OBD开发文档

表一  OBD 系统输出信息的模式/服务

模式	服务
Mode 1	请求动力系统当前数据
Mode 2	请求冻结祯数据
Mode 3	请求排放相关的动力系统诊断故障码
Mode 4	清除/复位排放相关的诊断信息
Mode 5	请求氧传感器监测测试结果
Mode 6	请求非连续监测系统 OBD 测试结果
Mode 7	请求连续监测系统 OBD 测试结果
Mode 8	请求控制车载系统，测试或者部件
Mode 9	读车辆和标定识别号

表 2 返回数据字节

A	B	C	D
A7A6A5A4A3A2A1A0	B7B6B5B4B3B2B1B0	C7C6C5C4C3C2C1C0	D7D6D5D4D3D2D1D0

表 3 模式一相关

PID	返回	描述	最小值	最大值	单位	公式
（十	字节
六进	数
制）
00	4	PID 支持（01-20）
01	4
02	2	冻结 DTC
03	2	燃料系统状态
04	1	计算引擎负载值	0	100	%	A*100/255
05	1	发动机冷却液温度	-40	215	°C	A-40
06	1	短时燃油修正(气缸列 1	-100 减	99.22	%	(A - 128)* 100/128
		和 3)	去燃料	添加燃
			(丰富的	料(精
			条件)	益条
				件)
07	1	长期燃油修正(气缸列 1	-100 减	99.22	%	(A - 128)* 100/128
		和 3)	去燃料	添加燃
			(丰富的	料(精
			条件)	益条
				件)
08	1	短时燃油修正(气缸列 2	-100 减	99.22	%	(A - 128)* 100/128
		和 4)	去燃料	添加燃
			(丰富的	料(精
			条件)	益条
				件)

09		1	长期燃油修正(气缸列 2	-100 减	99.22	%	(A - 128)* 100/128
			和 4)	去燃料	添加燃
				(丰富的	料(精
				条件)	益条
					件)
0A		1	燃油压力	0	765(计 )	kPa	A*3
0B		1	进气歧管绝对压力	0	255 （绝 对）	kPa	A
0C		2	发动机转速	0	16383 .75	rpm	((A* 256)+ B)/ 4
0D		1	车辆速度	0	255	KM/ H	A
0E		1	第一缸点火正时提前角	-40	63.5	°(相	(A – 128)/ 2
			(不包括机械提前)			对于
						汽缸
						1)
0F		1	进气温度	-40	215	°C	A-40
10		2	空气流量传感器的空气	0	655.3	g/s	((A* 256)+ B)/ 100
			流量		5
11		1	绝对节气门位置	0	100	%	A* 100/255
12		1	二次空气状态指令
13		1	氧传感器位置				[A0…A3)= =  行 1, 传感器 1 - 4。 [A4…A7)= =行 2…
14 1B	-	2	传统 0 到 1V 氧传感器 输出电压(Bx-Sy)及与此 传感器关联的短时燃油 修正(Bx-Sy)	0 -100	1.275 99.2	V %	A/200 (B - 128)*100/128
							(如果 B 传感器不
							用于修正计算)
1C		1	OBD 系统的车辆设计要 求
1D		1	氧传感器的位置				类似于 PID 13， 但 [A0 …A7]==[B1S 1、B1S2 B2S1,B2S2,B3S1 ,B3S2,B4S1,B4S 2]
1E		1	辅助输入状态				A0==动力输出 状态 1==活跃

						未用 A1-A7
1F	2	自发动机起动的时间	0	65535	s	(A* 256)+ B
20	4	pid 支持(21 - 40)
21	2	在 MIL 激活状态下行驶 的里程	0	65535	KM	(A* 256)+ B
22	2	相对于歧管真空度的油	0	5177.	kPa	((A* 256)+ B)*
		轨压力		265		0.079
23	2	相对于大气压力的油轨	0	65535	kPa(j	((A* 256)+ B)* 10
		压力		0	计)
24	4	O2S1_WR_lambda(1):	0	1.999	N/A	((A*256)+B)*2/65
		线性或宽带式氧传感器				535 or
		的等效比(lambda)和电	0	7.999	V	((A*256)+B)/3276
		压				8
						((C*256)+D)*8/65
						535 or
						((C*256)+D)/8192
25	4	O2S2_WR_lambda(1):	0	2	N/A	((A*256)+B)*2/65
		线性或宽带式氧传感器				535
		的等效比(lambda)和电	0	8	V	((C*256)+D)*8/65
		压				535
26	4	O2S3_WR_lambda(1):	0	2	N/A	((A*256)+B)*2/65
		线性或宽带式氧传感器				535
		的等效比(lambda)和电	0	8	V	((C*256)+D)*8/65
		压				535
27	4	O2S4_WR_lambda(1):	0	2	N/A	((A*256)+B)*2/65
		线性或宽带式氧传感器				535
		的等效比(lambda)和电	0	8	V	((C*256)+D)*8/65
		压				535
28	4	O2S5_WR_lambda(1):	0	2	N/A	((A*256)+B)*2/65
		线性或宽带式氧传感器				535
		的等效比(lambda)和电	0	8	V	((C*256)+D)*8/65
		压				535
29	4	O2S6_WR_lambda(1):	0	2	N/A	((A*256)+B)*2/65
		线性或宽带式氧传感器				535
		的等效比(lambda)和电	0	8	V	((C*256)+D)*8/65
		压				535
2A	4	O2S7_WR_lambda(1):	0	2	N/A	((A*256)+B)*2/65
		线性或宽带式氧传感器				535
		的等效比(lambda)和电	0	8	V	((C*256)+D)*8/65
		压				535
2B	4	O2S8_WR_lambda(1):	0	2	N/A	((A*256)+B)*2/65
		线性或宽带式氧传感器				535
		的等效比(lambda)和电	0	8	V	((C*256)+D)*8/65
		压				535

