whose use is
expressly permitted in this Regulation.

3.y.y. "Repair information" means all information required for diagnosis,

servicing, inspection, periodic monitoring or repair of the vehicle and
which the manufacturers provide for their authorised dealers/repair
shops. Where necessary, such information shall include service
handbooks, technical manuals, diagnosis information (e.g. minimum
and maximum theoretical values for measurements), wiring diagrams,
the applicable software calibration identification number, instructions
for individual and special cases, information provided concerning
tools and equipment, data record information and two-directional
monitoring and test data. The manufacturer shall not be obliged to
make available that information which is covered by intellectual
property rights or constitutes specific know-how of manufacturers
and/or OEM suppliers; in this case the necessary technical
information shall not be improperly withheld.

3.y.y. "Deficiency" means, in respect of vehicle OBD systems, that up to

two separate components or systems that are monitored contain
temporary or permanent operating characteristics that impair the
otherwise efficient OBD monitoring of those components or systems
or do not meet all of the other detailed requirements for OBD.
Vehicles may be type-approved, registered and sold with such
deficiencies according to the requirements of paragraph 4. of Annex
C5.

3.yy. "Limp-home routines" means any default mode other than emission
default mode.

6. Specifications and tests

6.8. On-board diagnostics OBD – Test

This test shall be carried out on vehicle types as indicated in Table A. The
test procedure described in paragraph 3. of Annex C5 to this Regulation shall
be followed.
6.8.1. OBD family
6.8.1.1. Parameters defining the OBD family
The OBD family means a manufacturer's grouping of vehicles which,
through their design, are expected to have similar exhaust emission and OBD
system characteristics. Each engine of this family shall comply with the
requirements of this Regulation.
The OBD family may be defined by basic design parameters which shall be
common to vehicles within the family. In some cases there may be interaction
 of parameters. These effects shall also be taken into consideration to ensure
that only vehicles with similar exhaust emission characteristics are included
within an OBD family.
6.8.1.2. To this end, those vehicles whose parameters described below are identical
may be considered to belong to the same OBD family.
Engine:
(a) Combustion process (i.e. positive ignition, compression-ignition, two-
stroke, four-stroke/rotary);
(b) Method of engine fuelling (i.e. single or multi-point fuel injection);
and
(c) Fuel type (i.e. petrol, diesel, flex fuel petrol/ethanol, flex fuel diesel/
biodiesel, NG/biomethane, LPG, bi fuel petrol/NG/biomethane, bi-
fuel petrol/LPG).
Emission control system:
(a) Type of catalytic converter (i.e. oxidation, three-way, heated catalyst,
SCR, other);
(b) Type of particulate trap;
(c) Secondary air injection (i.e. with or without); and
(d) Exhaust gas recirculation (i.e. with or without);
OBD parts and functioning.
The methods of OBD functional monitoring malfunction detection and
malfunction indication to the vehicle driver.
[6.8.2. OBD threshold limits
The OBD threshold limits referred to in Annex C5 are specified in Table 4A
and Table 4B.
Table 4A: OBD threshold limits
Reference mass Mass of carbon Mass of non- Mass of Mass of
(RM) monoxide methane oxides of particulate
(kg) hydrocarbons nitrogen matter1
(CO) (NMHC) (NOx) (PM)
(mg/km) (mg/km) (mg/km) (mg/km)
Category Class PI CI PI CI PI CI CI PI
M — All 1,900 1,750 170 290 90 140 12 12
N1 I RM ≤ 1305 1,900 1,750 170 290 90 140 12 12
II 1305 < RM 3,400 2,200 225 320 110 180 12 12
≤ 1760
III 1760 < RM 4,300 2,500 270 350 120 220 12 12
N2 — All 4,300 2,500 270 350 120 220 12 12

Key PI Positive Ignition

CI Compression Ignition.
1
Positive ignition particulate mass and number limits apply only to
vehicles with direct injection engines

Table 4B: OBD threshold limits

Reference mass Mass of carbon Mass of non- Mass of Mass of
(RM) monoxide methane oxides of particulate
(kg) hydrocarbons nitrogen matter1
(CO) (NMHC) (NOx) (PM)
 (mg/km) (mg/km) (mg/km) (mg/km)
Category Class G D G D G D G D
M — All 4,060 — 320 — 300 — — —
—* 1
GVW≤ 1,700 4,060 — 320 — 300 — — —
— 1,700 < GVW ≤ 8,960 — 460 — 410 — — —
N1, N2 3,500

—*2 All 14,120 — 320 — 300 — — —

G Petrol, LPG

D Diesel
1
Except vehicles having [engine displacement] less than or equal to 0.660 l, vehicle
length less than or equal to 3.40m, vehicle width less than or equal to 1.48m, and
vehicle height less than or equal to 2.00m, seats less than or equal to 3 in addition
to a driver, and payload less than or equal to 350kg
2
Vehicles having [engine displacement] less than or equal to 0.660 l, vehicle length
less than or equal to 3.40m, vehicle width less than or equal to 1.48m, and vehicle
height less than or equal to 2.00m, seats less than or equal to 3 in addition to a
driver, and payload less than or equal to 350kg]

7. Modification and extension of the type approval

7.7. Extension for OBD

For OBD the type approval can be extended to vehicles belonging to an

approved OBD family as defined in paragraph 6.8.1. of this Regulation.

7.8. Extensions for OBFCM

For OBFCM determination the type approval can be extended to vehicles

belonging to an approved OBFCM family as defined in paragraph 6.6.3. of
this Regulation.

8. Conformity of production (COP)

Introduction
8.1.2. The manufacturer shall check the conformity of production by conducting the
appropriate tests in accordance with Table 8/1 and 8/2 of this Regulation and
with the OBD requirements. Where applicable and if required, the
manufacturer shall determine and report the OBFCM device accuracy in
accordance with Appendix 5.
The specific procedures for conformity of production are set out in
paragraphs 8.2. to 8.4. and Appendices 1 to 4.

