Annoying VW EPC light

VW EPC expounded

As I've explained in an earlier blog, the amber Electronic Power Control warning light on your car's instrument cluster, is just an indicator light; drawing your attention to either (1)  an Auto-Correct EPC Problem, (2) a Pending EPC Problem, (3) an Existing EPC Problem or  (4) a Current EPC Problem. 

An Auto-Correcting  EPC problem occurs when the EPC light goes on without noticeable difference in engine performance and goes off during subsequent drive cycles which may be within a day or two or longer.

A Pending EPC Problem could be something as simple as a spark plug misfiring intermittently and appears in the scan list but after a while becomes an Auto-Correcting EPC problem alternatively if the plug continues to misfire it becomes and Exising EPC problem.

An Existing EPC Problem could be something like the MAF sensor or a accelerator pedal sensor that needs cleaning or replacement and a Current EPC Problem normally results in limp mode.

EPC light is bright YELLOW/AMBER and acts as a indicator, it is not as a warning light. 
Warning light are always RED.

EPC light is bright YELLOW/AMBER and acts as a indicator light, an advisory light; it is not as a warning light.  Warning light are always RED. Since the ECU "learns your driving style" over time, it records your optimize drive cycles to non-volatile memory along with atmospheric pressure, min & max rpm and the average fuel use data, etc, then creates an adaptive pattern or map based on these parameters. 

When this map is compared to sudden spirited driving, it may trigger the EPC light but will auto-correct (reset) itself after a few driving cycles within a day or two. Sometimes the EPC light may be accompanied by the Check Engine Light (CEL).

A Pending Problem can cause the EPC light to come and not switch off on its own. Pending implies that the problem will only get worse if left unattended to. A diagnostic scanner is needed to view the DTC error, hence its really worthwhile investing in one. 

For example, assume that cylinder number 3 randomly misfired a few times as the pending problem. The scan freeze frame data will show something like this.

000771 - Cylinder 3

               P0303 - 000 - Misfire Detected - Intermittent

             Freeze Frame:

                    Fault Status: 00100000

                    Fault Priority: 2

                    Fault Frequency: 7

                    Reset counter: 255

                    Mileage: 38187 km

                    Time Indication: 0

                    Date: 2021.11.05

                    Time: 21:09:58

             Freeze Frame:

                    RPM: 758 /min

                    Load: 13.1 %

                    Speed: 0.0 km/h

                    Temperature: 51.0°C

                    Temperature: 33.0°C

                    Absolute Pres.: 830.0 mbar

                    Voltage: 12.435 V

What this means is that cylinder misfired 7 time, and that the most recent misfire occurred at the displayed time and date highlighted in red and has a fault priority of 2.  Fault priority of 4 or lower needs to be attended to immediately since it affects the driveability of the car. Don't ignore the VW EPC light.  

Fault priority of 5 and above doesn't require immediate attention but must be attended to sooner rather than later. The freeze frame date shows that the car was idling and 758 rpm with the speed at 0 kph and that the engine hasn't reach its optimum operating temperature as yet. In a nutshell, freeze frame captures the engine operating conditions at the time when the EPC error occurred.

An Existing EPC Problem could  mean either the throttle pedal, throttle body, or brake control unit or any other circuit related to the torque circuit, like the  cruise control unit or the traction control unit is misbehaving.  However the EPC light can also indicated an unrelated problem like a loose fuel cap. With the EPC light on, and a pungent fuel smell inside the cockpit would point you to fuel cap.  

Since the fuel is under pressure, the fuel pump, fuel regulator or fuel rail pressure sensor may also be suspect, each should be excluded through a process of elimination. Remember the Electronic Power Control system is integrated with several other systems on you vehicle, like the steering control unit and the ECU, hence it's not always easy to diagnose.

Its permissible to  drive your VW for a short distances and for a short period of time after the EPC light has triggered, that's to say if driveability hasn't been impaired but its best to either fix it yourself or take it to  VW service center. An  EPC dashboard light can be caused by any of the following, but in no particular order. Sometimes both the EPC light and CEL (check engine light) would turn on.

1) Brake Light Switch failure

2) Mass Air Flow Sensor failure 

3) Engine Speed Sensor failure 

4) Throttle System Potentiometer Failure

5) Cruise Control failure

6) Accelerator Pedal Potentiometer failure

7) Repeated cylinder misfires

8) Loose fuel cap

9) Blown / Faulty  brake light

Any of these can and may cause your vehicle to go into “limp mode” which can be described as a Current EPC Problem. When limp mode strikes, the Engine Control Unit will limits the functions of the torque circuit and transmission thus prevent your VW's engine from  revving higher than 2000 rpm and limit its speed to 30-45 kpm. 

Some mechanics would reset the EPC light by cleasing the DTC list without fixing the actual problem but this is not recommended. When the  Diagnostic trouble codes (DTC) are cleared,  "your driving style" map is also deleted, meaning that the ECU would have to relearn  "your driving style"  from scratch and your VW's performance may seem a bit off.  That's to say, until your racked up sufficient drive cycles (data) with which the ECU can do an analysis in real time. 

What your Electronic Power Control (EPC) Warning Light really means

Computers are ubiquitous or rather microcomputers, microprocessors and their peripheral systems and chipsets are.  As such, they can be found in most electronic devices, ranging from laptops to printers, routers, radios, walkie-talkies, cell-phones and toys to mention but a few. In fact, microprocessors are so common place that they've taken over most hand held and personal electronic devices so-much-so that they are even embedded in our entertainment equipment, our cars, motorcycles, aeroplanes, ships and trains. It can thus be said that electronics in all its technological forms, have completely changed how we live  our lives. These systems along with its sensors, sendors and actuators are referred to as On-Board Diagnostics (OBD) and since it's in its second revision, known as OBD-II or just OBDII.

Furthermore  these On-board diagnostic (OBDII) digital computers interfaced with its dependency modules, electro-mechanical systems and sensors built into our cars have collectively taken-over and superseded most mechanical linkage functions, that were previously and traditionally used for acceleration, steering control and parking brake among several other.  So, welcome to the world of  drive-by-wire, (electronic throttle control) steer-by-wire, shift-by-wire, brake-by-wire and fly-by-wire which is currently widely used in aviation. 

What your Electronic Power Control (EPC) Warning Light really says!

Your car's EPC light essentially indicates that there is an issue with the  torque system of your vehicle. This torque system is your car's acceleration and braking system that now operates via drive-by-wire, shift-by-wire and brake-by-wire. In a nutshell, it's a computer chip supervised electronic system (ECU) that replaced the cable linkage previously situated between the carburetor and the accelerator pedal with an electrical/electronic interface. 