2C	1	EGR 指令开度	0	100	%	A*100/255
2D	1	EGR 开度误差 (实际开 度 — 指令开度)/指令 开度*100%	-100	99.00	%	(A-128) * 100/128
2E	1	蒸发冲洗控制指令	0	100	%	A*100/255
2F	1	燃油液位输入	0	100	%	A*100/255
30	1	自故障码被清除之后经 历的暖机循环个数	0	255	N/A	A
31	2	自故障码被清除之后的 行驶里程	0	65535	Km	(A*256)+B
32	2	蒸发系统的蒸气压力	-8192	8192	Pa	((A*256)+B)/4
33	1	大气压	0	255	kPa	A
34-	4	线性或宽带式氧传感器	0	2	N/A	((A*256)+B)/32,76
3B		的等效比(lambda)和电				8
		流	-128	128	mA	((C*256)+D)/256 -
						128
3C	2	催化器温度 B1S1	-40	6513.	°C	((A*256)+B)/10 -
				5		40
3D	2	催化器温度 B2S1	-40	6513.	°C	((A*256)+B)/10 -
				5		40
3E	2	催化器温度 B1S2	-40	6513.	°C	((A*256)+B)/10 -
				5		40
3F	2	催化器温度 B2S2	-40	6513.	°C	((A*256)+B)/10 -
				5		40
40	4	支持 PID[41-60]
41	4	当前驾驶循环的监测状 态
42	2	控制模块电压	0	65.53 5	V	((A*256)+B)/1000
43	2	绝对负荷值	0	25700	%	((A*256)+B)*100/ 255
44	2	等效比指令	0	2	N/A	((A*256)+B)/3276 8
45	1	相对节气门位置	0	100	%	A*100/255
46	1	环境空气温度	-40	215	°C	A-40
47	1	绝对节气门位置 B	0	100	%	A*100/255
48	1	绝对节气门位置 C	0	100	%	A*100/255
49	1	加速踏板位置 D	0	100	%	A*100/255
4A	1	加速踏板位置 E	0	100	%	A*100/255
4B	1	加速踏板位置 F	0	100	%	A*100/255
4C	1	节气门执行器控制指令	0	100	%	A*100/255
4D	2	MIL 处于激活状态下的 发动机运转时间	0	65535	Minu ties	(A*256)+B

4E	2	自故障码清除之后的时 间	0	65535	Minu ties	(A*256)+B
4F	4	等效比的最大值及对应	0,	255,	V	A,
		的氧传感器电压	0,	255,		B,
			0,	255,	mA	C,
			0	2550	kPa	D*10
50	4	来自空气流量传感器的 最大流量	0	2550	g/s	A*10,;B, C,和 D 预留使用
51	1	当前车辆使用的燃料类 型				见燃料表
52	1	酒精在燃料的百分比	0	100	%	A*100/255
53	2	蒸发系统蒸气压力绝对	0	327.6	kPa	((A*256)+B)/200
		值		75
54	2	蒸发系统蒸气压力	-32767	32768	Pa	((A*256)+B)- 32767
55	2	第二个氧传感器的短时 燃油修正(Bank 1 和 Bank 3)	-100	99.22	%	(A-128)*100/128 (B-128)*100/128
56	2	第二个氧传感器的短时 燃油修正(Bank 1 和 Bank 3)	-100	99.22	%	(A-128)*100/128 (B-128)*100/128
57	2	第二个氧传感器的短时 燃油修正(Bank 2 和 Bank 4)	-100	99.22	%	(A-128)*100/128 (B-128)*100/128
58	2	第二个氧传感器的短时 燃油修正(Bank 2 和 Bank 4)	-100	99.22	%	(A-128)*100/128 (B-128)*100/128
59	2	油轨绝对压力	0	65535 0	kPa	((A*256)+B) * 10
5A	1	相对加速踏板位置	0	100	%	A*100/255
5B	1	混合动力电池组剩余的 生命	0	100	%	A*100/255
5C	1	机油温度	-40	210	°C	A-40
5D	2	燃油喷射定时	-210.00	301.9	°	(((A* 256)+ B)-
				92		26880)/ 128
5E	2	发动机燃料消耗率	0	3212.	L/h	((A* 256)+ B)*
				75		0.05
5F	1	排放车辆设计需求

表4 模式 2 相关

PID （十 六进 制）	返回 字节 数	描述	最小值	最大值	单位	公式
02	2	DTC 导致冻结帧被存储				BDC 编码

表5 模式 3 相关

PID （十 六进 制）	返回 字节 数	描述	最小值	最大值	单位	公式
N/A	N*6	请求故障代码				每个消息帧有三个 码

表6 模式 4 相关

PID （十 六进 制）	返回 字节 数	描述	最小值	最大值	单位	公式
N/A	2	清除故障代码/故障指示 灯(MIL)/检查引擎灯				清除所有存储故障 代码。

Lastedited 29 days ago by Nyq

OBD-II PIDs

Watch this page

OBD-II PIDs (On-board diagnostics Parameter IDs) are codes used to requestdata from a vehicle, usedasa diagnostic tool.

SAE standardJ/1979 defines many PIDs,but manufacturers alsodefine many morePIDsspecific to theirvehicles. All light duty vehicles(i.e. less than 8,500 pounds) sold in North America since 1996,as well asmedium duty vehicles (i.e. 8,500-14,000pounds) beginning in 2005,and heavy duty vehicles(i.e. greater than14,000 pounds) beginning in2010,[citation needed]  are requiredto support OBD-II diagnostics,using a standardizeddata link connector, and a subset of the SAE J/1979 definedPIDs (or SAE J/1939 as applicable for medium/heavy duty vehicles), primarily for statemandatedemissions inspections.

Typically, anautomotive technician will use PIDs with a scan tool connected to the vehicle's OBD-II connector.

§  The technician entersthe PID

§  The scan tool sends it to the vehicle's controller–areanetwork(CAN)-bus,VPW, PWM, ISO, KWP. (After 2008, CANonly)

§  A device onthe bus recognizesthe PIDas one it is responsiblefor, and reportsthe value for that PIDto the bus

§  The scantool reads the response,and displays it to the technician

Contents

·      Modes

·      StandardPIDs

o     Mode 01

o     Mode 02

o     Mode 03

o     Mode 04

o     Mode 05

o     Mode 09

o     Bitwise encoded PIDs

§  Mode 1 PID 00

§  Mode 1 PID 01

§  Mode 1 PID 41

§  Mode 1 PID 78

§  Mode 3(no PID required)

§  Mode 9 PID 08

§  Mode 9 PID 0B

o     Enumerated PIDs

§  Mode 1 PID 03

§  Mode 1 PID 12

§  Mode 1 PID 1C

§  Fuel Type Coding

·      Non-standard PIDs

·      CAN (11-bit) bus format

o     Query

o     Response

·      See also

·      References

·      External links

ModesEdit

There are tenmodesof operation described in thelatest OBD-II standardSAEJ1979. They are asfollows:

Mode (hex)	Description
01	Show current data
02	Show freeze frame data

03	Show stored Diagnostic Trouble Codes
04	Clear Diagnostic Trouble Codes and stored values
05	Test results, oxygen sensor monitoring (non CAN only)
06	Test results, other component/system monitoring (Test results, oxygen sensor monitoring for CAN only)
07	Show pending Diagnostic Trouble Codes (detected during current or last driving cycle)
08	Control operation of on-board component/system
09	Request vehicle information
0A	Permanent Diagnostic TroubleCodes (DTCs) (Cleared DTCs)

Vehicle manufacturersarenot required to support all modes. Each manufacturer maydefine additional modes above #9 (e.g.:mode 22 as definedbySAE J2190 for Ford/GM,mode 21 for Toyota)for other informatione.g. the voltage of the tractionbattery in a hybridelectric vehicle(HEV).[1]

Standard PIDsEdit

The table belowshows the standard OBD-II PIDs asdefined by SAE J1979. The expectedresponse for eachPIDis given, along with informationon how to translate the responseinto meaningful data. Again,not all vehicles will support all PIDs andthere can be manufacturer-defined custom PIDs thatarenot defined in theOBD-II standard.