8.1.3.3. CoP family for OBD

For the purposes of the manufacturer's conformity of production check on
OBD, the family means the conformity of production (CoP) family, which
shall be identical to the OBD family, as described in paragraph 6.8.1. of this
Regulation.

8.4. Checking the conformity of the vehicle for On-board Diagnostics (OBD)
8.4.1. When the approval authority determines that the quality of production seems
unsatisfactory, a vehicle shall be randomly taken from the family and
subjected to the tests described in Appendix 1 to Annex C5.
8.4.2. The production shall be deemed to conform if this vehicle meets the
requirements of the tests described in Appendix 1 to Annex C5.
8.4.3. If the vehicle tested does not satisfy the requirements of section 8.4.1, a
further random sample of four vehicles shall be taken from the same family
and subjected to the tests described in Appendix 1 to Annex C5. The tests
may be carried out on vehicles which have completed a maximum of 15,000
km with no modifications.
8.4.4. The production shall be deemed to conform if at least three vehicles meet the
requirements of the tests described in Appendix 1 to Annex C5.
Annex C5

On-Board Diagnostics (OBD) for motor vehicles

1. Introduction
This annex applies to the functional aspects of On-Board Diagnostic (OBD)
system for the emission control of motor vehicles.
2. RESERVED
3. Requirements and tests
3.1. All 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
Type Approval Authority shall accept that vehicles which have travelled
distances in excess of the target useful life (according to paragraph 6.7. of
this Regulation) referred to in paragraph 3.3.1. of this annex, may show some
deterioration in OBD system performance such that the OBD threshold limits
given in paragraph 6.8.2. of this Regulation 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 emission-
related fault codes shall be consistent with paragraph 6.5.3.5. of Appendix 1
to this annex.
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. 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 K (-7 °C) or at elevations over 2,500 metres above
sea level provided the manufacturer submits data and/or an engineering
evaluation which adequately demonstrate that monitoring would be
unreliable when such conditions exist. A manufacturer may also request
disablement of the OBD system at other ambient engine starting temperatures
if he 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 a 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 paragraph the manufacturer may
temporarily disable the OBD system in the following conditions:

7
 (a) For flex fuel or mono/bi fuel gas vehicles during 1 minute after re-
fuelling to allow for the recognition of fuel quality and composition
by the ECU;
(b) For bi fuel vehicles during 5 seconds after fuel switching to allow for
readjusting engine parameters;
(c) The manufacturer may deviate from these time limits if it can
demonstrate that stabilisation of the fuelling system after re-fuelling 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
and 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.
3.2.2.2. 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.
3.2.2.3. Catalytic converter protection
For Level 1b and Level 2
The engine misfire which causes the catalytic converter damage because of
the excessive heat, the engine misfire shall be monitored every 200 min-1.
3.2.3. Identification of deterioration or malfunctions may be also be done outside a
driving cycle (e.g. after engine shutdown).
3.3. Description of tests
3.3.1. The tests are carried out on the vehicle used for the Type 5 durability test,
given in Annex C4 to this Regulation, and using the test procedure in
Appendix 1 to this annex. Tests are carried out at the conclusion of the
Type 5 durability testing.
When no Type 5 durability testing is carried out, or at the request of the
manufacturer, a suitably aged and representative vehicle may be used for
these OBD demonstration tests.
3.3.2. The OBD system shall indicate the failure of an emission-related component
or system when that failure results in emissions exceeding the OBD threshold
limits given in Table 4 in paragraph 6.8.2. of this Regulation.
3.3.2.1. The OBD thresholds limits for vehicles that are type approved according to
the emission limits set out in paragraph 6.3.10. of this Regulation are set out
in Table 4 in paragraph 6.8.2. of this Regulation.

8
3.3.3. Monitoring requirements for vehicles equipped with positive ignition
engines.
In satisfying the requirements of paragraph 3.3.2. of this annex the OBD
system shall, at a minimum, monitor for:
3.3.3.1. The reduction in the efficiency of the catalytic converter with respect to
emissions of NMHC and NOx. 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
malfunctioning when the emissions exceed the NMHC or NO x OBD
threshold limits provided for by paragraph 6.8.2. of this Regulation.
3.3.3.2. The presence of engine misfire in the engine operating region bounded by the
following lines:
(a) A maximum speed of 4,500 min -1 or 1,000 min-1 greater than the
highest speed occurring during a Type 1 Test cycle, whichever is the
lower;
(b) The positive torque line (i.e. engine load with the transmission in
neutral);
(c) A line 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 13.33 kPa
lower than that at the positive torque line.
3.3.3.2.1. Catalytic converter protection
For Level 1b and Level 2
The engine misfire which causes the catalytic converter damage because of
the excessive heat, the engine misfire shall be monitored every 200 min-1.
(d3.3.3.3.2.2.) For Level 1b and Level 2
i) When the engine misfire rate is less than 1 %, the function monitor
can be done if the detection rate is set to 1%.
ii) When the engine misfire rate for catalyst converter protection
required in Paragraph 3.2.2.3. is less than 5%, the function monitor
can be done if the detection rate is set to 5%.

For Level 1b and Level 2

The engine misfire which causes the catalytic converter damage because of
the excessive heat, the engine misfire shall be monitored every 200 min-1.

3.3.3.3. Oxygen sensor deterioration

This paragraph shall mean that the deterioration of all oxygen sensors fitted
and used for monitoring malfunctions of the catalytic converter according to
the requirements of this annex shall be monitored.
3.3.3.4 If active on the selected fuel, other emission control system components or
systems, or emission related power train components or systems which are
connected to a computer, the failure of which may result in tailpipe emissions
exceeding the OBD threshold limits given in paragraph 3.3.2. of this annex.

9
3.3.3.5 Unless otherwise monitored, any other emission-related power-train
component connected to a computer, including any relevant sensors to enable
monitoring functions to be carried out, shall be monitored for circuit
continuity.
3.3.3.6 The electronic evaporative emission purge control shall, at a minimum, be
monitored for circuit continuity.
3.3.3.7. Only for Level 1a and Level 2
For direct injection positive ignition engines any malfunction, which may
lead to emissions exceeding the particulate OBD threshold limits provided
for by paragraph 6.8.2. of this Regulation and which has to be monitored
according to the requirements of this annex for compression ignition engines,
shall be monitored.
3.3.4. Monitoring requirements for vehicles equipped with compression-ignition
engines
Only for Level 1b
Any emission-related power-train component connected to a computer shall
be monitored for circuit continuity.

