Sae j2012 pdf

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This document supersedes SAE J DEC, and is technically equivalent to ISO with the exceptions described in Section. Printed Edition + PDF; Immediate download; $; Add to Cart This document supersedes SAE J DEC, and is technically. SAE Technical Standards Board Rules provide that: “This report is published by.. . The prior version of SAE J was technically equivalent to a draft version of.


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By the Authority Vested By Part 5 of the United States Code § (a) and. Part 1 of the Code of Regulations § 51 the attached document has been duly. The prior version of SAE J was technically equivalent to a draft version of ISO SAE J was originally developed to meet U.S. OBD requirements for. This document supersedes SAE J APR, and is technically equivalent!to ISO with the exceptions described in Section This document is intended to define the standardized Diagnostic Trouble Codes (DTC) that On-Board Diagnostic (OBD) systems in vehicles are.

This sub type is used for failures where the control module measures too few pulses e. The code structure itself is partially open-ended. This sub type is used for control module Internal Failures that cannot be assigned to a specific sub type. This range also specifies non-electrical faults related to components connected to or monitored by a control module. These codes are common enough across most manufacturers' applications that a common number and fault message could be assigned.

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Not a Member? This standard is not included in any packages. We have no amendments or corrections for this standard. In most cases, the alpha designator will be implied since diagnostic information will be requested from a particular controller. However, this does not imply that all codes supported by a particular controller shall have the same alphanumeric designator. The codes are structured as in Figure 1.

F [display character 5] 3rd character of code Hexadecimal F [display character 4] Area of vehicle system Hexadecimal The low byte shall be displayed in hexadecimal format, e.

To minimize service confusion, fault codes should not be used to indicate the absence of problems or the status of parts of the system, e.

Ranges have been expanded from numbers to by using the hexadecimal base 16 number system. These codes are common enough across most manufacturers' applications that a common number and fault message could be assigned. Although service procedures may differ widely amongst manufacturers, the fault being indicated is common enough to be assigned a particular fault code. These are fault codes that will not generally be used by a majority of the manufacturers due to basic system differences, implementation differences, or diagnostic strategy differences.

Each vehicle manufacturer or supplier who designs and specifies diagnostic algorithms, software, and diagnostic trouble codes are strongly encouraged to remain consistent across their product line when assigning codes in the manufacturer controlled area.

SAE--J2012-2007.pdf

Two different DTC application methods are required depending on the system. Body and chassis systems descriptions are more general and require the assignment of a single DTC number and description for each component, not failure mode. Unique body and chassis failure mode identification is still possible, but is dependent upon using diagnostic protocols that support a subfault failure strategy. However any protocol supporting a subfault strategy will work with these DTCs.

Manufacturers must select the appropriate failure mode to apply to the base DTC description. For powertrain systems, each specified fault code has been assigned a description to indicate the circuit, component or system area that was determined to be at fault. The descriptions are organized such that different descriptions related to a particular sensor or system are grouped together.

A manufacturer has a choice when implementing diagnostics, based on the specific strategy and complexity of the diagnostic. Where more specific fault descriptions for a circuit, component, or system exist, the manufacturer should choose the code most applicable to their diagnosable fault. The descriptions are intended to be somewhat general to allow manufacturers to use them as often as possible yet still not conflict with their specific repair procedures. The terms "low" and "high" when used in a description, especially those related to input signals, refer to the voltage, frequency, etc.

The specific level of "low" and "high" shall be specified by each manufacturer to best meet their needs. If the input signal at the PCM is stuck at 1. The root cause of the higher than expected TP Sensor voltage may be either a faulty TP Sensor, corrosion in the TP Sensor connections or an improperly adjusted throttle plate. Identification of the root cause is done using the diagnostic procedures and is not implied by the DTC message, thus allowing the manufacturer the flexibility in assigning DTCs.

These functions provide the vehicle occupants with assistance, comfort, convenience, and safety. Each specified trouble code has been assigned a description to indicate the component or system area that was determined to be at fault.

Unlike powertrain systems, the body system trouble code descriptions are intended to be general.

J2012 pdf sae

Body system DTCs are designed to only support the base component in the description, which makes these DTCs dependent upon diagnostic protocols that support a subfault failure strategy. Manufacturers must select the appropriate failure mode e. The supported body subsection included in this group is currently Restraints.

These functions typically include mechanical systems such as brakes, steering and suspension. Unlike powertrain systems, the chassis system trouble code descriptions are intended to be general. Chassis system DTCs are designed to only support the base component in the description, which makes these DTCs dependent upon diagnostic protocols that support a subfault failure strategy.

The supported chassis subsections included in this group are currently Brakes and Traction Control.

The descriptions of data links are intended to be general in order to allow manufacturers to use them for different communication protocols. The descriptions of control modules are intended to be general in order to allow manufacturers to reuse the DTC for new control modules as technologies evolve. Exhaust Gas Recirculation. What is the purpose of the diagnostic?

