Electrical Interface Specification EMS2.3_47706487_EN

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EMS 2.3

Industrial Engines

Installation

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I

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Content

General Information ... 2

Power supply interface ... 4

Engine control interface ... 6

CAN bus interface ... 6

OEM interface ... 7

CAN bus termination ... 8

Source addresses ... 9 Power-up sequence ... 10 Start ... 11 Stop ... 12 Power-down sequence ... 14 Speed control ... 17 TSC1 control ... 23

Governor mode select ... 26

Preheat ... 28

Restored operation ... 29

Genset frequency select ... 30

Disable fuel request ... 31

Fan speed ... 32 Inducement ... 33 Stop/Start ... 36 Communication ... 44 J1939 Backbone 1 (BB1) - EMS ... 44 J1939 Backbone 1 (BB1) - ACM ... 54 J1939 Backbone 2 (BB2) - EMS ... 55 Alphabetical index ... 57 47706487 06-2015 © AB VOLVO PENTA 1

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General Information

This document describes how Volvo Penta industrial engines equipped with the EMS 2.3 control system are controlled using the OEM CAN bus interface.

The intention is to provide vehicle and control module manufacturers with the information necessary for com-patibility with the EMS and properly implement data-link-based vehicle functions.

OEM control system

OEM designed control systems must apply SAE J1939 standards with additional Volvo Penta proprietary mes-sages.

IMPORTANT!

If non-Volvo Penta equipment is connected to the com-munication busses, there is always a risk that the safety of the system is jeopardized.

Related Documents

•

SAE J1939-71 SAE International guidelines - Application Layer

•

J1939-21 SAE International guidelines - Data Link Layer

•

ISO 15765 Diagnostics on Controller Area Networks

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Abbreviations

ACM = After Treatment Control Module BAM = Broadcast Announce Message BB1 = CAN J1939 Backbone 1 - 250 kbit BB2 = CAN Backbone 2 - 500 kbit BBM = Body Builder Module DM1 = Diagnostic Message DTC = Diagnostic Trouble Code EATS = Engine Aftertreatment System ECM = Engine Control Module EMS = Engine Management System

ES = CAN Proprietary Engine Subnet - 250kbit IDTC = Diagnostic Trouble Code

HMI = Human Machine Interface

NFPA = National Fire Protection Association N/A = Not Available

NC = Normally Closed NO = Normally Open NVM = Non Volatile Memory OBD = Onboard diagnostics OC = Open Circuit

OEM = Original Equipment Manufacturer PEA2+ = Penta Electrical Architecture, version 2+ PGN = Parameter Group Number

Rx = Receive

SA = Source Address

SPN = Suspect Parameter Number SRM = Smart Relay Module Tx = Transmit

VP = Volvo Proprietary

General Information

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Power supply interface

If an OEM machine fuse box is preferred, use the 4-pin power connector as the power connection point. It is located between the fuse harness and the engine harness.

Volvo Penta recommends removing the fuse harness (12 in figure below) when using an OEM machine fuse box.

1 2 3 4 6 7 8 9 10 11 12 11 OEM control

system or DCU EATS

EMS _Engine8-pin

connector

16-pin EATS connector

4-pin power connector

Engine 15 A fuse EATS 25 A fuse Fuse harness Starter motor Battery 24V

Engine harness Engine harness

EATS 25 A

fuse Machine fuse box

Starter motor Battery 24V 5 11 1 2 3 4 OEM control

system or DCU EATS

EMS _Engine8-pin

connector

16-pin EATS connector

4-pin power connector

11 5 7 8 12 Engine 15 A fuse EATS 25 A fuse Fuse harness EATS 25 A fuse 7 8 12 Engine 15 A fuse EATS 25 A fuse Fuse harness EATS 25 A fuse 9 10 6 13 P0020841

Power supply overview

1 OEM control system or DCU 8 EATS 25A fuse

2 EATS 9 Starter motor

3 EMS 10 Battery 24V

4 8-pin engine connector 11 Engine harness 5 16-pin EATS connector 12 Fuse harness 6 4-pin power connector 13 Machine fuse box 7 Engine 15A fuse

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Power connector interface

Engine 4-pin Deutsch male connector

Pin Description 1 Battery – 2 Battery + EATS 3 Battery + EMS 4 Reserved

Power consumption

When the engine is switched off, some power will still be consumed.