Only for Level 1a and Level 2

In satisfying the requirements of paragraph 3.3.2. of this annex the OBD
system shall monitor:
3.3.4.1. Where fitted, reduction in the efficiency of the catalytic converter.
3.3.4.2. Where fitted, the functionality and integrity of the particulate trap.
3.3.4.3. The fuel-injection system electronic fuel quantity and timing actuator(s)
is/are monitored for circuit continuity and total functional failure.
3.3.4.4. Other emission control system components or systems, or emission-related
power-train components or systems, which are connected to a computer, the
failure of which may result in exhaust emissions exceeding the OBD
threshold limits given in paragraph 6.8.2. of this Regulation. Examples of
such systems or components are those for monitoring and control of air mass-
flow, air volumetric flow (and temperature), boost pressure and inlet
manifold pressure (and relevant sensors to enable these functions to be
carried out).
3.3.4.5. Unless otherwise monitored, any other emission-related power-train
component connected to a computer shall be monitored for circuit continuity.
3.3.4.6. Malfunctions and the reduction in efficiency of the EGR system shall be
monitored.
3.3.4.7. Malfunctions and the reduction in efficiency of a NO x after-treatment system
using a reagent and the reagent dosing sub-system shall be monitored.
3.3.4.8. Malfunctions and the reduction in efficiency of NO x after-treatment not using
a reagent shall be monitored.
3.3.5. Only for Level 1a and Level 2
Manufacturers may demonstrate to the Type 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 OBD threshold limits given
in paragraph 6.8.2. of this Regulation.

10
3.3.5.1. The following devices should however be monitored for total failure or
removal (if removal would cause the applicable emission limits in paragraph
6.3.10. of this Regulation to be exceeded):
(a) A particulate trap fitted to compression ignition engines as a separate
unit or integrated into a combined emission control device;
(b) A NOx after treatment system fitted to compression ignition engines as
a separate unit or integrated into a combined emission control device;
(c) A Diesel Oxidation Catalyst (DOC) fitted to compression ignition
engines as a separate unit or integrated into a combined emission
control device.
3.3.5.2. The devices referred to in paragraph 3.3.5.1. of this annex shall also be
monitored for any failure that would result in exceeding the applicable OBD
threshold limits.
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 under
normal driving as represented by the Type 1 test.
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 other
purpose except to indicate emergency start-up, emission default modes, 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. A vehicle shall not be equipped with more than one general
purpose MI for emission-related problems. 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 demonstrates 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 engine control enters a
permanent emission default mode of operation if the emission limits given in
paragraph 3.3.2. of this annex are exceeded or if the OBD system is unable to
fulfil the basic monitoring requirements specified in paragraph 3.3.3. or 3.3.4.
of this annex. The MI shall operate in a distinct warning mode, e.g. a flashing
light, under any period during which engine misfire occurs at a level likely to
cause catalyst damage, as specified by the manufacturer. The MI shall also
activate when the vehicle's ignition is in the "key-on" position before engine
starting or cranking and de-activate after engine starting if no malfunction
has previously been detected.
3.6. Fault code storage
3.6.1. The OBD system shall record pending and confirmed fault code(s), including
pending fault code, indicating the status of the emission control system.
Separate status codes (readiness codes) shall be used to identify correctly
functioning emission control 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

11
 malfunction. A fault code shall also be stored in the cases referred to in
paragraphs 3.3.3.5. and 3.3.4.5. of this annex.
3.6.2. The distance travelled by the vehicle while the MI is activated shall be
available at any instant through the serial port on the standard link connector.
3.6.3. 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.
3.7. Extinguishing the MI
3.7.1. If misfire at levels likely to cause catalyst damage (as specified by the
manufacturer) is not present any more, 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 may be switched 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 de-activated 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 re-registered in at least 40
engine warm-up cycles or forty driving cycles with vehicle operation in
which the criteria specified in sections 7.5.1.(a)–(c) of Appendix 1 are met.40
driving cycles with vehicle operation in which the following criteria (a)-(c)
are satisfied:
(a) Cumulative time since engine start is greater than or equal to 600
seconds;
(b) Cumulative vehicle operation at or above 40 km/h occurs for greater
than or equal to 300 seconds;
(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by
driver and vehicle speed less than or equal to 1.6 km/h) for greater
than or equal to 30 seconds.
3.9. Bi-fuelled gas vehicles
In general, for bi-fuelled gas vehicles for each of the fuel types (petrol and
(NG/biomethane)/LPG)) all the OBD requirements as for a mono-fuelled vehicle
are applicable. To this end one of the following two options in paragraphs 3.9.1.
or 3.9.2. of this annex 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 paragraph 3.5. of this
annex);
(b) Fault code storage (see paragraph 3.6. of this annex);

12
 (c) Extinguishing the MI (see paragraph 3.7. of this annex);
(d) Erasing a fault code (see paragraph 3.8. of this annex).
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 paragraph 3.5. of this
annex);
(b) Fault code storage (see paragraph 3.6. of this annex);
(c) Extinguishing the MI (see paragraph 3.7. of this annex);
(d) Erasing a fault code (see paragraph 3.8. of this annex).
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
described in the standard listed in paragraph 6.5.3.2.(a) of Appendix 1 to this
annex.
3.9.3.2. Identification of fuel specific information can be realized:
(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 (as described in paragraph 3.6. of this annex), one
of the following two options 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, then only
one status code has to be supported.
3.10. Additional provisions for vehicles employing engine shut - off strategies.
3.10.1. Driving cycle
3.10.1.1. Autonomous engine restarts commanded by the engine control system
following an engine stall may be considered a new driving cycle or a
continuation of the existing driving cycle.
3.11. Only for Level 1b and Level 2
When the OBD system has been performed in the past, the readiness code
shall be recorded and have an ability to output the readiness code by a
diagnostics tool.