Note that modes 1 and 2 are basically identical,exceptthat Mode 1 provides current information,whereas Mode 2 providesa snapshot of the same data taken atthe point when the last diagnostic trouble code was set. The exceptionsarePID 01, which is only availablein Mode 1, and PID02, which is only availablein Mode 2. If Mode 2PID02 returns zero, then there is no snapshotandall other Mode 2data is meaningless.

When usingBit-Encoded-Notation,quantities like C4 means bit 4 from data byteC. Each bit is numerated from0 to 7, so 7 is the most significantbit and 0 is the leastsignificant bit.

A

B

C

D

A 7

A 6

A 5

A 4

A 3

A 2

A 1

A 0

B 7

B 6

B 5

B 4

B 3

B 2

B 1

B 0

C 7

C 6

C 5

C 4

C 3

C 2

C 1

C 0

D 7

D 6

D 5

D 4

D 3

D 2

D 1

D 0

Mode 01

PID (hex )

Data bytes

Description

Min value

Max value

Units

Formula[a]

	return ed
00	4	PIDs supported [01 - 20]				Bit encoded [A7..D0] == [PID $01..PID $20] See below
01	4	Monitor status since DTCs cleared. (Includes malfunction indicator lamp (MIL) status and number of DTCs.)				Bit encoded. See  below
02	2	Freeze DTC
03	2	Fuel system status				Bit encoded. See  below
04	1	Calculated engine load value	0	100	%	A*100/255
05	1	Engine coolant temperature	-40	215	°C	A-40
06	1	Short term fuel % trim—Bank 1	-100 Subtracti ng Fuel (Rich Conditio n)	99.22 Adding Fuel (Lean Conditio n)	%	(A-128) * 100/128
07	1	Long term fuel % trim—Bank 1	-100 Subtracti ng Fuel (Rich Conditio n)	99.22 Adding Fuel (Lean Conditio n)	%	(A-128) * 100/128
08	1	Short term fuel % trim—Bank 2	-100 Subtracti ng Fuel (Rich Conditio n)	99.22 Adding Fuel (Lean Conditio n)	%	(A-128) * 100/128
09	1	Long term fuel % trim—Bank 2	-100 Subtracti	99.22 Adding	%	(A-128) * 100/128

			ng Fuel (Rich Conditio n)	Fuel (Lean Conditio n)
0A	1	Fuel pressure	0	765	kPa (gauge)	A*3
0B	1	Intake manifold absolute pressure	0	255	kPa (absolut e)	A
0C	2	Engine RPM	0	16,383.7 5	rpm	((A*256)+B)/4
0D	1	Vehicle speed	0	255	km/h	A
0E	1	Timing advance	-64	63.5	° relative to #1 cylinder	(A-128)/2
0F	1	Intake air temperature	-40	215	°C	A-40
10	2	MAF air flow rate	0	655.35	grams/se c	((A*256)+B) / 100
11	1	Throttle position	0	100	%	A*100/255
12	1	Commanded secondary air status				Bit encoded. See  below
13	1	Oxygen sensors present				[A0..A3] == Bank 1, Sensors 1-4. [A4..A7] == Bank 2...
14	2	Bank 1, Sensor 1:	0	1.275	Volts	A/200
		Oxygen sensor				(B-128) * 100/128
		voltage,				(if B==$FF, sensor
		Short term fuel	-	99.2(rich		is not used in trim
		trim	100(lean)	)	%	calc)
15	2	Bank 1, Sensor 2:	0	1.275	Volts	A/200
		Oxygen sensor				(B-128) * 100/128
		voltage,				(if B==$FF, sensor
		Short term fuel	-	99.2(rich		is not used in trim
		trim	100(lean)	)	%	calc)
16	2	Bank 1, Sensor 3: Oxygen sensor	0	1.275	Volts %	A/200 (B-128) * 100/128

		voltage, Short term fuel trim	- 100(lean)	99.2(rich )		(if B==$FF, sensor is not used in trim calc)
17	2	Bank 1, Sensor 4:	0	1.275	Volts	A/200
		Oxygen sensor				(B-128) * 100/128
		voltage,				(if B==$FF, sensor
		Short term fuel	-	99.2(rich		is not used in trim
		trim	100(lean)	)	%	calc)
18	2	Bank 2, Sensor 1:	0	1.275	Volts	A/200
		Oxygen sensor				(B-128) * 100/128
		voltage,				(if B==$FF, sensor
		Short term fuel	-	99.2(rich		is not used in trim
		trim	100(lean)	)	%	calc)
19	2	Bank 2, Sensor 2:	0	1.275	Volts	A/200
		Oxygen sensor				(B-128) * 100/128
		voltage,				(if B==$FF, sensor
		Short term fuel	-	99.2(rich		is not used in trim
		trim	100(lean)	)	%	calc)
1A	2	Bank 2, Sensor 3:	0	1.275	Volts	A/200
		Oxygen sensor				(B-128) * 100/128
		voltage,				(if B==$FF, sensor
		Short term fuel	-	99.2(rich		is not used in trim
		trim	100(lean)	)	%	calc)
1B	2	Bank 2, Sensor 4:	0	1.275	Volts	A/200
		Oxygen sensor				(B-128) * 100/128
		voltage,				(if B==$FF, sensor
		Short term fuel	-	99.2(rich		is not used in trim
		trim	100(lean)	)	%	calc)
1C	1	OBD standards this vehicle conforms to				Bit encoded. See  below
1D	1	Oxygen sensors present				Similar to PID 13, but [A0..A7] == [B1S1, B1S2, B2S1, B2S2, B3S1, B3S2, B4S1, B4S2]
1E	1	Auxiliary input status				A0 == Power Take Off (PTO) status (1 == active) [A1..A7] not used

1F	2	Run time since engine start	0	65,535	seconds	(A*256)+B
20	4	PIDs supported [21 - 40]				Bit encoded [A7..D0] == [PID $21..PID $40] See below
21	2	Distance traveled with malfunction indicator lamp (MIL) on	0	65,535	km	(A*256)+B
22	2	Fuel Rail Pressure	0	5177.26	kPa	((A*256)+B) *
		(relative to
		manifold vacuum)		5		0.079
23	2	Fuel Rail Pressure (diesel, or gasoline direct inject)	0	655,350	kPa (gauge)	((A*256)+B) * 10
24	4	O2S1_WR_lambda	0	1.999	N/A	((A*256)+B)*2/65
						535 or
						((A*256)+B)/3276
						8
		(1):				((C*256)+D)*8/65
		Equivalence Ratio				535 or
		Voltage	0	7.999	V	((C*256)+D)/8192
25	4	O2S2_WR_lambda	0	2	N/A	((A*256)+B)*2/65
		(1):				535
		Equivalence Ratio				((C*256)+D)*8/65
		Voltage	0	8	V	535
26	4	O2S3_WR_lambda	0	2	N/A	((A*256)+B)*2/65
		(1):				535
		Equivalence Ratio				((C*256)+D)*8/65
		Voltage	0	8	V	535
27	4	O2S4_WR_lambda	0	2	N/A	((A*256)+B)*2/65
		(1):				535
		Equivalence Ratio				((C*256)+D)*8/65
		Voltage	0	8	V	535
28	4	O2S5_WR_lambda	0	2	N/A	((A*256)+B)*2/65
		(1):				535
		Equivalence Ratio				((C*256)+D)*8/65
		Voltage	0	8	V	535