Regarding quiescent current, measured through fuse on engine harness, refer to table below.

Consumer Fuse Current

ACM 25A 0.5mA

SRM/EMS 10A 0.5mA

SRM/EMS with External stop

switch activated 10A 13.5mA

2 1

4 3

P0020969

OEM fuse harness female pin connector.

Power supply interface

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Engine control interface

CAN bus interface

Volvo Penta industrial engines are controlled via a CAN bus interface.

OEM control system or DCU 1 4 5 6 7 8 9 3 2 8-pin engine connector 16-pin EATS connector 6-pin diagnostic connector EMS 2.3 ACM2 NOx sensor Actuators P0020970

CAN communication overview

1 OEM control system or DCU 6 EMS 2.3

2 8-pin engine connector 7 ACM2

3 6-pin diagnostic connector 8 NOx sensor

4 16-pin EATS connector 9 Actuators

5 Aftermarket tools

OEM control system

OEM designed control systems must apply to SAE J1939 standards with additional Volvo proprietary messages. Engine control interface, CAN bus interface

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OEM interface

Electrical interface

Engine 8-pin Deutsch connector

Pin Description 1 BB1 CAN H 2 BB1 CAN L 3 Battery – 4 Battery + 5 Ignition 6 Stop 7 BB2 CAN H 8 BB2 CAN L 1 2 3 4 8 7 6 5 P0020846

OEM machine harness female pin connector.

Engine control interface, OEM interface

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CAN bus termination

Requirement for BB1 and BB2

To avoid signal reflection interference on the CAN bus, 120Ω resistors must be provided at each end of the network. Termination should be done at the nodes far-thest away.

The EMS 2.3 has built-in terminations. CAN_H B CAN_L C 120Ω 120Ω A CAN Device A CAN Device A CAN Device A CAN Device P0021001

CAN bus termination A CAN device B CAN_H C CAN_L

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Source addresses

Applies to PEA2

_{+ electrical architecture}

Refer to table below for used source addresses:

BB1 BB2

dec hex dec hex

EMS (Engine) 0 00 h 16 10 h TECU (Transmission) 3 03 h 24 18 h OEM controller 17 11 h 36 24 h ACM (Aftertreatment) 61 3D h 17 11 h BBM 230 E6 h 230 E6 h Engine brake (Rx) 15 0F h

Engine control interface, Source addresses

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Power-up sequence

To power up the EMS, the ignition pin in the engine connector must be connected to battery + (system voltage). The EMS will then activate the main relay and hold the power until the power-down sequence is fin-ished.

The engine management system and aftertreatment system will power up within one second of ignition being switched on.

The OEM vehicle controller must have started com-municating on CAN when ignition is turned on.

Bus interface

Associated input:

OEM interface connector pin 5 – ignition. Engine control interface, Power-up sequence

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Start

A start request is addressed by the 'Start request' sig-nal on CAN. The engine will then start to crank and continue to do so until one of the following conditions become true:

•

The engine speed exceeds a stated limit, typically about 480 rpm.

•

The start signal goes inactive.

•

A stop request is simultaneously active.

•

The engine does not start.

•

Starter motor overheat protection goes active.

•

Low battery charge level.

If the Preheat option is selected, make sure that the heating sequence is completed before sending a start request for best startability.

Bus interface

Associated signals:

BB1: Rx: VP70 'Start request'

Tx: EEC1 'Engine starter mode' VP71 'Preheat indication'

BB2: Rx: VP70 'Start request' (Redundancy message)

Engine control interface, Start

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Stop

There are four different ways to request engine stop:

1. Stop request on CAN

The 'Stop request' signal is sent on CAN in the VP70 message and results in instant engine stop.