13
4. Requirements relating to the type approval of on-board diagnostic systems
4.1. A manufacturer may request to the Type Approval Authority that an OBD
system be accepted for type approval even though the system contains one or
more deficiencies such that the specific requirements of this annex are not
fully met.
4.2. In considering the request, the Type Approval Authority shall determine
whether compliance with the requirements of this annex is infeasible or
unreasonable.
The Type Approval Authority shall take into consideration data from the
manufacturer that details such factors 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 that the manufacturer has demonstrated an
acceptable level of effort towards compliance with the requirements of this
Regulation.
4.2.1. The Type Approval Authority shall not accept any deficiency request that
includes the complete lack of a required diagnostic monitor or the lack of
mandated recording and reporting of data related to a monitor.
4.2.2. The Type Approval Authority will not accept any deficiency request that
does not respect the OBD threshold limits in paragraph 3.3.2. of this annex.
4.3. In determining the identified order of deficiencies, deficiencies relating to
paragraphs 3.3.3.1., 3.3.3.2. and 3.3.3.3. of this annex for positive ignition
engines and paragraphs 3.3.4.1., 3.3.4.2. and 3.3.4.3. of this annex 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 paragraph 6.5., except paragraph 6.5.3.4., of
Appendix 1 to this annex.
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 unless it can be adequately demonstrated that substantial vehicle
hardware modifications and additional lead-time beyond two years would be
necessary to correct the deficiency. In such a case, the deficiency may be
carried-over for a period not exceeding three years.
4.5.2. A manufacturer may request that the Type Approval Authority grant a
deficiency retrospectively when such a deficiency 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 Type Approval
Authority unless it can be adequately demonstrated that substantial vehicle
hardware modifications and additional lead-time beyond two years would be
necessary to correct the deficiency. In such a case, the deficiency may be
carried-over for a period not exceeding three years.
[4.6. At the request of the manufacturer, a vehicle with an OBD system may be
accepted for type-approval with regard to emissions, even though the system
contains one or more deficiencies such that the specific requirements of this
annex are not fully met, provided that the specific administrative provisions
set out in section paragraph 3 of this annex are complied with.

14
The Type Approval Authority shall notify its decision in granting a
deficiency request to all other Contracting Parties to the 1958 Agreement
applying this Regulation.]

15
Annex 11 - Appendix 1

Functional aspects of On-Board Diagnostic (OBD) systems

1. Introduction
This appendix describes the procedure of the test according to paragraph 3. 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 shall make available the defective components and/or
electrical devices which would be used to simulate failures. When measured
over the Type 1 test cycle, such defective components or devices shall not
cause the vehicle emissions to exceed the limits of paragraph 3.3.2 by more
than 20 per cent. For electrical failures (short/open circuit), the emissions
may exceed the OBD threshold limits of paragraph 6.8.2. of this Regulation
by more than twenty per cent.
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.
2. Description of test
2.1. The testing of OBD systems consists of the following phases:
2.1.1. Simulation of malfunction of a component of the engine management or
emission control system;
2.1.2. Preconditioning of the vehicle with a simulated malfunction over
preconditioning specified in paragraphs 6.2.1. or 6.2.2. of this appendix;
2.1.3. Driving the vehicle with a simulated malfunction over the Type 1 test cycle
and measuring the emissions of the vehicle;
2.1.4. 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
paragraph 6. of this appendix.
2.3. Level 1a and Level 2 Only
Manufacturers may request that monitoring take place outside the Type 1 test
cycle if it can be demonstrated to the Type Approval Authority that
monitoring during conditions encountered during the Type 1 test cycle would
impose restrictive monitoring conditions when the vehicle is used in service.

3. Test vehicle and fuel

3.1. Vehicle
The test vehicle shall meet the requirements of paragraph 2.3. of Annex B6 to
this Regulation.
3.2. Fuel
The appropriate reference fuel as described in Annex B3 to this Regulation
shall be used for testing. The fuel type for each failure mode to be tested
(described in paragraph 6.3. of this appendix) may be selected by the Type

16
 Approval Authority from the reference fuels described in Annex B3 to this
Regulation in the case of the testing of a mono-fuelled gas vehicle or of a bi-
fuelled gas vehicle. The selected fuel type shall not be changed during any of
the test phases (described in paragraphs 2.1. to 2.3. of this appendix). In the
case of the use of LPG or NG/biomethane as a fuel it is permissible that the
engine is started on petrol and switched to LPG or NG/biomethane after a
pre-determined period of time which is controlled automatically and not
under the control of the driver.
4. Test temperature and pressure
4.1. The test temperature and pressure shall meet the requirements of the Type 1
test as described in Annex B6 to this Regulation.
5. Test equipment
5.1. Chassis dynamometer
The chassis dynamometer shall meet the requirements of Annex B5 to this
Regulation.
6. OBD test procedure

Erase all fault codes

Preconditioning for Learning

(with out fault, if needed)

Installation of fault

Preconditioning for Learning

(with fault, if needed)

erease fault code

Preconditioning for Monitoring

(store fault code)

Preconditioning for Monitoring

(store fault code)

Soak

Emission measurement
(MI activation)

Figure AC5/XX Flow of demonstration test

6.1. The operating cycle on the chassis dynamometer shall be the applicable
WLTC driven in the Type 1 test, as specified in Annexes Part B.
6.1.1. The Type 1 test need not be performed for the demonstration of electrical
failures (short/open circuit). The manufacturer may demonstrate these failure
modes using driving conditions in which the component is used and the
monitoring conditions are encountered. These conditions shall be
documented in the type approval documentation.
6.2. Vehicle preconditioning
6.2.1. Level 2
According to the engine type and after introduction of one of the failure
modes given in paragraph 6.3. of this appendix, the vehicle shall be
preconditioned by driving at least two consecutive 3 Phase of Type 1 tests.
Level 1a Only