29	4	O2S6_WR_lambda	0	2	N/A	((A*256)+B)*2/65
		(1):				535
		Equivalence Ratio				((C*256)+D)*8/65
		Voltage	0	8	V	535
2A	4	O2S7_WR_lambda	0	2	N/A	((A*256)+B)*2/65
		(1):				535
		Equivalence Ratio				((C*256)+D)*8/65
		Voltage	0	8	V	535
2B	4	O2S8_WR_lambda	0	2	N/A	((A*256)+B)*2/65
		(1):				535
		Equivalence Ratio				((C*256)+D)*8/65
		Voltage	0	8	V	535
2C	1	Commanded EGR	0	100	%	A*100/255
2D	1	EGR Error	-100	99.22	%	(A-128) * 100/128
2E	1	Commanded evaporative purge	0	100	%	A*100/255
2F	1	Fuel Level Input	0	100	%	A*100/255
30	1	# of warm-ups since codes cleared	0	255	N/A	A
31	2	Distance traveled since codes cleared	0	65,535	km	(A*256)+B
32	2	Evap. System Vapor Pressure	-8,192	8,192	Pa	((A*256)+B)/4 (A and B are two's complementsigned )
33	1	Barometric pressure	0	255	kPa (Absolut e)	A
34	4	O2S1_WR_lambda	0	1.999	N/A	((A*256)+B)/32,7
		(1):				68
		Equivalence Ratio				((C*256)+D)/256 -
		Current	-128	127.99	mA	128
35	4	O2S2_WR_lambda	0	2	N/A	((A*256)+B)/32,7
		(1):				68
		Equivalence Ratio				((C*256)+D)/256 -
		Current	-128	128	mA	128
36	4	O2S3_WR_lambda	0	2	N/A	((A*256)+B)/3276
		(1):	-128	128	mA	8

		Equivalence Ratio				((C*256)+D)/256 -
		Current				128
37	4	O2S4_WR_lambda	0	2	N/A	((A*256)+B)/32,7
		(1):				68
		Equivalence Ratio				((C*256)+D)/256 -
		Current	-128	128	mA	128
38	4	O2S5_WR_lambda	0	2	N/A	((A*256)+B)/32,7
		(1):				68
		Equivalence Ratio				((C*256)+D)/256 -
		Current	-128	128	mA	128
39	4	O2S6_WR_lambda	0	2	N/A	((A*256)+B)/32,7
		(1):				68
		Equivalence Ratio				((C*256)+D)/256 -
		Current	-128	128	mA	128
3A	4	O2S7_WR_lambda	0	2	N/A	((A*256)+B)/32,7
		(1):				68
		Equivalence Ratio				((C*256)+D)/256 -
		Current	-128	128	mA	128
3B	4	O2S8_WR_lambda	0	2	N/A	((A*256)+B)/32,7
		(1):				68
		Equivalence Ratio				((C*256)+D)/256 -
		Current	-128	128	mA	128
3C	2	Catalyst Temperature Bank 1, Sensor 1	-40	6,513.5	°C	((A*256)+B)/10 - 40
3D	2	Catalyst Temperature Bank 2, Sensor 1	-40	6,513.5	°C	((A*256)+B)/10 - 40
3E	2	Catalyst Temperature Bank 1, Sensor 2	-40	6,513.5	°C	((A*256)+B)/10 - 40
3F	2	Catalyst Temperature Bank 2, Sensor 2	-40	6,513.5	°C	((A*256)+B)/10 - 40
40	4	PIDs supported [41 - 60]				Bit encoded [A7..D0] == [PID $41..PID $60] See below
41	4	Monitor status this drive cycle				Bit encoded. See  below

42	2	Control module voltage	0	65.535	V	((A*256)+B)/1000
43	2	Absolute load value	0	25,700	%	((A*256)+B)*100/ 255
44	2	Command equivalence ratio	0	2	N/A	((A*256)+B)/3276 8
45	1	Relative throttle position	0	100	%	A*100/255
46	1	Ambient air temperature	-40	215	°C	A-40
47	1	Absolute throttle position B	0	100	%	A*100/255
48	1	Absolute throttle position C	0	100	%	A*100/255
49	1	Accelerator pedal position D	0	100	%	A*100/255
4A	1	Accelerator pedal position E	0	100	%	A*100/255
4B	1	Accelerator pedal position F	0	100	%	A*100/255
4C	1	Commanded throttle actuator	0	100	%	A*100/255
4D	2	Time run with MIL on	0	65,535	minutes	(A*256)+B
4E	2	Time since trouble codes cleared	0	65,535	minutes	(A*256)+B
4F	4	Maximum value for equivalence ratio, oxygen sensor voltage, oxygen sensor current, and intake manifold absolute pressure	0, 0, 0, 0	255, 255, 255, 2550	, V, mA, kPa	A, B, C, D*10
50	4	Maximum value for air flow rate from mass air flow sensor	0	2550	g/s	A*10, B, C, and D are reserved for future use

51	1	Fuel Type				From fuel type table seebelow
52	1	Ethanol fuel %	0	100	%	A*100/255
53	2	Absolute Evap system Vapor Pressure	0	327.675	kPa	((A*256)+B)/200
54	2	Evap system vapor pressure	-32,767	32,768	Pa	((A*256)+B)- 32767
55	2	Short term secondary oxygen sensor trim bank 1 and bank 3	-100	99.22	%	(A-128)*100/128 (B-128)*100/128
56	2	Long term secondary oxygen sensor trim bank 1 and bank 3	-100	99.22	%	(A-128)*100/128 (B-128)*100/128
57	2	Short term secondary oxygen sensor trim bank 2 and bank 4	-100	99.22	%	(A-128)*100/128 (B-128)*100/128
58	2	Long term secondary oxygen sensor trim bank 2 and bank 4	-100	99.22	%	(A-128)*100/128 (B-128)*100/128
59	2	Fuel rail pressure (absolute)	0	655,350	kPa	((A*256)+B) * 10
5A	1	Relative accelerator pedal position	0	100	%	A*100/255
5B	1	Hybrid battery pack remaining life	0	100	%	A*100/255
5C	1	Engine oil temperature	-40	210	°C	A - 40
5D	2	Fuel injection timing	-210.00	301.992	°	(((A*256)+B)- 26,880)/128
5E	2	Engine fuel rate	0	3212.75	L/h	((A*256)+B)*0.05
5F	1	Emission requirements to				Bit Encoded

		which vehicle is designed
60	4	PIDs supported [61 - 80]				Bit encoded [A7..D0] == [PID $61..PID $80] See below
61	1	Driver's demand engine - percent torque	-125	125	%	A-125
62	1	Actual engine - percent torque	-125	125	%	A-125
63	2	Engine reference torque	0	65,535	Nm	A*256+B
64	5	Engine percent torque data	-125	125	%	A-125 Idle B-125 Engine point 1 C-125 Engine point 2 D-125 Engine point 3 E-125 Engine point 4
65	2	Auxiliary input / output supported				Bit Encoded
66	5	Mass air flow sensor
67	3	Engine coolant temperature
68	7	Intake air temperature sensor
69	7	Commanded EGR and EGR Error
6A	5	Commanded Diesel intake air flow control and relative intake air flow position
6B	5	Exhaust gas recirculation temperature