This is the standard method to initiate engine stop.

2. Hardwired ignition supply

Switching the ignition off by cutting the supply to bus interface pin 5 will result in immediate engine stop, if activated in software.

This method of stopping the engine is optional that may be selected when ordering the engine.

It may also be configured by aftermarket tool, param-eter 'Ignition off stops engine'.

3. Engine-mounted auxiliary stop button

Using this option will result in a fault code.

4. Hardwired external stop request

Demanding an external stop request by connecting bus interface pin 6 to supply, will instantly stop the engine. This input must be connected to a NO plain switch connected to battery + electrical potential. If used, the external stop is connected to the EMS in parallel with the engine-mounted stop.

Using this option will result in a fault code.

Bus interface

Associated signals: BB1: Rx: VP70 'Stop request' BB2: Rx: VP70 'Stop request' (Redundancy message)

Parameters

P1LGR - Ignition off stops engine Engine control interface, Stop

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Power-down sequence

In the standard configuration, where 'Ignition off stops engine' is set to FALSE, the engine must be stopped before Ignition off will start the power-down sequence. If the 'Ignition off stops engine' option is selected, and the ignition is turned off, the engine will be stopped and then the system will initiate power down.

EMS EMS

Machine

system EMSACM

Operator Engine Subnet nodes NOx, VGT, EGR

Key switch OFF

2 3 4 5

1

After-run activities: -Throttle calibration -Close EGR valve -VGT clean sweep -Fuel system draining -Store log data

After-run activities: -Urea draining -Store log data EMS ignition signal low

(bus interface pin 5) 6

CAN key position = 0 7

ACM controlled power cut ACM System power down ack = 0

Engine power

down ack = 1 9

ACM ignition signal low 11

(Complete system power down) 16 Main battery switch OFF allowed EMS main relay released 8 10 12 13 14 15 17 Power down completed

P0021023

Schematic overview of the complete system power-down sequence. Engine control interface, Power-down sequence

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1 Operator 2 Machine system 3 EMS

4 ACM

5 Engine Subnet nodes NOx, VGT, EGR 6 Key switch OFF

7 EMS ignition signal low (bus interface pin 5) 8 CAN key position = 0

After-run activities: - Throttle calibration - Close EGR valve - VGT clean sweep - Fuel system draining - Store log data

9 Engine power down ack =1 10 EMS main relay released 11 ACM ignition signal low 12 After-run activities:

- Urea draining - Store log data

13 ACM System power down ack = 0 14 ACM controlled power cut

15 Power down completed

16 Main battery switch OFF allowed 17 Complete system power down

Engine control interface, Power-down sequence

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EMS power down

The EMS has a main relay self-hold function to ensure that data is stored correctly in NVM before it powers down.

When the EMS afterrun is completed, 'Engine power down ack' is set to 1.

The duration of the EMS power-down sequence is up to 10 seconds.

The OEM vehicle controller must be communicating on CAN until EMS power down is completed.

ACM power down

When the EMS power down is started, the ACM power-down will be initiated as well. A completed EMS after-run will turn off the main relay and switch off the ignition to the ACM, which will also initiate an ACM afterrun. The ACM has an internal self-hold function to provide it with power to ensure that data is stored correctly in NVM and to drain the urea hoses of liquid.

The ACM power-down sequence continues for up to 90 seconds.

Complete system power down

Make sure that the CAN signal 'ACM System power down ack' has become 0, and no communication is active on CAN from the EMS or ACM before cutting main power.

If the machine system does not use the information on CAN for shutdown timing, it is recommended to main-tain power supply for at least 120 seconds.

NOTICE! The main power must not be switched off

before the power-down sequence of the complete sys-tem is finished.

Bus interface

Associated input:

OEM interface connector pin 5 – ignition.

Associated signals:

BB1: Rx: VP71 'Engine power down ack' ACM_BB1_01P 'ACM System power down ack'

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Speed control

There are two ways of controlling the engine speed: 1 'Accelerator pedal position' in the CAN message

VP70.