This amber EPC light is an advisory light rather than a warning light -since warning lights are red in colour- is illuminated when the ECU detects a glitch in the torque system. When a glitch is detected, in most cases the ECU will enable 'limp home mode'. Limp mode is a fail-safe software-embedded, security and safety feature that  inhibits the system, activates a  rev limiter, shuts off boost partially or completely, resulting in a maximum 2500 RPM.  

Thereby leaving only sufficient power to safely drive the car home in some cases. In other cases it could prevent the car from even starting.  Limp mode also acts as a safe-guard against further engine / transmission trouble or possible runaway.  Switching off the engine and disconnecting the battery may in some cases momentarily cure limp mode, but then again it may not due to the ECU's  non-volatile memory. However as an  advisory light, it begs for an OBD-II diagnostic scan, so that the Trouble Code (DTC) error may be diagnosed and repaired. This is best done sooner rather than later, as Limp mode sometimes manages to cures itself, yet bound to repeat itself continually until repaired. The ECU has a counter / timer monitoring how many times the same DTC was detected since the last start-up. If just a few times (considered negligible / mistakenly triggered) the counter resets itself and starts to recount from when it happens again.

Having said that, EPC lights and drive-by-wire systems aren't exclusive to "VAG cars" like most mechanics would have you to believe. The EPC light is a mandatory part  of the OBD-II system hence fitted as standard equipment on "all post '96 cars". OBD regulations are written into Government legislation globally so that in time, the Department of Transport (DoT) may require all vehicles to regularly go for mandatory carbon emission tests in order the achieve road roadworthiness. They will access your cars under dash 16 pin obd connector to check its "Readiness Status". Readiness is an 2 x 4 digit binary number (hexadecimal) that look something like 1011 0110 or 1110 0101 or 0000 0000 or any combination of zeros and ones which is subject to the workings of equipment fitted in your vehicle.

Anyway, if you don't know, VAG stands for Volkswagen AG. The AG is an abbreviation for Aktiengesellschaft - implying incorporated. Aktiengesellschaft is the German term for a Public Limited Company (PLC). Thus the  VAG group is comprised of ten car brands  viz, Volkswagen, VW Commercial vehicles, Volkswagen Marine, Audi, SEAT, CUPRA, ŠKODA, Lamborghini, Porsche, Bentley and Ducati, spanning across five European countries.  In a nutshell most if not all these vehicles have a EPC light and torque control circuit operated via drive-by-wire as standard equipment. But as mentioned previously, an EPC lights with drive-by-wire and brake-by-wire is not exclusive to VAG cars.  

This torque circuit (throttle-by-wire) is a collection of interconnected electronic components amongst which are the car's battery, ignition switch, throttle body position sensor / potentiometer and throttle body actuator / stepper motor. The ECU itself, the braking system sensors and the wiring harnesses that supplies voltage / earth and feedback to and from the accelerator position sensor/ potentiometer and the throttle body motor, the cruise control switch, the instrument cluster and even one of the brake globes itself.

Possible problems

So by implication, with so many points of failure, so much can go wrong, For example, a loose battery terminal could cause the accelerator potentiometer input voltage to momentarily disappear for a fraction of a second, thus detected by the ECU which  would then trigger limp mode. It could also be caused by a speck of dust has settled on the potentiometer slider that creates a brief intermittent contact. The ECU will however detect this and implement limp mode. 

Then there is the dozens of wiring harnesses with their hundreds of connections. Several of them instrumental in the automotive torque circuit. Since electronics has taken over our cars, some having more than 3 dozen individual harnesses, collectively  comprising of more than 3000 wires and a third as many connectors. It gives you an idea of multitude of electrical problems that can occur.

Male and female wiring harness connectors used in the automotive industry are fairly reliable however due to the under-bonnet conditions like extreme engine heat and morning freezing temperatures, humidity, steam, condensation, oil splatter, dust and vibration, can collectively give rise to corrosion inside wired plugs and sockets. Corrosion normally causes high resistive electrical conditions which upsets the functionality of the circuit concerned.  

This could cause a myriad of problems in a myriad of circuits among which could be the MAF circuit, causing poor driveability and sudden jerking motions during acceleration flanked by untimed detonations.  It could be the MAP circuit causing poor fuel economy and difficult starting and rough idling. Catalytic converter wiring would cause dark exhaust smoke that  smell like rotten eggs due to the excess sulphur and the engine performance will be sluggish..... etc. Wait for the follow-up!

High Speed Computers

HIGH SPEED COMPUTERS

All modern-day motor vehicles using our roads today; and those manufactured since 1996 can literally be referred to as COW ("computers on wheels"). Since your car is less than 25  years in age, it certainly has a computer on board, but the level of control it has over your car is determined by its recentness.  So the more recent your car the more  control the computer has over its functionality. 

BLACK BOXES

However, the computer in question is unlike the ones with the LCD screen, keyboard and mouse that everyone is familiar with, yet very similar in its processing ability. One  could say these computers are akin to the flight recorders fitted to aircraft which in  avionics are commonly called "black-boxes". But unlike the traditional PC, automotive  "black-boxes" are heavily regulated by standards and legislation regarding consumer  safety. 

ECU

Industry wide automotive "black-boxes" are commonly known as Electronic Control Units abbreviated ECUs and is the home of on-board diagnostics software, named OBD II. This  on-board diagnostic system in essence is a combination of hardware and software  running an intelligent system that incorporates various types of the sensors, each  integrated into the vital areas of the vehicle that monitors its overall performance.The most common of which are the engine RPM sensor, the crankshaft and camshaft  position sensors, the car's air and coolant temperature sensor, the oil level sensor, road speed sensor, the accelerator pedal and throttle control sensor which is also  known as drive-by-wire. The software consists of over 100 million lines of code which pools and controls dozens of electronic control units (ECUs) via the CAN  protocol and CAN bus thus able to manipulate everything from Engine Electronics to ABS braking system, to Steering Assist, to Infotainment System, to Heating/Air  Conditioning, to Airbag, to Instrument Cluster, to Tire Pressure Monitoring, to Back-Up Camera among so many other. 

SENSORS

As such, ECUs have revolutionized and souped-up modern motor vehicles, giving them added fuel efficiency, safety, pollution reduction, speed on demand, and an early  diagnostic malfunction detection. Restated, the ECU contains a self-diagnosis system capable of detecting glitches and small mechanical and electrical issues long before  they actually occur thus saving you thousands in tow-in charges and would be expensive repairs. It eliminates the need to cross the fingers when you start hearing  peculiar noises coming from the engine or transmission and it could prevent you from  getting stuck on the road.