6C	5	Commanded throttle actuator control and relative throttle position
6D	6	Fuel pressure control system
6E	5	Injection pressure control system
6F	3	Turbocharger compressor inlet pressure
70	9	Boost pressure control
71	5	Variable Geometry turbo (VGT) control
72	5	Wastegate control
73	5	Exhaust pressure
74	5	Turbocharger RPM
75	7	Turbocharger temperature
76	7	Turbocharger temperature
77	5	Charge air cooler temperature (CACT)
78	9	Exhaust Gas temperature (EGT) Bank 1				Special PID. See  below
79	9	Exhaust Gas temperature (EGT) Bank 2				Special PID. See  below
7A	7	Diesel particulate filter (DPF)
7B	7	Diesel particulate filter (DPF)

7C	9	Diesel Particulate filter (DPF) temperature
7D	1	NOx NTE control area status
7E	1	PM NTE control area status
7F	13	Engine run time
80	4	PIDs supported [81 - A0]				Bit encoded [A7..D0] == [PID $81..PID $A0] See below
81	21	Engine run time for Auxiliary Emissions Control Device(AECD)
82	21	Engine run time for Auxiliary Emissions Control Device(AECD)
83	5	NOx sensor
84		Manifold surface temperature
85		NOx reagent system
86		Particulate matter (PM) sensor
87		Intake manifold absolute pressure
A0	4	PIDs supported [A1 - C0]				Bit encoded [A7..D0] == [PID $A1..PID $C0] Seebelow
C0	4	PIDs supported [C1 - E0]				Bit encoded [A7..D0] == [PID $C1..PID $E0] See below
C3	?	?	?	?	?	Returns numerous data, including

						Drive Condition ID and Engine Speed*
C4	?	?	?	?	?	B5 is Engine Idle Request B6 is Engine Stop Request*
PID (hex )	Data bytes return ed	Description	Min value	Max value	Units	Formula[a]

Mode 02

Mode 02 accepts thesame PIDsas mode 01, with the samemeaning, but informationgiven is from whenthe freeze framewascreated.

Youhaveto send the framenumber in the data sectionof the message.

PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]
02	2	DTC that caused freeze frame to be stored.				BCD encoded. Decoded as  inmode3

Mode 03

PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]
N/A	n*6	Request trouble codes				3 codes per message frame.See below

Mode 04

PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]
N/A	0	Clear trouble codes / Malfunction indicator lamp (MIL) / Check engine light				Clears all stored trouble codes and turns the MIL off.

Mode 05

PID (hex)

Data bytes returned

Description

Min value

Max value

Units

Formula[a]

0100		OBD Monitor IDs supported ($01 – $20)
0101		O2 Sensor Monitor Bank 1 Sensor 1	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
0102		O2 Sensor Monitor Bank 1 Sensor 2	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
0103		O2 Sensor Monitor Bank 1 Sensor 3	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
0104		O2 Sensor Monitor Bank 1 Sensor 4	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
0105		O2 Sensor Monitor Bank 2 Sensor 1	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
0106		O2 Sensor Monitor Bank 2 Sensor 2	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
0107		O2 Sensor Monitor Bank 2 Sensor 3	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
0108		O2 Sensor Monitor Bank 2 Sensor 4	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
0109		O2 Sensor Monitor Bank 3 Sensor 1	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
010A		O2 Sensor Monitor Bank 3 Sensor 2	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
010B		O2 Sensor Monitor Bank 3 Sensor 3	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
010C		O2 Sensor Monitor Bank 3 Sensor 4	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage

010D		O2 Sensor Monitor Bank 4 Sensor 1	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
010E		O2 Sensor Monitor Bank 4 Sensor 2	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
010F		O2 Sensor Monitor Bank 4 Sensor 3	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
0110		O2 Sensor Monitor Bank 4 Sensor 4	0.00	1.275	Volts	0.005 Rich to lean sensor threshold voltage
0201		O2 Sensor Monitor Bank 1 Sensor 1	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
0202		O2 Sensor Monitor Bank 1 Sensor 2	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
0203		O2 Sensor Monitor Bank 1 Sensor 3	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
0204		O2 Sensor Monitor Bank 1 Sensor 4	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
0205		O2 Sensor Monitor Bank 2 Sensor 1	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
0206		O2 Sensor Monitor Bank 2 Sensor 2	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
0207		O2 Sensor Monitor Bank 2 Sensor 3	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
0208		O2 Sensor Monitor Bank 2 Sensor 4	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
0209		O2 Sensor Monitor Bank 3 Sensor 1	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage

020A		O2 Sensor Monitor Bank 3 Sensor 2	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
020B		O2 Sensor Monitor Bank 3 Sensor 3	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
020C		O2 Sensor Monitor Bank 3 Sensor 4	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
020D		O2 Sensor Monitor Bank 4 Sensor 1	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
020E		O2 Sensor Monitor Bank 4 Sensor 2	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
020F		O2 Sensor Monitor Bank 4 Sensor 3	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
0210		O2 Sensor Monitor Bank 4 Sensor 4	0.00	1.275	Volts	0.005 Lean to Rich sensor threshold voltage
PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]

Mode 09

PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]
00	4	Mode 9 supported PIDs (01 to 20)				Bit encoded. [A7..D0] = [PID $01..PID $20] See below
01	1	VIN Message Count in PID 02. Only for ISO 9141-2, ISO 14230-4 and SAE J1850.				Usually value will be 5.
02	17-20	Vehicle  Identification Number(VIN)				17-char VIN, ASCII- encoded and left-padded with null chars (0x00) if needed to.