2 Speed control mode in TSC1.

With VP70, it is possible to have redundancy on BB2. On Versatile engines, 'Idle speed select' can be used as ‘limp home’ in the event of faulty pedal.

Source selector

A valid TSC1 engine speed control request will over-ride VP70 'Accelerator pedal position'.

If several TSC1 messages request control simultane-ously, arbitration will be according to the flowchart in figure: TSC1 arbitration on the next page.

The priority is set by the 'Override control mode priority' signal in the TSC1 message.

Pedal evaluation

Pedal evaluation is primarily through Volvo Proprietary message VP70 received on the BB1 CAN link. If the message is not received within the expected time, pedal evaluation attempts to use VP70 on BB2. If no valid VP70 messages are received, engine speed will be set to a fixed value.

Pedal evaluation considers three signals in the VP70 message:

1 'Accelerator pedal position' 2 'Accelerator pedal counter' 3 'Accelerator pedal checksum' All three signals must be used.

BB1::VP70 BB2::VP70 ₁ 2 3 4 5 BB1::TSC1::SA 0x03 BB1::TSC1::SA 0x11 BB1::TSC1::SA BB2::TSC1::SA Pedal evaluation TSC1 evaluation speed control Source selector Target engine speed/torque Pedal target engine speed Target engine speed/torque 4 P0021118

Schematic overview of speed control selection. 1 Pedal evaluation

2 TSC1 evaluation speed control 3 Pedal target engine speed 4 Target engine speed/torque 5 Source selector

Engine control interface, Speed control

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START

Control requests of the same

override control mode?

More than one control request remaining?

Oldest control request wins. Discard losers.

The lowest requested speed limit and the lowest requested torque limit

wins limit arbitration.

Select speed control over torque control and discard losers.

More than one message in

queue?

Different Source Address?

Complete message validation and execute message. NO

Use the last commanded value. NO Return to start. Limit requests exist? Discard lower priority control requests. NO Control request exist?

More than one control request?

All control request priorities same? NO

Control wins, no limits

Discard limit requests with lower priority than the winning control request. YES NO Limit requests exist? NO More than one control request

remaining?

NO

YES

Winner of control chosen YES

NO NO

The winner of control controls the engine below the limits set by the lowest requested speed limit and the lowest requested torque

limit. P0021087_US YES YES YES YES YES NO TSC1 arbitration.

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Counter

For every transmitted VP70 message, the 'Accelerator pedal counter' must increase. When it reaches 0x07 it must restart at 0x00. If the counter is not set to increase incrementally as expected, the 'Accelerator pedal position' signal will be considered unreliable (faulty) and a DTC will be set.

Checksum

For each transmitted VP70 message, the 'Accelerator pedal checksum' must be updated. The AccelPedalChecksum must be calculated according to:

AccelPedalChecksum =

(((Checksum >> 6) & 0x03) + (Checksum >> 3) + Checksum) & 0x07 Checksum =

(PedalPos & 0x00FF) + ((PedalPos & 0xFF00) >> 8) + (PedalCounter & 0x0F)

If the checksum is not correct, the 'Accelerator pedal position' signal will be considered unreliable (faulty).

For example, a valid VP70 message might be: 00 00 52 01 0C 67 FF FF Accelerator Pedal bit 16-31 = 5201

(byte order) => 0152 => dec 338 * 0.097752 = 33.04% AccelPedalCounter bit 40-43 = 6

AccelPedalChecksum bit 44-47 = 7

P0021133

Checksum =

(PedalPos & 0x00FF) + ((PedalPos & 0xFF00) >> 8) + (PedalCounter & 0x0F) (PedalPos & 0x00FF) = 0x0152 & 0x00FF = 0x52

((PedalPos & 0xFF00) >> 8) = (0x0152 & 0xFF00) >> 8 = 0x0100 >> 8 = 100000000 >> 8 = 0x01 (PedalCounter & 0x0F) = 0x07 & 0x0F = 0x07