DIAGNOSTIC TROUBLE CODES

Vehicle dependent, the OBD II system alerts the driver to any malfunction in real time by flagging errors by way of digital code, displayed on the dashboard. Decoding these  errors timorously and taking the necessary action would certainly avert more serious troubles later. Errors on vehicles without LCD display can be viewed with a diagnostic  scan tool when plugged into its 16-pin ODB II socket. These vehicles would then also have CEL (check engine light) / aka MIL (malfunction indicator lamp, an EPC light among  its menagerie of symbol warning lights. DTC (diagnostic trouble codes) are  essentially fault codes, presented as five-digit alphanumeric codes that identify a particular problem in one of four areas in the car, viz: P-Codes (Power train), U-Codes  (Chassis), B-Codes (Body) and U-Codes (User Wiring Bus Network). 

A few example of these codes are P0195 - Engine Oil Temperature Sensor, P0304 -  Cylinder 4 Misfire  Detected, B1000 - ECU Malfunction, B1713 - Mirror Switch R Down Input Stuck High, C0050 - Right Rear Wheel Speed Circuit Malfunction, C0611 - VIN Information Error,  U0130 Lost Communication With Steering Effort Control Module and U0324 Software Incompatibility with HVAC Control Module. Without a scan tool plugged into the OBD II  socket it’s impossible to extract the DTC from the ECU non-volatile memory, let alone  fix these faults.

ODB II SOCKET

It would therefore be fair to say that the OBD II socket has become the most important and indispensable means of diagnosing automotive problems hence also fair to say that  it has become the most used automotive receptacle since its inception. That being said, OBD II GPS tracker is now also the most convenient vehicle tracking device on  the market via GSM which plugs into a splitter / adapter cable. Armed with a SIM card, the GPS GSM module can be tracked on a cell phone tracking app and the software would even  allow its user to disable the car’s engine remotely via GSM /GPRS and OBD II in the event the vehicle is hijacked or stolen. Unlike GSM where the cost of a data call is  related to the time spent on the network, a GPRS data session is dependent on the amount of data sent and received. So by implication GPRS is “always on always  connected”. 

GPS MODULE

GPS modules generally have several convenient features amongst which is a real-time vehicle tracking system with a 180-day of tracking historical data accessible on a web  server. GPS has time accuracy of 1 microsecond and an accuracy of less than 10 meters. It will continue working even if the cars battery is removed as it has a built-in  180mAh/ 3.7V battery. GSM module also has a host of security features but the best  part of an OBD II GPS Tracker is that it's simple to install without any wire  connections. It is purely a DIY matter of plug and play. A splitter cable that plugs  into the cars original 16-pin OBD II port with two addition 16-pin OBD II ports, one for the GPS module and the other available to a scan tool. 

SECURITY RISKS

All this fancy gadgetry doesn't come with risks. The first of which is the CAN  protocol which suffers from several security issues that were originally ignored by  most vehicles manufactures. Reason being that the various automotive networks and  ECUs were initially designed to primarily gain physical access to the vehicle ECUs and speed / reaction-time was a secondary concern and more important that security which  was then placed on the back burner. With a GSM SIM card in the GPS module that can directly  communicate with the CAN bus and protocol it wouldn't be difficult for a hacker to gain access to the vehicle as it will be just another node on the internet. With remote interfaces like Wi-Fi, Bluetooth, or cellular that is accessible from  outside of the car, access can typically be gained, thus aftermarket OBD-II devices have the potential to introduce security risks to an automobile and compromise the safety of its passengers. Connecting directly to the vehicle in this manner could result in control over safety-critical functions as CAN, by design, offers no  protection from hacker manipulation.

With none existent comms security, somehow cars of the future with a CAN-Bus at its basis doesn't look it has a future at all. It reminds of other technologies that we were forced to abandon with the arrival of the new. Case in point, Vinyl Records for CD recorders, DVD that superseded video tapes, MP3 players that superseded audio cassettes and audio CD's, Flash drives that superseded removable media, etc. Solid state drives that is superseding hard drives. Would we have to abandon our CAN based cars like we did our other techno bits in favour of a new automotive protocols with features that has support for Kerberos, SSH, IPSec, OSPF authentication, VPNs, SSL and TLS?

Limp Mode Scan codes

LIMP MODE

Limp mode has hit car owners like a pandemic, a pandemic that was pre-planned by the automotive industry, knowing full well that most car owners would be at a loss to repair it themselves and that it was  going to be a source of steady profit, a bonanza, a money spinner, a cash cow, a golden goose for them.

Virtually every car owner have experienced the wrath of Limp mode at some time or the other and are often helpless when it happens. Those of you who haven't had the displeasure of encountering Limp mod surely will, its just a matter of time - virtually guaranteed.

STANDARD FEATURE

Limp mode is a standard feature programmed into all post-1996 vehicles to protect their engines and driver / passenger when something goes awry with its EPC system, steering or braking system, etc.  The ever-aware sensing software will activate this feature when it detects abnormal readings from sensors, or compromised mechanical part operations that could potentially cause damage to the vehicle or harm to its occupants.

Every time when Limp mode is triggered the ECU will store a DTC in its non-volatile memory for later retrieval. And since Limp mode can be caused by any of several different engine components, the only way to track down the Limp mode problem is by way of a OBD-II scan tool. Scan tools may be considered the vaccines against this Limp mode pandemic, implying only those who have one will be able to fix their own cars.

ON BOARD DIAGNOSTICS

OBD-II (on-board diagnostics ver2) gave rise to a scan tool market and these scan tools comes in several makes and models, with capabilities ranging from the most basic to the most intricate costing from as little as a few bucks to tens of thousands. Most of the low end scan tools are VW compatible though some are not, whereas all the high end scan tools are compatible to virtually all cars, trucks and bikes.

SCAN TOOL

So, if your a car owner / DIY mechanic, it is imperative to get yourself a decent  aftermarket VW-Audi diagnostic scan tool. If you own an Audi,  Porsche, Bentley, Bugatti, Lamborghini,  SEAT, Škoda or Volkswagen I would suggest that you invest in the USB Cable KKL 409.1 VAG-COM Auto Scanner Scan Tool for VW/Audi (Blue) for starters. This cable supports the ISO9141 and KWP2000 transmission protocols and is usable with VCDS lite downloadable from the Ross tech website absolutely free. I started out with this rig and later bought several dedicated scan tools as well as bluetooth dongles that work with cellphones and software for my tablet. None as good or even comparable to VCDS (VAG-COM) HEX-V2 which surpasses the performance of most generic OBD-II tools, but its VW specific.