17
 According to the engine type and after introduction of one of the failure
modes given in paragraph 6.3. of this appendix, the vehicle shall be
preconditioned by driving at least two consecutive 4 Phase of Type 1 tests.
Level 1b Only
According to the engine type and after introduction of one of the failure
modes given in paragraph 6.3. of this appendix, the vehicle shall be
preconditioned by driving at least one or more consecutive 3 Phase of Type 1
tests.
6.2.2. [Level 1a and Level 2 Only
At the request of the manufacturer with approval by Type Approval
Authority, alternative preconditioning methods may be used.]
6.2.3. The use of additional preconditioning cycles or alternative preconditioning
methods shall be documented in the type approval documentation.
6.3. Failure modes to be tested
6.3.1. Positive ignition engined vehicles:
6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or
electronic simulation of such a failure;
6.3.1.2. Engine misfire conditions according to the conditions for misfire monitoring
given in paragraph 3.3.3.2. of this annex;
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective oxygen
sensor or electronic simulation of such a failure;
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);
6.3.1.5. Electrical disconnection of the electronic evaporative purge control device (if
equipped and if active on the selected fuel type).
6.3.2. Compression-ignition engined vehicles:
6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or defective
catalyst or electronic simulation of such a failure.
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.
6.3.2.3. Electrical disconnection of any fuelling system electronic fuel quantity and
timing actuator.
6.3.2.4. Electrical disconnection of any other emission-related component connected
to a power-train management computer.
6.3.2.5. In meeting the requirements of paragraphs 6.3.2.3. and 6.3.2.4. of this
appendix, and with the agreement of the Type Approval Authority, the
manufacturer shall take appropriate steps to demonstrate that the OBD
system will indicate a fault when disconnection occurs.
6.3.2.6. The manufacturer shall demonstrate that malfunctions of the EGR flow and
cooler are detected by the OBD system during its approval test.
6.4. OBD system test
6.4.1. Vehicles fitted with positive ignition engines:
6.4.1.1. After vehicle preconditioning according to paragraph 6.2. of this appendix,
the test vehicle is driven over a Type 1 test.
The MI shall be activated at the latest before the end of this test under any of
the conditions given in paragraphs 6.4.1.2. to 6.4.1.5. of this appendix. The
MI may also be activated during preconditioning. The Technical Service may
substitute those conditions failure modes with others in accordance with

18
 paragraph 6.4.1.6.3.3.3.4. of this appendixannex. However, the total number
of failures simulated shall not exceed four (4) for the purpose of type
approval.
In the case of testing a bi-fuel gas vehicle, both fuel types shall be used
within the maximum of four (4) simulated failures at the discretion of the
Type Approval Authority.
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 NMHC OBD threshold limit or the NOx OBD
threshold limit given in paragraph 6.8.2. of this Regulation.
6.4.1.3. An induced misfire condition according to the conditions for misfire
monitoring given in paragraph 3.3.3.2. of this annex that results in emissions
exceeding any of the OBD threshold limits given in paragraph 6.8.2. of this
Regulation.
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 OBD threshold limits given in
paragraph 6.8.2. of this Regulation.
6.4.1.5. Electrical disconnection of the electronic evaporative purge control device (if
equipped and if active on the selected fuel type).
6.4.1.6. Electrical disconnection of any other emission-related power-train
component connected to a computer that results in emissions exceeding any
of the OBD threshold limits given in paragraph 6.8.2. of this Regulation (if
active on the selected fuel type).
6.4.2. Vehicles fitted with compression-ignition engines:
6.4.2.1. After vehicle preconditioning according to paragraph 6.2. of this appendix,
the test vehicle is driven over a Type 1 test.
The MI shall be activated at the latest before the end of this test under any of
the conditions given in paragraphs 6.4.2.2. to 6.4.2.5 of this appendix. The
MI may also be activated during preconditioning. The technical service may
substitute those failure modesconditions by others in accordance with
paragraph 6.4.2.5.3.3.4.4. of this appendixannex. However, the total number
of failures simulated shall not exceed four (4) for the purposes of type
approval.
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 OBD threshold limits given in paragraph
paragraph 6.8.2. of this Regulation.
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
paragraph 6.3.2.2. of this appendix that results in emissions exceeding the
OBD threshold limits given in paragraph 6.8.2. of this Regulation.
6.4.2.4. With reference to paragraph 6.3.2.5. of this appendix, disconnection of any
fuelling system electronic fuel quantity and timing actuator that results in
emissions exceeding any of the OBD threshold limits given in paragraph
paragraph 6.8.2. of this Regulation.
6.4.2.5. With reference to paragraph 6.3.2.5. of this appendix, disconnection of any
other emission-related power-train component connected to a computer that
results in emissions exceeding any of the OBD threshold limits given in
paragraph 6.8.2. of this Regulation.
6.5. Diagnostic signals
6.5.1. Reserved

19
6.5.1.1. Upon determination of the first malfunction of any component or system,
"freeze-frame" engine conditions present at the time shall be stored in
computer memory. Should a subsequent fuel system or misfire malfunction
occur, any previously stored freeze-frame conditions shall be replaced by the
fuel system or misfire conditions (whichever occurs first). Stored engine
conditions shall include, but are not limited to calculated load value, engine
speed (RPM), fuel trim value(s) (if available), fuel pressure (if available),
vehicle speed (if available), engine coolant temperature, intake manifold
pressure (if available), fuel system status (e.g. closed- or open-loop
operation) (if available) and the fault code which caused the data to be stored.
The manufacturer shall 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 paragraphs 6.5.3.2. and 6.5.3.3. of this appendix. If the fault
code causing the conditions to be stored is erased in accordance with
paragraph 3.8. of this annex, the stored engine conditions may also be erased.
6.5.1.2. If available, the following signals in addition to the required freeze-frame
information shall be made available on demand through the serial port on the
standardised 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: number of diagnostic trouble codes, engine coolant
temperature, fuel control system status (e.g. closed-loop, open-loop, other),
fuel trim value(s), ignition timing advance, intake air temperature, intake
manifold air pressure, air flow rate, engine speed (RPM), throttle position
sensor output value, secondary air status (upstream, downstream or
atmosphere), calculated load value, vehicle speed and, fuel pressure,
Ooxygen sensor, A/F sensor, and number of fault code.
The signals shall be provided in standard units based on the specifications
given in paragraph 6.5.3. of this appendix. Actual signals shall be clearly
identified separately from default value or limp-home signals.
[6.5.1.2.1. For Level 1A and Level 2 only
On Board Fuel consumption monitoring
The information listed in paragraph 3. of Appendix 5 shall be made available
as signals through the serial port connector referred to in paragraph 6.5.3.2
(c).]
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 shall be made available through the serial data port on
the standardised data link connector according to the specifications given in
paragraph 6.5.3. of this appendix. For the monitored components and systems
excepted above, a pass/fail indication for the most recent test results shall be
available through the data link connector.
All data required to be stored in relation to OBD in-use performance
according to the provisions of paragraph 7.6. of this appendix shall be
available through the serial data port on the standardized data link
connector according to the specifications given in paragraph 6.5.3. of this
appendix.
6.5.1.4. The OBD requirements to which the vehicle is certified and the major
emission control systems monitored by the OBD system consistent with
paragraph 6.5.3.3. of this appendix shall be available through the serial data
port on the standardised data link connector according to the specifications
given in paragraph 6.5.3. of this appendix.