Checksum = 0x52 + 0x01 + 0x07 = 0x5A AccelPedalChecksum =

(((Checksum >> 6) & 0x03) + (Checksum >> 3) + Checksum) & 0x07 (Checksum >> 6) = 0x5A >> 6 => 1011010 >> 6 = 0x01

((Checksum >> 6) & 0x03) = 0x01 & 0x03 = 1

(Checksum >> 3) = 0x5A >> 3=> 1011010 >> 3 = 1011 = 0x0B AccelPedalChecksum = (1+0x0B+0x5A) & 0x07 = 0X66 & 0x07 = 6

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Versatile

The 'Accelerator pedal position' signal is interpreted as a 0-100% request where 0% means idle speed and 100% equals maximum engine speed. In the case of a pedal signal fault the engine will go to idle speed. When all pedal signal requirements are fulfilled again, the pedal signal will be considered valid only after a valid zero (0%) pedal demand.

If a fault occurs that may damage the engine or affect emission levels, the operator will be informed by fault code and the engine will be derated or shut down. The VP70 pedal request will also be overridden if an external request is received in a TSC1 CAN message.

Powerpack

If the Powerpack configuration is used, faulty acceler-ator pedal signals will result in a frozen pedal demand value. Whatever value the accelerator pedal position signal had prior to the pedal signals becoming faulty, will be the pedal demand input to the engine.

When all pedal signal requirements are fulfilled again, a new pedal demand value can be considered by the engine.

Other properties are according to the Versatile config-uration.

Powerpack is an option for stationary applications that may be selected when ordering the engine.

If there is a fault that may damage the engine or affect emission levels, the engine will be derated or shut down depending on the ordered engine configuration. Engine control interface, Speed control

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Genset

On Genset applications there is a specific engine speed controller in order to synchronize and perform load sharing. A 50% 'Accelerator pedal counter' demand corresponds to a rated nominal speed of 1500 or 1800 rpm.

When controlling the engine using the VP70 message, it is possible to adjust the speed ±90 rpm by acceler-ator position 0-100%.

Faulty accelerator pedal signals will result in a frozen pedal demand value. Whatever value the accelerator pedal position signal had prior to the pedal signals becoming faulty, will be the pedal demand input to the engine.

When all pedal signal requirements are fulfilled again, a new pedal demand value can be considered by the engine.

If there is a fault that may damage the engine or affect emission levels, the engine may shut down but will never be derated.

The VP70 pedal request will also be overridden if an external request is received in a TSC1 CAN message.

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Idle speed select

The 'Idle speed select' signal is an optional input con-nected to a physical switch. The signal can be used as a backup in case of an accelerator pedal fault (invalid pedal value or counter/checksum error when using VP70.

When increasing the physical pedal position above a certain threshold the 'Idle speed select' signal must be inactivated (0). The threshold must be below the posi-tion where the pedal posiposi-tion on CAN starts ramping up.

Since the 'Idle speed select' signal overrides the 'Accelerator pedal position', the engine will remain in idle as long as the switch is active.

If the 'Idle speed select' signal is not used, it must be set to 'Not available'.

Versatile

If the pedal signals become faulty, the engine will go to idle. By releasing the pedal, the 'Idle speed select' will go from zero to one.

When the 'Idle speed select' signal goes from one to zero, the engine speed request will slowly ramp up to 70% of the maximum engine speed.

By releasing the pedal and setting the 'Idle speed select' signal to one, idle speed is instantly requested.

Powerpack

If the pedal signals become faulty, the engine speed request value will be frozen. If the 'Idle speed select' signal goes from zero to one, idle speed is requested. When the 'Idle speed select' signal is switched back from one to zero, the previously frozen engine speed is requested.

Genset

If the pedal signals become faulty, the engine speed request value will be frozen. If the 'Idle speed select' signal goes from zero to one and engine load is low, idle speed is requested.

P0020851

Potentiometer input

VP70 Accelerator pedal position (%)

VP70 Idle speed select

max.

min.