ELECTRONIC POWER CONTROL

Limp mode limits the amount of power to your engine and transmission thus delivers poor engine performance. EPC (electronic power control) may be lit and Malfunction Indicator Lamp (MIL)(K83) may also be lit. 

Limp mode scan codes:-

000289 (P0121) - Throttle Position Sensor (G69): Implausible Signal

000290 (P0122) - Throttle Position Sensor (G69): Signal too Low

004243 (P1093) - Bank 1; Fuel Measuring System 2

000545 (P0221) - Angle Sensor 2 for Throttle (G188): Implausible Signal  

000808 (P0328) - Knock Sensor 1 (G61) Signal too High - Intermittent

05445 (P1545) - Throttle valve control system, Malfunction

05464 (P1558) - EPV throttle Drive - G186, Electrical malfunction in circuit

01314 - Engine control module / No Communications

17252 (P0868) - Transmission Fluid Pressure Adaptation at Limit

             

WIRING HARNESS

As can be seen from the above, all these Limp mode scan codes / faults are associated with a VW wiring  harness problem and is normally a connector problem but it can also be the a failed throttle body, a knock sensor, the torque circuit, a brake light. The gears inside of the throttle body can strip or becomes clogged with dirt. Remember the last resort is a failed engine control unit (ECU).

Electronic Vehicle Architecture

The Electronics  Industry has had the fastest growth in the shortest amount of time, when compared to any other industry worldwide.  But before I expound on that, let me just say that, the invention of numerous mechanical contraptions during the late 1800s, like  James Watt's steam engine for example, started the transition towards new manufacturing processes which collectively gave rise to the Industrial Revolution. Much later Samuel Finley Breese Morse invented the single-wire electric telegraph system and developed the Morse  Code. 

A bit of History

Sometime thereafter Alexander Graham Bell invented the first practical telephone system. Their's and the collective  efforts of so many others, without discounting anyone's  inventions and efforts, changed telecommunications forever. Ancient records show that  the first streets of Baghdad were paved with tar, that the Babylonians used asphalt to construct the walls and towers of Babylon.  The I-Ching even bears testimony to the fact that the cites of China used oil, extracted in its raw state some  2000 years ago before refining was first  discovered. Implying that the petroleum industry is not new, but that the current status of petroleum is a key component of politics,  technology and society today.

No tot digress, tar, crude oil and pitch, were used as a sources of fuel long before paraffin was even distilled from it. The thin distilled  paraffin was normally used as fuel for lamps whereas several hundreds of years later, the thicker residue was used to lubricate machinery. In and around the  time when oil/gas/fuel/petroluem was extracted from coal, Étienne Lenoir successfully built the internal combustion engine and innovated by Nikolaus Otto, who became famous for successfully developing the compressed charge internal combustion engine - the Otto engine.  

Assembly lines

Henry Ford on  the other hand wasn't an inventor nor an innovator as many have been led to believe, but he was rather a business magnate and a captain of  industry, who formed the Ford Motor Company, and sponsored the development of the "assembly line technique" for vehicle mass  production. One can therefore confidently say that their combined efforts, without diminishing any other contributor's efforts by the very least, over a period of some 200 years, are partially responsible for the social changes and economic development that shaped  societies that we live in today. This was  the infancy of the Automotive industry.

However, compared the Industrial revolution, modern day electronics would be equivalent to a Global Coup. Initially there was the  vacuum tube aka the electron tube, colloquially known as a valve. It gave way to the trusty transistor and discrete components which gave rise to the  analogue Integrated Circuit (IC) aka chip, followed by digital Transistor/Transistor logic (TTL) chips, followed by complementary  metal oxide semiconductors (CMOS), then digital semiconductors like ROM (digital read only memory), RAM (random access memory),  EEPROM (electronically erasable programmable read only memory), followed by large scale integration chips and VSLI (Very Large Scale  Integration Chips). 

Electronics and Software

With the advent of multilayer circuit boards and surface mounted technology, microcontroller SoC (system on a chip)  and microprocessors (µP) became pervasive. Assembler language was superseded by several high level languages for programmable chips and  software programming sat at the heart of most electronic devices and electronic systems. All of this happened in 50 years of electronics  as opposed  to 200 years of mechanical devices.

So you may ask, what has all this history to do with Volkswagen, Audi, Seat and Skoda and for that matter all other modes of transport  from plans to trains? Well the short answer, everything! Much like the Industrial Revolution with its mechanical ingenuity;  cars and planes were also predominantly mechanical since its inception, its mechanical ignition system was prone to imprecise ignition timing, resulting in improper fuel mixture burn, thus increasing its exhaust pollution. 

With the rise of telecommunications, so did  the electric wires, and electrically controlled gauges, relays and switches in cars and planes multiplied. The ever inflating cost of  gasoline then triggered the invention of CDI (Capacitive Discharge Ignition systems) which is in fact the first type of electronic  contraption integrated into the ignition system of a vehicle in order to, more precisely control its ignition timing, making it more  fuel efficient. 

These devices were available as add on kits and not produced as standard equipment in cars at the time. The preferred standard  equipment was the IDI  (inductive ignition system) and is the most common ignition system found on all cars built prior to 1980. It used a coil and distributor incorporating breaker points in its ignition system that was prone to ware-out due to arcing on  contact. During the 80's engines still used a coil and distributor to achieve dwell but it was somewhat computer controlled and by  the 90's the automotive computer evolved to ignition modules and the ECU, replacing the coil with a power pack. 

However, with the constant and  ever increasing price of gasoline and looming environmental concerns centred around vehicle exhaust pollution, the automotive  industry then accelerated its research and development into newer more compact fuel efficient power-train systems capable of higher  power output with enhanced robustness with a open policy towards alternative fuels.

New generation cars

So, by the 90's the Insulated-Gate Bipolar Transistor (IGBT) was introduced into the ignition system as discrete component connected  to the ECU called OBD - On-Board diagnostics. By 1993 the CAN protocol was standardized by ISO which led to its increased popularity  and adoption across the automotive industry.  By 1996 OBD had evolved to OBD-II and the discrete IGBT evolve into a IGBT module  integrated into individual coils itself. Starting from Y2k ignition systems were all ECU based but power packs were replaced by a  dedicated coil per cylinder, yet cloning the use of an Insulated-Gate Bipolar Transistor (IGBT) as discrete component connected to  the ECU. 