20
6.5.1.5. 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.
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.
6.5.3. The emission control diagnostic system shall provide for standardised and
unrestricted access and conform to the following ISO standards and/or SAE
specification. Later versions may be used at the manufacturers' discretion.
6.5.3.1. The following standard shall be used as the on-board to off-board
communications link:
(a) ISO 15765-4:2011 "Road vehicles – Diagnostics on Controller Area
Network (CAN) – Part 4: Requirements for emissions-related
systems", dated 1 February 2011.
6.5.3.2. Standards used for the transmission of OBD relevant information:
(a) ISO 15031-5 "Road vehicles - communication between vehicles and
external test equipment for emissions-related diagnostics – Part 5:
Emissions-related diagnostic services", dated 1 April 2011 or SAE
J1979 dated 23 February 2012;
(b) ISO 15031-4 "Road vehicles – Communication between vehicle and
external test equipment for emissions related diagnostics – Part 4:
External test equipment", dated 1 June 2005 or SAE J1978 dated 30
April 2002;
(c) ISO 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 July 2004 or SAE J 1962 dated 26 July 2012;
(d) ISO 15031-6 "Road vehicles – Communication between vehicle and
external test equipment for emissions related diagnostics – Part 6:
Diagnostic trouble code definitions", dated 13 August 2010 or SAE
J2012 dated 07 March 2013;
(e) ISO 27145 "Road vehicles – Implementation of World-Wide
Harmonized On-Board Diagnostics (WWH-OBD)" dated 2012-08-15
with the restriction, that only 6.5.3.1.(a) may be used as a data link;
(f) ISO 14229:2013 "Road vehicles – Unified diagnostic services (UDS)
with the restriction, that only 6.5.3.1.(a) may be used as a data link".
The standards (e) and (f) may be used as an option instead of (a).
6.5.3.3. Test equipment and diagnostic tools needed to communicate with OBD
systems shall meet or exceed the functional specification given in the
standard listed in paragraph 6.5.3.2.(b) of this appendix.
6.5.3.4. Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi-directional
control information shall be provided using the format and units described in
the standard listed in paragraph 6.5.3.2.(a) of this appendix and must be
available using a diagnostic tool meeting the requirements of the standard
listed in paragraph 6.5.3.2.(b) of this appendix.
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 the standard listed in paragraph 6.5.3.2.(a) of this
Regulation but related to this Regulation.
6.5.3.5. When a fault is registered, the manufacturer shall identify the fault using an
appropriate ISO/SAE controlled fault code specified in one of the standards

21
 listed in paragraph 6.5.3.2.(d) of this appendix relating to "emission related
system diagnostic trouble codes". If such identification is not possible, the
manufacturer may use manufacturer controlled diagnostic trouble codes
according to the same standard. The fault codes shall be fully accessible by
standardised diagnostic equipment complying with the provisions of
paragraph paragraph 6.5.3.3. of this appendix.
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 the standard listed in paragraph 6.5.3.2.(a) of this
appendix but related to this Regulation.
6.5.3.6. The connection interface between the vehicle and the diagnostic tester shall
be standardised and shall meet all the requirements of the standard listed in
paragraph 6.5.3.2.(c) of this appendix. The installation position shall be
subject to agreement of the administrative department such that it is readily
accessible by service personnel but protected from tampering by non-
qualified personnel.
7. In-use performance (Level 1a and Level 2 Only)
7.1. General requirements
7.1.1. Each monitor of the OBD system shall be executed at least once per driving
cycle in which the monitoring conditions as specified in paragraph 7.2. of this
appendix are met. Manufacturers may not use the calculated ratio (or any
element thereof) or any other indication of monitor frequency as a monitoring
condition for any monitor.
7.1.2. The In-Use Performance Ratio (IUPR) of a specific monitor M of the OBD
systems and in-use performance of pollution control devices shall be:
IUPRM = NumeratorM / DenominatorM
7.1.3. Comparison of numerator and denominator gives an indication of how often
a specific monitor is operating relative to vehicle operation. To ensure all
manufacturers are tracking IUPRM in the same manner, detailed requirements
are given for defining and incrementing these counters.
7.1.4. If, according to the requirements of this annex, the vehicle is equipped with a
specific monitor M, IUPRM shall be greater or equal to the following
minimum values:
(a) 0.260 for secondary air system monitors and other cold start related
monitors;
(b) 0.520 for evaporative emission purge control monitors;
(c) 0.336 for all other monitors.
7.1.5. Vehicles shall comply with the requirements of paragraph 7.1.4. of this
appendix for a mileage of at least the target useful life, as defined in
paragraph 6.7. of this Regulation.
7.1.6. The requirements of this paragraph are deemed to be met for a particular
monitor M, if for all vehicles of a particular OBD family manufactured in a
particular calendar year the following statistical conditions hold:
(a) The average IUPRM is equal or above the minimum value applicable
to the monitor;
(b) More than 50 per cent of all vehicles have an IUPRM equal or above
the minimum value applicable to the monitor.
[7.1.7. The manufacturer shall demonstrate to the Type Approval Authority that
these statistical conditions are satisfied for all monitors required to be
reported by the OBD system according to paragraph 7.6. of this appendix not
later than 18 months thereafter. For this purpose, for OBD families consisting
of more than 1,000 registrations in the European Union or non-EU