100 0 1

max. Physical pedal position Physical switch A B C D E

Idle speed select. A Potentiometer input

B VP70 'Accelerator pedal position' (%) C VP70 'Idle speed select'

D Physical pedal position E Physical switch

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TSC1 control

The TSC1 message can be used to request speed/ torque instead of the VP70 message.

It is also possible to limit the permissible engine speed/ torque when shifting gear etc. by overriding the demanded speed/torque request.

According to SAE J1939 specifications, counter and checksum may be used when continuously controlling engine speed/torque with a TSC1 message.

NOTICE! If the TSC1 message counter and checksum

are not implemented according to SAE J1939 specifi-cations, the signals must be set to 'Not available' within the first TSC1 frame that the EMS receives. It will then be possible to continuously limit the speed/torque, but for safety reasons speed/torque control

requests may only be static for a limited time.

If the EMS receives any TSC1 frames containing coun-ter and checksum values other than 'Not available', a reboot is needed in order to again disregard counter and checksum validity.

If the TSC1 frame is used for engine speed/torque control, the pedal position, checksum and counter in the VP70 message must be properly set to avoid fault codes.

('Accelerator pedal position' = 0x0000 and 'Accelerator pedal counter/Accelerator pedal checksum' = 0x0F). TSC1 messages can be received from the following source addresses:

BB1 BB2

dec hex dec hex

TECU (transmission) 3 03 h 24 18 h

OEM (controller) 17 11 h

BBM 230 E6 h

Transmission rate and TSC1 timeout

The 'Transmission rate' indicates how often the trans-mitting device will broadcast the TSC1 message. The EMS will adjust the expected reception rate of the TSC1 message accordingly. If the actual TSC1 mes-sage update rate is lower than the specified transmis-sion rate by more than 10ms, the 'Accelerator pedal position' signal in VP70 will control the engine speed.

Engine control interface, TSC1 control

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Road speed limit

It may be necessary to limit maximum vehicle speed in some applications.

This is done by sending an engine speed limit corre-sponding to the desired road speed limit, based on the current driveline ratio.

When the EMS receives a TSC1 message with 'Con-trol purpose' = 'Road speed governor' and winning 'Override control mode priority', it will send a

confirmation in the 'Road speed limit status' signal in message EEC2.

Engine brake

To activate the engine brake, a TSC1 request must be sent to the retarder source address (0x0F) according to SAE J1939 specifications. When TSC1 'Engine override control mode' = 'Torque control' and 'Engine requested torque/torque limit' is set to a value below zero, the engine brake will be requested.

The ERC1 message transmitted by the EMS contains information regarding the availability in

'Retarder enable - brake assist switch'. It also includes 'Retarder torque mode' and 'Actual retarder - percent torque'.

The EMS also transmits the message RC containing 'Reference retarder torque', maximum brake torque curve and other characteristics.

Requirements for engine brake activation are:

1 Zero torque demand (no fuel injected).

2 TSC1 (RET) 'Engine override control mode' set to 'Torque control'.

3 TSC1 (RET) 'Engine requested torque/torque limit' set to a negative value.

4 Engine speed must be above a certain value. 5 Oil temperature must be above a certain value

(engine must be run warm).

6 Boost pressure must be below a certain value. Engine brake is an option and requires specific hard-ware and corresponding dataset configuration. Engine control interface, TSC1 control

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Bus interface

Associated signals:

BB1: Rx: VP70 'Accelerator pedal position' VP70 'Accelerator pedal counter' VP70 'Accelerator pedal checksum' VP70 'Idle speed select'

TSC1 'Engine override control mode' TSC1 'Override control mode priority' TSC1 'Engine requested speed/speed limit' TSC1 'Engine requested torque/torque limit' TSC1 'Control purpose'

TSC1 'Transmission rate' TSC1 'Message counter' TSC1 'Message checksum'

TSC1 (RET) 'Engine override control mode' TSC1 (RET) 'Engine requested torque/torque limit' TSC1 (RET) 'Message counter'

TSC1 (RET) 'Message checksum'