Communication Buses

From 2004 to 2010 the discrete Insulated-Gate Bipolar Transistor (IGBT) integrated into individual ignition coils evolved to a smart IGBT alongside the ECU.  The automotive ignition system had undergone a complete revolution which contributed significantly  to the system’s efficiency, exhaust pollution reduction, and robustness. By which time the use of wires had been minimized in  preference of a bus network which supported vehicle weight reduction and  vehicle cost. Copper wire have been replaced by fibre optic cable to facilitate faster communication. Some of the most important bus communication systems are CAN-Bus, Lin-Bus, MOST and  FlexRay.

Actuators and sensors, electronic control modules, Can-Bus and the ECU collectively facilitating Electronic Power Control (EPC) aka electronic throttle  control (ETC), Electronic Exhaust gas reticulation (EEGR), Electronic Valve Control (EVC), Electronic fuel injectors and so much  more, are just a small part of the overall influence that electronics have had on all vehicle engines. Other subsidiary programmable electronic  modules which are smaller computers in their own right now permeate cars, bikes, planes and boats, all connected together by at least three network systems. 

CAN-Bus is a multi-master twisted pair wire system reserved for high speed control systems like brakes,  whereas LIN bus is a single master, single wire system for low level communication for use by the rain sensor, sun roof, internal heating, and  the infotainment-bus, is a slow-speed system reserved for radio, GPS, internet communication, etc. Each system communicating with each  of its nodes in its provided protocol, each having different data transmission rates. By incorporating this level of electronics into cars, it has vastly improved stichometry and overall engine  performance, its economy, its driveability  and its safety besides reducing  emissions. 

Inept electronic knowledge

However, few mechanics know sufficient about electronics with its combinational logic, digital multiplexing, bits and  bytes, start and stop bits, fixed frames, software, etc to repair these cars packed with intercommunicating electronic modules. Even though scan tools have vastly increased their chances at successful repair, not knowing how to interpret fault codes further disadvantages them, not to  mention how frustrating it is for the vehicle owner who gets stuff around by incompetence. And here I’m even refereeing to the  "Automotive Technicians" employed by their respective automotive agents, who are more often than not incapable of repairing vehicles fitted with OBD-II. I'm quite sure there are several hundred if not thousands  of  VW owners who would concur.  How is it even expected for the DIY mechanic to fix it him or her self if the agents can't. Needless to say that  with continuous improvements comes great complexity and their successful  strategy to part us with our hard earned monies.

Diagnostic Trouble Codes abbreviated as DTC have been around for approx 30 years and is a component of OBD-II (onboard diagnostic system ver.2). These codes can be found stored  in the ECU's non-volatile memory for later retrieval by way of a scan tool. DTCs are displayed specific to the kind of problem that the system can or does detect from inside of a car engine/transmission, chassis, body or network.

Scan codes

In reality DTC codes can assist "automotive technicians", DIY mechanics and car owners to understand the problem with the car and possibly point them towards the nature of the problem or at the very least the system concerned. Bearing in mind many DTCs are generic but many of them are manufacturer specific and is best interpreted by consulting the car's manual.  Generic codes are defined by the EOBD / OBD-II standard and will therefore be the same for all car manufacturers.

But, let me break it down to for you. All diagnostic codes are alphanumeric as in P0XXX. It start with a letter followed by 4 numbers, as in P0303. This initial letter is P but can also be either B, C or U. They stand for Powertrain, Body, Chassis and Network respectively. The first numeral following the letter signifies whether the fault is generic of manufacturer specific. Since its a 0, its a generic code but if had a 1 then it would be manufacturer specific. The number 3  following the first 0 can be any numeral between 1 and 9. This number directs you to the subsystem of the car and is as follows.

Px1xx Air and fuel metering

Px2xx Air and fuel metering

Px3xx Ignition system and misfires

Px4xx Auxiliary  / additional emission control

Px5xx Speed control and idle regulation

Px6xx Communication /computer output signals

Px7xx Transmission

Px8xx Transmission

Px9xx Control modules, input and output signals

The final two numbers (xx) designate the individual components / sensors /actuator that threw the error. For example P0300 says, it's a powertrain error, it's generic in nature, it's in the ignition system and it's a random misfire. 

Whereas P0301 says misfire by cylinder No. 1,

Whereas P0304 says misfire by cylinder No. 4,

Whereas P0308 says misfire by cylinder No. 8,

Whereas P0312 says misfire by cylinder No. 12,

Likewise P0403 says, its a powetrain error, it's generic in nature, it's in the auxiliary / emission system and that the "Exhaust gas recirculation control malfunctioned"

Likewise P0501 says, its a powetrain error, it's generic in nature, it's in the speed control/regulation circuit and it's the "Vehicle speed sensor is out of range".

Like wise P0656 says,its a powetrain error, it's generic in nature, its in the computer/communication system and that its the "Fuel level output electrical sensor/circuit" 

Then there are also VAG specific 5 number numerical codes that coincide with P,B,C and U codes, like 16692 which coincides with P0308 (Misfire Detected on Cylinder 8)

And 17026 which coincides with P0642 (Knock Control Control Module Malfunction)

Volkswagen

Volkswagen

Volkswagen cars are extremely popular. In fact, they are so  popular that Volkswagen as a brand is the favourite car of many South Africans, besides being the most popular car sold on the South African market. Volkswagen cars are also popular elsewhere and are sold in virtually every country throughout the world; but its popularity and its global acclaimed robustness doesn't make it indestructible. 

Volkswagen cars give problems, in fact they are more troublesome now, than they've ever been. The reason, the ODB-II system with its ever increasing number of ECUs.  This system has several features that means well, like controlling toxic emissions, like giving you the best fuel efficiency;  and is capable of detecting minor issues or glitches before they actually occur, among so many other beneficial features.

However, like every coin has two sides, and as there are always two side to every story, there is also a reaction to every action.   Meaning for every beneficial feature of OBD-II there is a detrimental feature to OBD-II. OBD-II is essentially a computer system with a host of additional computer modules remotely placed through the body of the car, some of which have an effect on the Engine ECU. 

These modules or sub-ECUs oversee various features, like an airbag controller module/ECU that supervises the airbag. This module is connected to crash sensors placed in strategic positions in the car, that triggers when a crash occurs and ensure that the airbag is inflated within the required time frame. Then there is also an immobilizer module/ECU that supervises the starting process ensuring the correct code from the key transponder chip corresponds with its randomly generated code. There is also an ABS Brakes module, a Gateway module, a Steering Assist module, an Instrument Module, a Central Convenience module, a Radio module, to mention but a few. All of which are potentially sources of problems.