03	1	Calibration ID message count for PID 04. Only for ISO 9141-2, ISO 14230-4 and SAE J1850.				It will be a multiple of 4 (4 messages are needed for each ID).
04	16	Calibration ID				Up to 16 ASCII chars. Data bytes not used will be reported as null bytes (0x00).
05	1	Calibration verification numbers (CVN) message count for PID06. Only for ISO 9141-2, ISO 14230-4 and SAE J1850.
06	4	Calibration Verification Numbers (CVN)				Raw data left-padded with null characters (0x00). Usually displayed as hex string.
07	1	In-use performance tracking message count for PID 08 and 0B. Only for ISO 9141-2, ISO 14230-4 and SAE J1850.	8	10		8 if sixteen (16) values are required to be reported, 9 if eighteen (18) values are required to be reported, and 10 if twenty (20) values are required to be reported (one message reports two values, each one consisting in two bytes).
08	4	In-use performance tracking for spark ignition vehicles				4 or 5 messages, each one containing 4 bytes (two values). See below
09	1	ECU name message count for PID 0A
0A	20	ECU name				ASCII-coded. Right- padded with null chars (0x00).
0B	4	In-use performance tracking for				5 messages, each one containing 4 bytes (two values). See below

		compression ignition vehicles
PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]

1.     In the formula column,lettersA, B,C, etc. represent the decimal equivalent of the first,second, third, etc. bytes of data. Where a (?) appears, contradictory or incomplete information wasavailable.

Bitwise encoded PIDs

Some of the PIDsin the above table cannotbe explainedwith a simple formula.A more elaborate explanation ofthese data is provided here:

Mode 1 PID 00

A request for this PID returns4 bytesofdata. Each bit, from MSBto LSB,representsone of the next 32 PIDs andis giving information aboutif it is supported.

For example,if the car response isBE1FA813, it can be decoded likethis:

Hexa deci mal		B				E						1					F					A				8					1					3
Binar y	1	0	1	1	1	1		1	0	0	0		0	1	1	1			1	1	1	0	1	0	1	0	0	0	0	0		0	1	0	0		1	1
Supp orted ?	Y e s	N o	Y e s	Y e s	Y e s	Y e s	Y e s		N o	N o	N o		N o	Y e s	Y e s	Y e s		Y e s		Y e s	Y e s	N o	Y e s	N o	Y e s	N o	N o	N o	N o	N o		N o	Y e s	N o	N o		Y e s	Y e s
PID num ber	0 1	0 2	0 3	0 4	0 5	0 6		0 7	0 8	0 9	0 A		0 B	0 C	0 D	0 E		0 F		1 0	1 1	1 2	1 3	1 4	1 5	1 6	1 7	1 8	1 9	1 A		1 B	1 C	1 D	1 E		1 F	2 0

So, supported PIDs

are: 01, 03, 04, 05, 06, 07, 0C, 0D,0E, 0F, 10, 11, 13, 15, 1C,1F and20

Mode 1 PID 01

A request forthis PID returns4 bytesof data.

The first byte contains two pieces of information.BitA7 (MSB of byte A, the firstbyte) indicates whether ornot the MIL (checkengine light)is illuminated.

BitsA6 through A0 representthe number of diagnostic troublecodescurrently flagged in theECU.

The second, third, and fourthbytes giveinformationabout the availability andcompleteness of certainon-boardtests. Note that test availabilityis indicated by set

(1) bit and completeness is indicated by reset (0) bit.

Bit

Name

Definition

A7	MIL	Off or On, indicates if the CEL/MIL is on (or should be on)
A6- A0	DTC_CNT	Number of confirmed emissions-related DTCs available for display.
B7	RESERVED	Reserved (should be 0)
B3	NO NAME	0 = Spark ignition monitors supported 1 = Compression ignition monitors supported

Here are the common bit B definitions, they are testbased.

	Test available	Test incomplete
Misfire	B0	B4
Fuel System	B1	B5
Components	B2	B6

The third and fourthbytes are to be interpreted differently depending on if the engine is spark ignitionor compressionignition. Inthesecond (B) byte, bit 3 indicates how to interpret theC and D bytes,with0 being sparkand1 (set) being compression.

The bytes C andD forspark ignition monitors:

	Test available	Test incomplete
Catalyst	C0	D0
Heated Catalyst	C1	D1
Evaporative System	C2	D2
Secondary Air System	C3	D3
A/C Refrigerant	C4	D4
Oxygen Sensor	C5	D5
Oxygen Sensor Heater	C6	D6
EGR System	C7	D7

Andthe bytesC and D for compressionignitionmonitors:

	Test available	Test incomplete
NMHC Catalyst[a]	C0	D0
NOx/SCR Monitor	C1	D1
Boost Pressure	C3	D3
Exhaust Gas Sensor	C5	D5
PM filter monitoring	C6	D6
EGR and/or VVT System	C7	D7

1.  NMHC may stand for Non-Methane HydroCarbons, butJ1979 does not enlightenus.

Mode 1 PID 41

A request for this PID returns4 bytesof data.Thefirst byte is alwayszero. The second,third, and fourth bytes giveinformation aboutthe availability and completenessof certain on-board tests.Note that test availability is represented by a set(1) bit and completeness is represented by a reset (0)bit:

	Test enabled	Test incomplete
Reserved	B3	B7
Components	B2	B6
Fuel System	B1	B5
Misfire	B0	B4
EGR System	C7	D7
Oxygen Sensor Heater	C6	D6
Oxygen Sensor	C5	D5
A/C Refrigerant	C4	D4
Secondary Air System	C3	D3
Evaporative System	C2	D2
Heated Catalyst	C1	D1
Catalyst	C0	D0

Mode 1 PID 78

A request for this PID will return9 bytesof data. The first byte is a bit encoded fieldindicating whichEGTsensorsaresupported:

Byte	Description
A	Supported EGT sensors
B-C	Temperature read by EGT11
D-E	Temperature read by EGT12
F-G	Temperature read by EGT13
H-I	Temperature read by EGT14

The firstbyte isbit-encoded asfollows:

Bit	Description
A7-A4	Reserved
A3	EGT bank 1, sensor 4 Supported?
A2	EGT bank 1, sensor 3 Supported?
A1	EGT bank 1, sensor 2 Supported?
A0	EGT bank 1, sensor 1 Supported?

The remaining bytesare 16 bit integersindicating the temperature in degreesCelsius in the range -40 to 6513.5 (scale 0.1), using the

usual                                                   formula (MSB is A, LSB isB).Only valuesfor which the corresponding sensoris supported are meaningful.

The samestructure appliesto PID79, but values are for sensorsof bank 2.

Mode 3(no PID required)

A request for this mode returns alist of the DTCs that havebeen set. The listis encapsulated using the ISO15765-2 protocol.

If there are twoor fewer DTCs(4 bytes) they are returnedin an ISO-TP Single Frame(SF). Three ormoreDTCs in the list are reported inmultiple frames, with the exactcount of framesdependenton the communication type and addressing details.