Tx: EEC2 'Road speed limit status' ERC1 'Retarder torque mode'

ERC1 'Retarder enable - brake assist switch' ERC1 'Actual retarder - percent torque' RC 'Retarder type'

RC 'Retarder location' RC 'Retarder control method' RC 'Retarder speed at idle, point 1' RC 'Percent torque at idle, point 1' RC 'Maximum retarder speed, point 2'

RC 'Percent torque at maximum speed, point 2' RC 'Retarder speed at point 3'

RC 'Percent torque at point 3' RC 'Retarder speed at point 4' RC 'Percent torque at point 4' RC 'Retarder speed at peak torque' RC 'Reference retarder torque' RC 'Percent torque at peak torque'

BB2: Rx: VP70 'Accelerator pedal position' (Redundancy message) VP70 'Accelerator pedal counter' (Redundancy message) VP70 'Accelerator pedal checksum' (Redundancy message) VP70 'Idle speed select' (Redundancy message)

Parameters

P1LGP - Idle target speed

Engine control interface, TSC1 control

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Governor mode select

When several engines are used together, divergences in engine performance may result in an uneven load share.

If the engine is running in 'Engine speed mode', a small offset from demanded engine speed will over time result in a large change in engine output torque. When the 'Governor mode select' is changed from 'Engine speed mode' to 'Torque mode', the target engine speed will be automatically changed for all engines individually, to achieve an equal load share. Depending on Versatile or Genset configuration, 'Tor-que mode' has different effects on the target engine speed.

For single engine control or when the 'Governor mode select' signal is not used, it must be set to 'Not availa-ble'.

Versatile

In Versatile engines, 'Torque mode' will add a negative offset to the target speed when increasing the torque. ntarget = ndem - ndelta

ndelta = Trq output [Nm] / GovGradient [Nm/rpm] GovGradient is a fixed value that can be set using an aftermarket tool.

Example: If the GovGradient is set to 100, every 100 Nm torque increase will result in a 1 rpm decrease in target speed in the engine speed controller.

When the engine torque output is very high, the aver-age engine speed will drop slightly, and the demanded speed may need to be adjusted.

n

dem

_n

_delta = 1 rpm

n

target B =

Trq

output 100 C Engine torque (Nm) Engine speed (rpm) 0 } A P0020852

Example: GovGradient for Versatile engines. A Engine speed (rpm)

B Torque output C Engine torque (Nm)

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Genset

In case of Genset engines, it is important that engine speed does not drop below nominal speed. The ‘droop’ will add an offset to nominal engine speed.

ntarget = ndroop - ndelta (1)

ndroop = nnominal + nnominal *droop (2)

The amount of droop is set as a percentage of nominal speed. Increased nominal speed will affect droop speed.

ndelta = Trqoutput [Nm] / GovGradient [Nm/rpm] (3) GovGradient = 'Rated engine torque' /

(nnominal * droop/100) (2), (3) in (1) =>

ntarget = nnominal + nnominal * droop ( 1 - Trqoutput / Trqrated )

If the engines run at very low load, the target engine speed will increase towards the droop speed. When the load increases towards rated torque, target speed will approach rated engine speed.

When several Gensets are used together, a low torque output will thus increase the target speed and the engine will have a larger share of the load.

Bus interface

Associated message:

BB1: Rx: VP70 'Governor mode select' BB2: Rx: VP70 'Governor mode select'

(Redundancy message)

Parameters

P1JJ4 - PTO Governor gradient used P1JJ0 - PTO Governor gradient P1M64 - PTO Droop ratio ndroop _n_delta ntarget B 0

}

A P0020853 nnominal D } _droop Engine speed (rpm) C Engine torque (Nm) Trqrated Trqoutput

Droop for Genset engines A Engine speed (rpm) B Torque output C Engine torque (Nm) D Torque output Rated

Engine control interface, Governor mode select

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Preheat

Preheat can be activated by a manual 'Preheat request' or automatically when the engine is cold and ignition is turned on (configurable with aftermarket tool).