If we only look at the Airbag and the Immobilizer modules/ECUs, both will impede driveability and the starting of the car, by influencing the Engine ECU. If the Engine ECU doesn't received the expected signal from either, it would refuse to start the engine. The Engine ECU is the heart of the ODD-II and normally sits in the engine compartment or inside the car under the dashboard. All three these modules/ECUs mentioned, sometimes also referred to as nodes, are in within a meter of on another but here's the downside. 

To get them to sing in harmony they are connected together by a wiring harness. This wiring harness plugs into each and every node in the car, and also share a common twisted-pair wire-connection  called a bus which is terminate at each of its ends with 120 Ω resistors. This bus can be either Controller Area Network (CAN) or  Local Interconnect Network (LIN) or even FlexRay. Each module also has a power supply and an earth connection. All of these wire connections are potentially sources of problems.

The average car can have anything between 5 and 100 modules/ECUs, some ECUs have as few as six connections and others as many as 80 or 94 or even more. Each of these physical connections are prone to corrosion, metal fatigue and physical flexing due to suspension vibration and is a source of future problems. Some ECU's earth connection is solely made through body contact and if it looses contact due to vibration or water ingress, it will undoubtedly cause an error or errors. 

These errors are stored in the ECU's non-volatile memory which can at times be quite cryptic. I can say that without doubt that every "automotive technician" has misinterpreted DTCs and replaced unnecessary components in the process. Even returned cars to the owners claiming that they solved the problem but didn't, they were just under the misapprehension that they did.

If any connection out of this glut of connections becomes intermittent for some reason or the other, it would be like trying to find a needle in a haystack and there are so many "automotive technician" that have never touched a needle nor even seen a haystack, let alone find a needle in a haystack. Be that as it may, one of the advantages of OBD-II is that it increases the likelihood of a DIY fix, providing the fixer is fairly dexterous and have some electronic and mechanical knowledge and have access to a diagnostic scanner.

A fairly common plug connection that goes intermittent, is the one that connects to the throttle body. It supplies the voltage to the stepper motor that controls the throttle butterfly valve. This plug also sends feedback to the ECU so that it knows how wide open or close the valve is. So many mechanics insist on stripping the throttle body due to a throttle body DTC and claim after cleaning it, the problem was solved. However a few days later the error would be back. A word of caution, Don't suspect replaceable parts especially if it has less that 100 000 km on its clock. Exhaust the possibility that it's a possible wiring harness problem before replacing expensive items because they can never be returned to the agents after its been installed.

Another intermittent connection it the 6 pin plug that interfaces with the accelerator pedal. This is a common source of the dreaded EPC problem. In many cases, a squirt of electro cleaner may solve this problem. That's to say until it's triggered by something else. It's worth while to check the voltage supply stability and ground impedance between the 6 pin plug and the ECU. Remembering that the pedal's earth connection is grounded inside the ECU and the ECU is grounded to the body or chassis and not the engine. In some cases, the ECU will function normally because its metal casing is not earthed.

Also, don't be tempted to earth the pedal earth directly to the body when there is a  significant resistance reading. Rather replace that portion of the wiring harness that may have gone high resistive. Offset ground connections and ground loops can cause voltage drops and magnetic impedance which are major causes of noise hum, and interference in computer systems (ECU). So don't alter the the existing ground connections because it could introduce issues you've never experienced before.

The Definitive EPC Guide 2

The Definitive EPC Guide (Continued)

For part ONE Click Here!

Having said that, in my humble opinion, the  EPC circuit with its drive-by-wire circuit and its "Limp-mode home" mode, is a value-add for modern car design; and though frowned upon by many, is a very valuable safety feature. Also bearing in mind that when the communication network is momentarily unavailable and an application that depends on it is unable to communicate, it may trigger the ECU into "Limp-mode home" and set a DTC. Exception errors do occur in  synchronous or asynchronous distributed system, where software entities act as clients or servers or both. So when where 1...n clients are requesting services via a specific protocol from typically one server; the server services the client  but  temporarily blocks its service request and data flow control, whilst other client expects a response from the server.  

If 1 client to n server communication can be established, it would certainly solve the problem but it’s currently not supported. Also remembering that the CAN bus is a serial communication network through which all modules communicate with the ECU via a Central Gateway, some uses FlexRay frames and others Lin bus or CAN, each with a differing topology, some synchronous and others asynchronous. The Central Gateway is responsible for frame or signal mapping function between two communication systems, like from LIN/MOST/CAN/FlexRay to Ethernet transport systems. However ECU gateways often have two or more internal Gateways like the Service Data Unit (SDU) gateway, Layer 3 Tunnelling Protocol (L3TP) gateway and the Signal Gateway needed for frame or signal mapping function between two disparate communication systems.

The best analogy with which to explain the above would be your cell phone. Cell phones are native Global System for Mobiles (GSM) devices with a microprocessor and its support chips, much like the automotive ECU. Cell phones support the Hypertext Transfer Protocol (HTTP) and the Wireless Application Protocol (WAP) for Wi-Fi as well as the Bluetooth communications protocol through a "Gateway" which translates it to a common data stream native to the Cell phone operating system. 

So, while you’re downloading an email and the phone rings and you answer; the email download temporarily stops but will resume when the call is terminated. The same applies to a Bluetooth file transfer which will be interrupted even possibly terminated when a phone call is answered. However, not all services are prone to such interruptions because some services are inherent to the design. For example, when you’re listening to music on your cell phone and you answer an incoming call, the music is temporarily suspended until the call is terminated then the music will resume. 

This function is purposely part of the design whereas exception errors are not and are more prone to happen with asynchronous communication, caused by propagation delays. This is what also happens when the ECU inter communicates with other modules and when the messages are not delivered within a prescribed period of time, can cause the car to go into "Limp-mode home" . So if for some reason the radio that is a non-essential service is hogging the network bus, and you step on the brake which the ECU will undoubtedly detect but the brake light didn't illuminate within the expected response time, which the ECU will also detect, then the car may go into "Limp-mode home" . 

Or you could hit a speed bump in the road at high speed and bounce back onto the road; the thump if hard enough or loud enough to trip a knock sensor would cause the car to go into "Limp-mode home" . Or you could have just done some high rev spirited driving to cause the car to go into "Limp-mode home" . One consolation is that, when the ignition is initially turned on; right before the car is started the ECU does a self-test to verify that all’s well, and if that is the case, the car will start and drive normally. 