Each trouble code requires2 bytesto describe.Thetext description of a trouble code may be decodedas follows. The first character in thetrouble code is determinedby the first two bits in the first byte:

A7-A6	First DTC character
00	P - Powertrain
01	C - Chassis
10	B - Body
11	U - Network

The two following digits are encoded as2 bits. The second character in the DTC is a number defined by the following table:

A5-A4	Second DTC character
00	0
01	1
10	2
11	3

The third characterin the DTC is a number defined by

A3-A0	Third DTC character
0000	0
0001	1
0010	2
0011	3
0100	4

0101	5
0110	6
0111	7
1000	8
1001	9
1010	A
1011	B
1100	C
1101	D
1110	E
1111	F

The fourth and fifth characters are definedin the same way asthe third, but using bits B7-B4 and B3-B0. The resultingfive-charactercodeshould look something like "U0158" and canbe looked up in a table ofOBD-II DTCs. Hexadecimalcharacters(0-9,A-F), while relatively rare, areallowed in the last 3 positions of the code itself. Mode 9 PID 08

It provides informationabout track in-use performance forcatalyst banks,oxygen sensorbanks, evaporative leak detectionsystems,EGR systemsand secondary air system.

The numerator for each componentor systemtracks thenumber of times that allconditions necessary for aspecific monitor to detect a malfunction have beenencountered. Thedenominator for each component or system tracksthe number of times that thevehicle has beenoperated in the specifiedconditions.

All data itemsof the In-use Performance Tracking record consist of two (2) bytesandarereported in this order (eachmessage containstwo items, hence themessage lengthis 4):

Mnemonic	Description
OBDCOND	OBD Monitoring Conditions Encountered Counts
IGNCNTR	Ignition Counter
CATCOMP1	Catalyst Monitor Completion Counts Bank 1
CATCOND1	Catalyst Monitor Conditions Encountered Counts Bank 1
CATCOMP2	Catalyst Monitor Completion Counts Bank 2
CATCOND2	Catalyst Monitor Conditions Encountered Counts Bank 2
O2SCOMP1	O2 Sensor Monitor Completion Counts Bank 1
O2SCOND1	O2 Sensor Monitor Conditions Encountered Counts Bank 1

O2SCOMP2	O2 Sensor Monitor Completion Counts Bank 2
O2SCOND2	O2 Sensor Monitor Conditions Encountered Counts Bank 2
EGRCOMP	EGR Monitor Completion Condition Counts
EGRCOND	EGR Monitor Conditions Encountered Counts
AIRCOMP	AIR Monitor Completion Condition Counts (Secondary Air)
AIRCOND	AIR Monitor Conditions Encountered Counts (Secondary Air)
EVAPCOMP	EVAP Monitor Completion Condition Counts
EVAPCOND	EVAP Monitor Conditions Encountered Counts
SO2SCOMP1	Secondary O2 Sensor Monitor Completion Counts Bank 1
SO2SCOND1	Secondary O2 Sensor Monitor Conditions Encountered Counts Bank 1
SO2SCOMP2	Secondary O2 Sensor Monitor Completion Counts Bank 2
SO2SCOND2	Secondary O2 Sensor Monitor Conditions Encountered Counts Bank 2

Mode 9 PID 0B

Itprovides information about track in-use performance for NMHCcatalyst,NOx catalyst monitor, NOx adsorbermonitor, PM filter monitor, exhaust gas sensormonitor, EGR/ VVT monitor, boost pressure monitor andfuel system monitor.

Alldata items consist of two (2)bytesandare reported in this order (each messagecontains two items, hence message lengthis 4):

Mnemonic	Description
OBDCOND	OBD Monitoring Conditions Encountered Counts
IGNCNTR	Ignition Counter
HCCATCOMP	NMHC Catalyst Monitor Completion Condition Counts
HCCATCOND	NMHC Catalyst Monitor Conditions Encountered Counts
NCATCOMP	NOx/SCR Catalyst Monitor Completion Condition Counts
NCATCOND	NOx/SCR Catalyst Monitor Conditions Encountered Counts
NADSCOMP	NOx Adsorber Monitor Completion Condition Counts
NADSCOND	NOx Adsorber Monitor Conditions Encountered Counts
PMCOMP	PM Filter Monitor Completion Condition Counts
PMCOND	PM Filter Monitor Conditions Encountered Counts
EGSCOMP	Exhaust Gas Sensor Monitor Completion Condition Counts
EGSCOND	Exhaust Gas Sensor Monitor Conditions Encountered Counts

EGRCOMP	EGR and/or VVT Monitor Completion Condition Counts
EGRCOND	EGR and/or VVT Monitor Conditions Encountered Counts
BPCOMP	Boost Pressure Monitor Completion Condition Counts
BPCOND	Boost Pressure Monitor Conditions Encountered Counts
FUELCOMP	Fuel Monitor Completion Condition Counts
FUELCOND	Fuel Monitor Conditions Encountered Counts

Enumerated PIDs

SomePIDsare to be interpreted specially,and aren't necessarily exactly bitwiseencoded, orin any scale. The values for these PIDsare enumerated.

Mode 1 PID 03

A request forthis PID returns2 bytesof data.Thefirst byte describes fuelsystem #1.

Value	Description
1	Open loop due to insufficient engine temperature
2	Closed loop, using oxygen sensor feedback to determine fuel mix
4	Open loop due to engine load OR fuel cut due to deceleration
8	Open loop due to system failure
16	Closed loop, using at least one oxygen sensor but there is a fault in the feedback system

Any other valueis an invalid response. There can only be one bitset at most.

The second byte describes fuelsystem#2 (if it exists)and is encoded identically to the firstbyte.

Mode 1 PID 12

A request for this PID returnsa single byte of data which describes the secondary air status.

Value	Description
1	Upstream
2	Downstream of catalytic converter
4	From the outside atmosphere or off
8	Pump commanded on for diagnostics

Any other valueis an invalid response. There can only be one bitset at most.

Mode 1 PID 1C

A request for this PID returnsa single byte of data which describes which OBDstandards this ECU was designed to comply with. The differentvalues the data byte canhold are shown below,nextto what they mean:

Value	Description
1	OBD-II as defined by the CARB
2	OBD as defined by the EPA
3	OBD and OBD-II
4	OBD-I
5	Not OBD compliant
6	EOBD (Europe)
7	EOBD and OBD-II
8	EOBD and OBD
9	EOBD, OBD and OBD II
10	JOBD (Japan)
11	JOBD and OBD II
12	JOBD and EOBD
13	JOBD, EOBD, and OBD II
14	Reserved
15	Reserved
16	Reserved
17	Engine Manufacturer Diagnostics (EMD)
18	Engine Manufacturer Diagnostics Enhanced (EMD+)
19	Heavy Duty On-Board Diagnostics (Child/Partial) (HD OBD-C)
20	Heavy Duty On-Board Diagnostics (HD OBD)
21	World Wide Harmonized OBD (WWH OBD)
22	Reserved
23	Heavy Duty Euro OBD Stage I without NOx control (HD EOBD-I)
24	Heavy Duty Euro OBD Stage I with NOx control (HD EOBD-I N)
25	Heavy Duty Euro OBD Stage II without NOx control (HD EOBD-II)
26	Heavy Duty Euro OBD Stage II with NOx control (HD EOBD-II N)
27	Reserved
28	Brazil OBD Phase 1 (OBDBr-1)
29	Brazil OBD Phase 2 (OBDBr-2)