22
 Contracting Party, that are subject to sampling within the sampling period,
the process described in paragraph 9. of this Regulation shall be used without
prejudice to the provisions of paragraph 7.1.9. of this appendix.
In addition to the requirements set out in paragraph 9. of this Regulation and
regardless of the result of the audit described in paragraph 9.2. of this
Regulation, the Type Approval Authority granting the approval shall apply
the in-service conformity check for IUPR described in Appendix 3 to this
Regulation in an appropriate number of randomly determined cases. "In an
appropriate number of randomly determined cases" means that this measure
has a dissuasive effect on non-compliance with the requirements of
paragraph 7. of this appendix or the provision of manipulated, false or non-
representative data for the audit. If no special circumstances apply and can be
demonstrated by the Type Approval Authorities, random application of the
in-service conformity check to 5 per cent of the type approved OBD families
shall be considered as sufficient for compliance with this requirement. For
this purpose, Type Approval Authorities may find arrangements with the
manufacturer for the reduction of double testing of a given OBD family as
long as these arrangements do not harm the dissuasive effect of the Type
Approval Authority's own in-service conformity check on non-compliance
with the requirements of this paragraph 7. of this appendix. Data collected by
EU-member States during surveillance testing programmes may be used for
in-service conformity checks. Upon request, type approval authorities shall
provide data on the audits and random in-service conformity checks
performed, including the methodology used for identifying those cases,
which are made subject to the random in-service conformity check, to the
European Commission and other Type Approval Authorities.
7.1.8. For the entire test sample of vehicles the manufacturer shall report to the
relevant authorities all of the in-use performance data to be reported by the
OBD system according to paragraph 7.6. of this appendix in conjunction with
an identification of the vehicle being tested and the methodology used for the
selection of the tested vehicles from the fleet. Upon request, the Type
Approval Authority granting the approval shall make these data and the
results of the statistical evaluation available to the European Commission and
other approval authorities.
7.1.9. Public authorities and their delegates may pursue further tests on vehicles or
collect appropriate data recorded by vehicles to verify compliance with the
requirements of this annex.]
7.2. NumeratorM
7.2.1. The numerator of a specific monitor is a counter measuring the number of
times a vehicle has been operated such that all monitoring conditions
necessary for the specific monitor to detect a malfunction in order to warn the
driver, as they have been implemented by the manufacturer, have been
encountered. The numerator shall not be incremented more than once per
driving cycle, unless there is reasoned technical justification.
7.3. DenominatorM
7.3.1. The purpose of the denominator is to provide a counter indicating the number
of vehicle driving events, taking into account special conditions for a specific
monitor. The denominator shall be incremented at least once per driving
cycle, if during this driving cycle such conditions are met and the general
denominator is incremented as specified in paragraph 7.5. of this appendix
unless the denominator is disabled according to paragraph 7.7. of this
appendix.
7.3.2. In addition to the requirements of paragraph 7.3.1. of this appendix:
(a) Secondary air system monitor denominator(s) shall be incremented if
the commanded "on" operation of the secondary air system occurs for

23
 a time greater than or equal to 10 seconds. For purposes of
determining this commanded "on" time, the OBD system may not
include time during intrusive operation of the secondary air system
solely for the purposes of monitoring.
(b) Denominators of monitors of systems only active during cold start
shall be incremented if the component or strategy is commanded "on"
for a time greater than or equal to 10 seconds.
(c) The denominator(s) for monitors of Variable Valve Timing (VVT)
and/or control systems shall be incremented if the component is
commanded to function (e.g., commanded "on", "open", "closed",
"locked", etc.) on two or more occasions during the driving cycle or
for a time greater than or equal to 10 seconds, whichever occurs first.
(d) For the following monitors, the denominator(s) shall be incremented
by one if, in addition to meeting the requirements of this paragraph on
at least one driving cycle, at least 800 cumulative kilometres of
vehicle operation have been experienced since the last time the
denominator was incremented:
(i) Diesel oxidation catalyst;
(ii) Diesel particulate filter.
(e) Without prejudice to requirements for the increment of denominators
of other monitors the denominators of monitors of the following
components shall be incremented if and only if the driving cycle
started with a cold start:
(i) Liquid (oil, engine coolant, fuel, SCR reagent) temperature
sensors;
(ii) Clean air (ambient air, intake air, charge air, inlet manifold)
temperature sensors;
(iii) Exhaust (EGR recirculation/cooling, exhaust gas turbo-
charging, catalyst) temperature sensors;
(f) The denominators of monitors of the boost pressure control system
shall be incremented if all of the following conditions are met:
(i) The general denominator conditions arc fulfilled;
(ii) The boost pressure control system is active for a time greater
than or equal to 15 seconds.
(g) Manufacturers may request to use special denominator conditions for
certain components or systems if it can be demonstrated to the Type
Approval Authority by submitting data and/or an engineering
evaluation that other conditions are necessary to allow for reliable
detection of malfunctions. The Type Approval Authority shall only
approve such requests if the manufacturer provides data and/or an
engineering evaluation that supports the necessity of a special
denominator.
7.3.3. For hybrid vehicles, vehicles that employ alternative engine start hardware or
strategies (e.g. integrated starter and generators), or alternative fuel vehicles
(e.g. dedicated, bi-fuel, or dual-fuel applications), the manufacturer may
request the approval of the Type Approval Authority to use alternative
criteria to those set out in this paragraph for incrementing the denominator. In
general, the Type Approval Authority shall not approve alternative criteria
for vehicles that only employ engine shut off at or near idle/vehicle stop
conditions. Approval by the Type Approval Authority of the alternative
criteria shall be based on the equivalence of the alternative criteria to
determine the amount of vehicle operation relative to the measure of