However, if the self-test fails, one of the caution lights may remain on. It could be either the EPC light or the Check Engine light or perhaps both, or one or both could be blinking, which is a sure sign that you may have a problem. Once again, a diagnostic scanned would be the most informative way of establishing what the problem is. But I’ve encountered car owner who took their vehicles for diagnostic tests and no errors were flagged, so in some cases may be a futile exercise. 

Having said that, if you are stranded along the road side, the best would be to reset the ECU by removing the battery earth terminal for a minute or two, but make absolutely certain that you have access to your radio / DVD code before  you disconnect. Whatever errors occurred prior to this will be safely stored in the ECU non-volatile memory and may be checked when a diagnostic scanner is available but all stored values will be lost.  The downside of doing this, is that an additional error would be flagged because the battery (+30V) supply was interrupted, and now the ECU has to relearn your driving style.

ECUs are fairly robust and are more-likely-than-not the cause of your EPC problems, though unlikely but not impossible.  The most likely component in my humble opinion that would cause constant and annoying EPC problems would be the wiring harness. Not the actual wires, unless they are frayed and damaged by rubbing against the chassis but rather its edge connectors. 

The ECUs and associated modules each have multi-pin connector that’s tin plated and can become intermittent due to the constant vibration of the car. Copper contacts also oxidizes fairly quickly, so to prevent this from happening, they are tin plated which provides for a low resistance, good contact surface. However when water enters this connection, especially in the presence of a voltage or current flow, the contact normally turns black or corrodes green, impeding continuity hence connectivity. 

A poor vehicle ground connection is another culprit that can intermittently trigger the EPC light without leaving a DTC.  A blown tail light / brake light bulb can also cause the EPC light to turn on without leaving a DTC. Always make sure that the replacement is a 12V 21/5W bulb because the wrong bulb will also cause the EPC to trigger also without leaving a DTC.  A faulty brake-light switch (DPST) is also commonly known for triggering the EPC light and sometimes causes the 10A fuse to blow. 

So, when the brake is applied and the switch throws, its contacts reverse, meaning the normally-open contact closes and the normally-closed contact, open. If there is a delay in the switching time, even as short as .5 of a second, the EPC light will trigger, without leaving a DTC.  A tell-tale sign that the brake-light switch is faulty or that the fuse is blown; is that the Cruise Control appears to be faulty. Since they are both interconnected, the Cruise Control is reliant on a voltage provided through the brake switch. 

DTC can often be intermittent or sporadic so it’s best to ignore those, in preference of repairing those that are permanent. In so doing, they may have interrelations and the sporadic ones may disappear after the permanent errors are fixed. So, it’s best to perform a diagnostic scan, preferably an autoscan with VCDS first, then delete all DTC in the process. Thereafter save this scan and printout a hardcopy to store with the vehicles registration papers. 

The importance of this printout is that it’s a reference to all the modules coding, and if something is inadvertently changed, there would be an unalterable record to refer to. Once done, and as mentioned above, disconnect the battery's negative terminal then disconnect the positive pole and place the battery on charge for about two hour.  Replace the battery by first connecting the positive pole then lastly the negative pole.

 By following this sequence you will prevent damage to the electronics modules strew throughout the car.  At this point, all pre-learnt and all stored values would have been erased from the ECU. Essentially all the control modules would have been completely reset, restarting with a clean slate.  After starting the engine and driving the car for a short distance, check to see if any DTC have been flagged.

Resetting an ECU occasionally is a good thing, because any and all electronic equipment with a microprocessor can experience an unrecoverable error or an internal parity error or fail a cyclic redundancy check and requires a "cold" system restart. Computer  memory (RAM) also experience memory read/write errors, interrupt or address errors and general protection errors; so  when the ECU is reset/cleared, along with its non-volatile memory, the memory (RAM) is also reset.  AUOTSAR and its core partners are trying their utmost to rectify such problems in automotive ECU, but until they do, we will have to contend with EPC problems.

To read the first part... click here.

The definitive EPC guide

The Definitive EPC Guide

The following is the definitive guide to the Electronic Power Control (EPC), but before we continue, let me expound on what this guide is and what it's not. The very purpose of a guide is to provide information; to aid, give direction, to grant assistance, to facilitate, to support and to help you towards a solution or provide you with an explanation or an answer. However, even though this guide may furnish you with several answers, not every question can be satisfied by the same answers, though it could possibly steer you in the right direction. Hopefully you'll find this EPC guide definitive enough to provide you with the necessary knowledge to fix your Volkswagen, Audi, Seat or Skoda's EPC problem. Or at the very least, steer you in the right direction or share the lingo with which to discuss your EPC problem with your mechanic. 

But before I continue, let me first explain what EPC is. EPC stands for Electronic Power control and is a subsection of the OBDII. OBDII sometimes writen as OBD2 stands for On-Board diagnostics 2, which is composed of mandatory equipment installed in every motor vehicle manufactured since 1996. The purpose of this real time OBDII system is to control harmful exhaust emissions, by rigorously controlling the moment of combustion as close to the Stoichiometric  ideal as possible. Stoichiometric combustion is therefore controlled by an ECU (Electronic Computer Unit) in conjunction with the mass air flow components and the lambda oxygen sensors through constant feed-back in order to increases or decrease the short term fuel trim.  

To define an ECU instance, one could say that it consists of one microcontroller with its peripheral chips and its configured  software application.  This also implies that if more than one microcontroller in packaged in the same ECU housing, each microcontroller requires its own description of said instance. As such, each ECU forms an integral part of the OBD2 system, with strong interaction between hardware sensors and actuators; constantly monitoring and controlling several other engine components to provide the best engine performance at the most efficient fuel use , as well as provide the driver with the best driving experience. Another part of the OBD2 system is its network bus which interconnects several distributed computerized modules, ECUs, sensors and actuators, collectively geared towards better functionality and passenger safety. But before I get carried away, let me return to EPC.

The EPC sub circuit when triggered turns on the EPC light or LED which displays the letters EPC quite brightly in the display console. Many VAG car owners have asked “What's the meaning of EPC warning light when it comes on in a Volkswagen"? Short answer; it’s just a caution light like any other warning light, drawing your attention to a possible problem but with one exception. This exception is that the EPC light is an amber/yellow light and not red. 

Much like road signs that have different colour boards for danger/warning than for  prohibitory/restrictive signs  or than for  service/information  purposes, the automotive sector uses, red lights to signify danger/warning which warrants immediate attention and amber/yellow lights for informative/attention which also requires your attention, though not immediate. When the ECU detects that the engine oil is low for example, it turns on a red light – red oil-can image – which implies that it's dangerous to drive the car in that condition because its engine could seize and therefore begs you to respond and remedy this situation immediately. 