Please send completed form s either to: NOTES 8. An R symbol to the left of the document title indicates a complete revision of the report. Appendix B0 shows applications for recommended industry common trouble codes for the body systems, Appendix C0 shows applications for chassis systems, Appendix P0 shows applications for powertrain systems and Appendix U0 shows applications for network control systems.

The DTCs in appendix P0 include systems that might be integrated into an electronic control module that would be used for controlling engine functions, such as fuel, spark, idle speed, and vehicle speed cruise control , as well as those for transmission control.

The fact that a code is recommended as a common industry code does not imply that it is a required code legislated , an emission related code, nor that it indicates a fault that will cause the malfunction indicator to be illuminated. These are not intended to be used with protocols that do not support a subfault strategy.

Bank 1 contains cylinder number one, Bank 2 is the opposite bank.

Pdf sae j2012

Active controls are used to modify or control airflow within the engine air intake system. These controls may be used to enhance or modify in-cylinder airflow motion charge motion , modify the airflow dynamics manifold tuning within the intake manifold or both.

If the heater shorts to the signal circuit, the control module can determine this since the signal circuit will be shorted high at the same frequency that the heaters are operating at.

The base DTC will not specify a failure type such as an open or short circuit condition. In effect then a reported DTC is made of the total of the three bytes. This standard leaves the choice of concatinating the information or separating the base DTC from the FTB open in regard to display for tools or information. It represents the type of fault in the circuit or system e.

This range specifies the standard wiring failure modes i. This range specifies quantities related to amplitude, frequency or rate of change, and wave shape. This category also includes faults where position is determined by counts. This range specifies faults related to memory, software, and internal electrical circuitry; requiring component control module, sensor, etc. This range specifies faults based on comparing two or more input parameters for plausibility, comparing a single parameter to itself with respect to time, or inhibits operation due to a reported failure of that circuit.

This range specifies faults related to bus hardware and signal integrity. This category is also used when the physical input for a signal is located in one control module and another control module diagnoses the circuit. This range specifies faults related to components connected to or monitored by a control module that do not themselves communicate to a scan tool via the data link connector. This range also specifies non-electrical faults related to components connected to or monitored by a control module.

This value is reserved by the document for future expansion. This sub type is used for General Electrical Failures that cannot be assigned to a specific sub type Category information and no Sub Type information, e.

DTC This sub type is used for General Signal Failures that cannot be assigned to a specific sub type Category information and no Sub Type information, e. This sub type is used for control module Internal Failures that cannot be assigned to a specific sub type. This sub type is used for System Programming Failures that cannot be assigned to a specific sub type.

This sub type is used for Algorithm Based Failures that cannot be assigned to a specific sub type. This sub type is used for Mechanical Failures that cannot be assigned to a specific sub type. This sub type is used for Component Failures that cannot be assigned to a specific sub type. This sub type is used for failures, where the control module measures ground battery negative potential for greater than a specified time period or when some other value is expected.

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This sub type is used for failures, where the control module measures vehicle system battery positive potential for greater than a specified time period or when some other value is expected. This sub type is used for failures, where the control module determines an open circuit via lack of bias voltage, low current flow, no change in the state of an input in response to an output, etc. This sub type is used for failures, where the condition detected by the control module is the same for either indicated failure mode.

This sub type is used for failures, where the control module measures a voltage below a specified range but not necessarily a short to ground. This sub type is used for failures where, the control module measures a voltage above a specified range but not necessarily a short to battery.

This sub type is used for failures, where the control module measures current flow above a specified range. This sub type is used for failures, where the control module infers a circuit resistance below a specified range.

This sub type is used for failures, where the control module infers a circuit resistance above a specified range. This sub type is used for failures, where the control module measures a voltage outside the expected range but not identified as too high or too low.

This sub type is used for failures, where the control module measures a current outside the expected range but not identified as too high or too low. This sub type is used for failures, where the control module measures a resistance outside the expected range but not identified as too high or too low.

This sub type is used for failures, where the control module momentarily detects one of the conditions defined above, but not long enough to set a specific sub type. This sub type is used for failures where the control module measures a signal voltage below a specified range but not necessarily a short to ground e.

This sub type is used for failures where the control module measures a signal voltage above a specified range but not necessarily a short to battery e. This sub type is used for failures where the control module measures a signal that remains low when transitions are expected. This sub type is used for failures where the control module measures a signal that remains high when transitions are expected.

SAE--Jpdf - soundofheaven.info

This sub type is used for failures where the shape of the signal plot of the amplitude with respect to time is not correct, e.

This sub type is used for failures where the signal transitions more slowly than is reasonably allowed. This sub type is used for failures where the signal transitions more quickly than is reasonably allowed. This sub type is used for failures where the control module applies a bias voltage or a zero signal level to a circuit upon which is superimposed a signal voltage e.