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 conventional vehicle operation in accordance with the criteria in this
paragraph.
7.4. Ignition cycle counter
7.4.1. The ignition cycle counter indicates the number of ignition cycles a vehicle
has experienced. The ignition cycle counter may not be incremented more
than once per driving cycle.
7.5. General denominator
7.5.1. The general denominator is a counter measuring the number of times a
vehicle has been operated. It shall be incremented within 10 seconds, if and
only if, the following criteria are satisfied on a single driving cycle:
(a) Cumulative time since engine start is greater than or equal to
600 seconds while at an elevation of less than 2,440 m above sea level
and at an ambient temperature of greater than or equal to -7 °C;
(b) Cumulative vehicle operation at or above 40 km/h occurs for greater
than or equal to 300 seconds while at an elevation of less than 2,440 m
above sea level and at an ambient temperature of greater than or equal
to -7 °C;
(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by
driver and vehicle speed less than or equal to 1.6 km/h) for greater
than or equal to 30 seconds while at an elevation of less than 2,440 m
above sea level and at an ambient temperature of greater than or equal
to -7 °C.
7.6. Reporting and increasing counters
7.6.1. The OBD system shall report, in accordance with the ISO 15031-5
specifications of the standard listed in paragraph 6.5.3.2.(a) of this appendix,
the ignition cycle counter and general denominator as well as separate
numerators and denominators for the following monitors, if their presence on
the vehicle is required by this annex:
(a) Catalysts (each bank to be reported separately);
(b) Oxygen/exhaust gas sensors, including secondary oxygen sensors
(each sensor to be reported separately);
(c) Evaporative system;
(d) EGR system;
(e) VVT system;
(f) Secondary air system;
(g) Particulate filter;
(h) NOx after-treatment system (e.g. NOx adsorber, NOx reagent/catalyst
system);
(i) Boost pressure control system.
7.6.2. For specific components or systems that have multiple monitors, which are
required to be reported by this point (e.g. oxygen sensor bank 1 may have
multiple monitors for sensor response or other sensor characteristics), the
OBD system shall separately track numerators and denominators for each of
the specific monitors and report only the corresponding numerator and
denominator for the specific monitor that has the lowest numerical ratio. If
two or more specific monitors have identical ratios, the corresponding
numerator and denominator for the specific monitor that has the highest
denominator shall be reported for the specific component.

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7.6.2.1. Numerators and denominators for specific monitors of components or
systems, that are monitoring continuously for short circuit or open circuit
failures are exempted from reporting.
"Continuously", if used in this context means monitoring is always enabled
and sampling of the signal used for monitoring occurs at a rate no less than
two samples per second and the presence or the absence of the failure
relevant to that monitor has to be concluded within 15 seconds.
If for control purposes, a computer input component is sampled less
frequently, the signal of the component may instead be evaluated each time
sampling occurs.
It is not required to activate an output component/system for the sole purpose
of monitoring that output component/system.
7.6.3. All counters, when incremented, shall be incremented by an integer of one.
7.6.4. The minimum value of each counter is 0, the maximum value shall not be
less than 65,535, notwithstanding any other requirements on standardised
storage and reporting of the OBD system.
7.6.5. If either the numerator or denominator for a specific monitor reaches its
maximum value, both counters for that specific monitor shall be divided by
two before being incremented again according to the provisions set in
paragraphs 7.2. and 7.3. of this appendix. If the ignition cycle counter or the
general denominator reaches its maximum value, the respective counter shall
change to zero at its next increment according to the provisions set in
paragraphs 7.4. and 7.5. of this appendix, respectively.
7.6.6. Each counter shall be reset to zero only when a non-volatile memory reset
occurs (e.g. reprogramming event, etc.) or, if the numbers are stored in keep-
alive memory (KAM), when KAM is lost due to an interruption in electrical
power to the control module (e.g. battery disconnect, etc.).
7.6.7. The manufacturer shall take measures to ensure that the values of numerator
and denominator cannot be reset or modified, except in cases provided for
explicitly in this paragraph.
7.7. Disablement of numerators and denominators and of the general denominator
7.7.1. Within 10 seconds of a malfunction being detected, which disables a monitor
required to meet the monitoring conditions of this annex (i.e. a pending or
confirmed code is stored), the OBD system shall disable further incrementing
of the corresponding numerator and denominator for each monitor that is
disabled. When the malfunction is no longer detected (i.e., the pending code
is erased through self-clearing or through a scan tool command),
incrementing of all corresponding numerators and denominators shall resume
within 10 seconds.
7.7.2. Within 10 seconds of the start of a Power Take-off Operation (PTO) that
disables a monitor required to meet the monitoring conditions of this annex,
the OBD system shall disable further incrementing of the corresponding
numerator and denominator for each monitor that is disabled. When the PTO
operation ends, incrementing of all corresponding numerators and
denominators shall resume within 10 seconds.
7.7.3. The OBD system shall disable further incrementing of the numerator and
denominator of a specific monitor within 10 seconds, if a malfunction of any
component used to determine the criteria within the definition of the specific
monitor's denominator (i.e. vehicle speed, ambient temperature, elevation,
idle operation, engine cold start, or time of operation) has been detected and
the corresponding pending fault code has been stored. Incrementing of the
numerator and denominator shall resume within 10 seconds when the
malfunction is no longer present (e.g. pending code erased through self-
clearing or by a scan tool command).

26
7.7.4. The OBD system shall disable further incrementing of the general
denominator within 10 seconds, if a malfunction has been detected of any
component used to determine whether the criteria in paragraph 7.5. of this
appendix are satisfied (i.e. vehicle speed, ambient temperature, elevation, idle
operation, or time of operation) and the corresponding pending fault code has
been stored. The general denominator may not be disabled from incrementing
for any other condition. Incrementing of the general denominator shall
resume within 10 seconds when the malfunction is no longer present (e.g.
pending code erased through self-clearing or by a scan tool command).

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