Likewise when your handbrake in engaged, a red light – red disk with a P or exclamation mark inside –  is displayed, implying that it's dangerous to drive with the handbrake engaged, expecting you to release it immediately. Disregarding this red light and driving the car with the handbrake engaged could cause the brake pads to overheat and fail to function when needed but that’s to say if the car would even move from its stationery position with the brake engaged. Headlights on the other hand are indicated by a green dashboard light or a blue dashboard light when the Brights are switched on, neither implying danger nor attention. So in that sense, the yellow EPC light is just an attention light, much like the yellow safety-belt-light provides information that you haven’t bucked up or the yellow reserve-fuel tank-light informing you that you would have to add fuel shortly.  

Very importantly, a yellow light doesn't mean disregard, because disregarding a fuel tank yellow light could leave you stranded without fuel along the roadside. Or disregarding the yellow seat belt light could result in a traffic fine for non compliance to traffic laws. Therefore do not disregard the yellow EPC light and have the possible problem seen to at your earliest convenience. I hear you asking “What can I do when the Yellow EPC light comes on"? Normally when the EPC light comes on, it is accompanied by "Limp-mode home" and sets a DTC in the ECU non-volatile memory. So you need to have your car scanned with a diagnostic tester to determine and analyse the DTC error. 

I hear you asking "What is limp mode". Short answer, when the ECU detects a problem in the toque circuit it prevents the engine from revving above 2000rpm. In effect, it limits the electronically controlled throttle valve – Drive-by-wire – from opening wider.  “So what’s this Drive-by-wire thing”? you may ask.  Well the drive-by-wire circuit is a sub circuit of the EPC circuit and it simulates an accelerator cable, where the depression of the accelerator pedal is monitored by the ECU which in turns drives the throttle body valve open, in unison with the pedal action without any physical cable connection. Essentially it's an electronic version of an accelerator cable /acceleration process. Its electronic circuit is composed of dual sensors constantly monitored by the ECU, and any interruption in its data, will more-likely-than-not trigger "Limp-mode home", turn on the EPC light and set a DTC.

The ECU also constantly monitors the dual sensors in the throttle body as well as  the motor that drives the throttle body butterfly valve. Any interruption in its data will more-likely-than-not trigger "Limp-mode home", turn on the EPC light and set a DTC. This is a safety feature built into OBD2 to prevent the car from going into runaway mode with the possibility risk of injury. Image what would happen when a frayed accelerator cable jams inside its armoured sleeve, unable to decelerate the engine whilst travelling at a speed in excess of 72kph. Considering more than 50% of all accidents in rural areas happens at speeds between 72kmph and 80kmph whereas 70% of all fatal crashes on the freeway occurs at speed of 100kmph or higher.

Continue to part TWO.... Here!

AUTOSAR and the automotive black box.

AUTOSAR and the automotive black box.

Within the next few days the 11th AUTOSAR Open Conference will be hosted at the Portman Ritz-Carlton in Shanghai China. The date of this event is scheduled for the 6th - 7th November of 2018 and that's a mere 8 days from today. At this conference AUTOSAR experts from within the automotive industry will present their  "Future Automotive System Architecture", both  the  Classic and the Adaptive Platforms. Both specifically developed to support high performance microprocessors, with improvements in the safety and security demands for autonomous driving vehicles, aka self driving vehicles. Essentially all motor vehicles of the future.

AUTOSAR logo

They advocate that, due to the latest connectivity requirements and the enormous possibilities available through the “Internet of Things” it is mandatory to upgrade the current system architecture of automotive electronics. Especially when considering their new applications like advanced driving assistance, electric mobility, autonomous driving, V2X (vehicle-to-everything communication) and off board connectivity over the air (OTA).

So what does all this mean in layman's terms. Well, it is AUTOSAR's attempt towards automotive standardization and for the development of smarter, safer and more secure vehicles in the future.  So, who is AUTOSAR you may ask? The short answer; AUTOSAR stands for (AUTomotive Open System ARchitecture) and is a worldwide development partnership of over 250 vehicle manufacturers, suppliers, service providers and companies from the automotive electronics, semiconductor and software industry. Their collaboration  and  collective objective is to agree on a "Standardized Software Framework for Intelligent Mobility" and implement it, as the way forward. 

An incomplete overview of the AUTOSAR Runtime Environment
and how components plug into it

This would simplify replacement and updates for software and hardware, which essentially forms the foundation for reliably controlling the growing complexity of electronic and software systems in today’s and future vehicles. The AUTOSAR alliance was formed in June of 2003 and comprises of  9 "Core Partners"  viz, BMW Group, Volkswagen Group, Continental, Daimler, Ford, General Motors, the PSA Group and Toyota. In addition there are some 43 Premium members as well as another 112 associate members collectively contributing to the motor industry.

Standardization is a good thing and when coupled to "open architecture" is even better. Case in point, Linux is open source and it revolutionized computing.  Linux was selected for its ability to run on many and various makes and models hardware boards. Besides, Linux more-likely-than-not has the widest device driver support of any other operating system on the planet. As such,  Linux became the de facto application software for developing specialized embedded devices in consumer electronics. For example, personal video recorders (PVRs), wireless access points (WAPs), personal digital assistants (PDAs),  Global positioning systems (GPSs), in-vehicle infotainment (IVI), routers, switches, set-top boxes, navigation systems, home automation systems, car dashboard sytsems, security appliances, etc. 

Linux is such a highly flexible platform that makes it relatively easy to port to other hardware architectures. As such Android relies heavily on its level of hardware abstraction (HAL). Android is an open source Linux-kernel-based operating system which revolutionized handsets far beyond phones, tablets and TV's. When Google acquired Android, they created the Compatibility Test Suite (CTS), which defined what OEM's handsets should comply with, to be Android-compatible.  This CTS is just just a HAL (hardware abstraction layer) for the Android stack. 

In the same vane AUTOSAR intends an open and standardized software architecture for automotive electronic control units (ECUs). It's RTE will act as a HAL sitting on a layer between the application software and the Hardware.  It would form a standard ECU (black-box) usable by all manufactures with a layered software architecture that would reduce individual expenditures for research and development while mastering the growing complexity of automotive electronics. 

The AUTOSAR operating system is also backward compatible with OSEK/VDX (ISO 17356) and consists of Basic Software Modules, Application program Interface (API), Specification of ECU Configuration Parameters (XML), Standardization Template, Generic Structure Template, Interoperability of AUTOSAR Tools.  Hopefully the AUTomotive Open System ARchitecture would do for cars and safety in general what both Linux OS and Android OS have collectively done for consumer electronics as a whole.