30	Korean OBD (KOBD)
31	India OBD I (IOBD I)
32	India OBD II (IOBD II)
33	Heavy Duty Euro OBD Stage VI (HD EOBD-IV)
34-250	Reserved
251-255	Not available for assignment (SAE J1939 special meaning)

FuelType Coding

Mode 1 PID 51 returns a value froman enumerated list giving the fueltype ofthe vehicle. The fuel type is returnedasa single byte, and the valueis givenbythe following table:

Value	Description
0	Not available
1	Gasoline
2	Methanol
3	Ethanol
4	Diesel
5	LPG
6	CNG
7	Propane
8	Electric
9	Bifuel running Gasoline
10	Bifuel running Methanol
11	Bifuel running Ethanol
12	Bifuel running LPG
13	Bifuel running CNG
14	Bifuel running Propane
15	Bifuel running Electricity
16	Bifuel running electric and combustion engine
17	Hybrid gasoline
18	Hybrid Ethanol
19	Hybrid Diesel
20	Hybrid Electric
21	Hybrid running electric and combustion engine
22	Hybrid Regenerative

23     Bifuel running diesel

Any othervalue is reserved by ISO/SAE.There are currently nodefinitionsfor flexible-fuel vehicle.

Non-standard PIDsEdit

The majority ofall OBD-II PIDs in use are non-standard.Formost modern vehicles, there are many more functions supported on the OBD-II interface than are coveredby the standard PIDs,and there is relatively minor overlap betweenvehicle manufacturers for these non-standard PIDs.

There is very limitedinformation availablein the public domain for non-standard PIDs. The primary source ofinformation on non-standard PIDs acrossdifferent manufacturers is maintained by the US-based Equipmentand ToolInstituteand onlyavailable to members. The price ofETI membership foraccess to scan codes startsfrom US$7,500.[2]

However, even ETI membership will not provide fulldocumentation for non-standardPIDs. ETI state:[2]

Some OEMs refuse to use ETI as a one-stop source of scan tool information.

They prefer to do business with each tool company separately. These companiesalso require that you enter into a contract with them. The charges vary but here is a snapshot of today's[when?] per year charges as we know them: GM $50,000

Honda$5,000 Suzuki $1,000

BMW $17,500 plus $1,000 per update. Updates occur every quarter. (This is more now, but do not have exact number)

CAN (11-bit) busformatEdit

The PIDquery andresponse occurson the vehicle's CANbus. Standard OBD requests andresponsesusefunctional addresses. The diagnosticreaderinitiatesa query using CAN ID$7DF,which acts as a broadcast address, and accepts responses fromanyID in the range $7E8 to $7EF. ECUs that canrespond to OBD querieslisten both to the functionalbroadcast ID of$7DF and one assigned IDin the range $7E0to

$7E7. Their response has an ID of their assigned ID plus 8 e.g. $7E8 through$7EF.

This approach allows up to eight ECUs, eachindependently responding to OBD queries. Thediagnostic reader canusethe ID in the ECU response frame to continue communication with aspecific ECU. In particular, multi-framecommunication requiresa responseto the specific ECU ID ratherthan to ID $7DF.

CAN bus may also be used for communication beyondthe standard OBD messages.Physical addressing uses particular CAN IDsfor specific modules(e.g.,720 for the instrument cluster in Fords) withproprietary frame payloads.

Query

The functional PID query is sentto the vehicle on the CANbus at ID 7DFh, using8 data bytes.The bytes are:

	Byte
PID Type	0	1	2	3	4	5	6	7
SAE Standard	Number of additional data bytes: 2	Mode 01 = show current data; 02 = freeze frame; etc.	PID code (e.g.: 05 = Engine coolant temperature)	not used (may be 55h)
Vehicle specific	Number of additional data bytes: 3	Custom mode: (e.g.: 22 = enhanced data)	PID code (e.g.: 4980h)		not used (may be 00h or 55h)

Response

The vehicle responds to the PID query on theCAN bus with message IDs that depend on which module responded. Typically the engine or mainECU responds at ID7E8h. Other modules, like the hybrid controlleror battery controllerin a Prius, respond at 07E9h, 07EAh, 07EBh, etc.These are 8h higherthanthe physical addressthemodule responds to. Even though thenumber of bytes in the returnedvalue is variable, the message uses8 data bytesregardless (CAN bus protocol form Frameformat with8 data bytes).Thebytes are:

	Byte
PID Type	0	1	2	3	4	5	6	7
SAE Standa rd 7E8h, 7E9h, 7EAh, etc.	Number of addition al data bytes: 3 to 6	Custom mode Same as query, except that 40h is added to the mode value. So: 41h =	PID code (e.g.: 05 = Engine coolant temperatu re)	value of the specifie d paramet er, byte 0	value, byte 1 (optiona l)	value, byte 2 (option al)	value, byte 3 (option al)	not used (may be 00h or 55h)

		show current data; 42h = freeze frame; etc.
Vehicl e specifi c 7E8h, or 8h + physic al ID of modul e.	Number of addition al data bytes: 4to 7	Custom mode: same as query, except that 40h is added to the mode value.(e. g.: 62h = response to mode 22h request)	PID code (e.g.: 4980h)		value of the specifie d paramet er, byte 0	value, byte 1 (option al)	value, byte 2 (option al)	value, byte 3 (option al)
Vehicl	Number	7Fh this	Custom	31h	not used
			mode:
e		a general	(e.g.: 22h
specifi		response	=
c		usually	enhanced
7E8h,		indicatin	diagnostic
or 8h +	of	g the	data by
physic	addition	module	PID, 21h
al ID	al	doesn't	=
of	data	recogniz	enhanced
modul	bytes:	e the	data by
e.	3	request.	offset)		(may be 00h)

See alsoEdit

§  On-board diagnostics

§  Engine controlunit

ReferencesEdit

1.     "Escape PHEV TechInfo - PIDs". Electric AutoAssociation - Plug in Hybrid ElectricVehicle. Retrieved11 December 2013.

2.     "ETI Full Membership FAQ". Retrieved 29 November 2013. showing cost of access toOBD-II PID documentation

External linksEdit

§  OBD II Error Codes DefinitionandLookup, including manufacturer-specificcodes.

§  OBD-II Error Codes Definition,descriptionand repair information formost makes of vehicles.

§  Generic/Manufacturer OBD2 Codes andTheirMeanings

§  Directive 98/69/EC of the European Parliament andof the Council of 13October  1998.

§  CAN BusVehicles Partial list of 2003-2007 vehicles whichsupport the OBD-II CAN bus standard.

§  Fault Code Examples Sample fault code data read using the OBDKey Bluetooth, OBDKey USB andOBDKey WLANvehicle interface units.

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