When preheat is requested (manually via CAN or auto-matically when ignition on), the duration depends on the engine coolant and oil temperature.

If the CAN request is continuously demanded, preheat will be active until overheat protection inhibits the request.

Preheat will be stopped if the engine starts cranking. After engine cranking, when the engine is running, the temperatures will be evaluated again and depending on engine configuration, afterheating may be acti-vated.

The machine system is notified of active preheat in the 'Preheat indication' signal.

Preheat is an option and requires specific hardware and corresponding dataset configuration.

When not used 'Preheat request' must be set to 'Not available'.

Bus interface

Associated signals: BB1: Rx: VP70 'Preheat request' Tx: VP71 'Preheat indication' BB2: Rx: VP70 'Preheat request' (Redundancy message)

Parameters

P1LGU - Always preheat Engine control interface, Preheat

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Restored operation

The engine may be derated or forced to idle speed or shutdown for various reasons.

The 'Engine restored operation' signal is available to allow the operator to handle critical situations without any power loss for short periods of time.

The restored operation is active as long as the request remains active and for a further predefined period when released, but subject to an upper limit. The restored operation includes 'Engine protection override' and 'Inducement override'.

NOTICE! If used, warranty may be voided.

Bus interface

Associated signals:

BB1: Rx: VP70 'Engine restored operation' Tx: VP71 'Restored operation'

BB2: Rx: VP70 'Engine restored operation' (Redundancy message)

Engine control interface, Restored operation

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Genset frequency select

To change the frequency of Genset engines, the CAN signal 'Frequency select' in VP70 must be set within the first 10 seconds after system power-up, followed by an ignition power cycle.

NOTICE! This will only have an effect on dual speed

Genset engines. For other engines, the 'Frequency select' signal must be set to 'Not available'.

Bus interface

Associated signals:

BB1: Rx: VP70 'Frequency select'

BB2: Rx: VP70 'Frequency select' (Redundancy message) Engine control interface, Genset frequency select

(33)

Disable fuel request

As long as the 'Disable fuel' signal is set to active, the engine will not inject any fuel.

The purpose of this function is to enable start battery tests according to NFPA requirements.

The procedure for this is:

1 Set the 'Disable fuel' signal in VP70 to active. 2 Send 'Start request' for 15 seconds.

3 Release starter for 15 seconds.

4 Send 'Start request' a second time for 15 seconds. 5 Release starter for 15 seconds.

6 Send 'Start request' a third and last time for at least 15 seconds.

7 Release starter.

8 Check that the starter does not cut out before it is released.

9 Set the 'Disable fuel' signal in VP70 to inactive.

Bus interface

Associated signals:

BB1: Rx: 'Disable fuel'

BB2: Rx: 'Disable fuel'

(Redundancy message)

Engine control interface, Disable fuel request

(34)

Fan speed

Engine temperature is used by the EMS to evaluate and set the required fan speed.

'Requested percent fan speed' in CAN message CM1 allows the OEM to increase the fan demand if desired. The higher of the CAN demand and the EMS internal request will set the fan duty cycle. Current measured fan speed is transmitted by the 'Fan speed' signal in the message FD.

Engine cooling fan is an option and requires specific hardware and corresponding dataset configuration.

OEM Fan

If an OEM fan is used, the engine duty cycle demand is available in the 'OEM fan speed request' signal in the VP71 CAN message.

Bus interface

Associated signals:

BB1: Rx: 'Requested percent fan speed'’ Tx: FD 'Fan speed'

BB1: Tx: VP71 'OEM fan speed request' Engine control interface, Fan speed

(35)

Inducement

IMPORTANT! HMI legal requirements

For engines equipped with EATS (exhaust aftertreat-ment system), fully functional display information is required in order to meet mandatory emission require-ments.

NOTICE! When a system fault is detected, the

machine operator must be properly informed about possible EATS malfunctions as they occur.

If the issue is not resolved, the engine will be derated (inducement).

Stage IV, Tier 4F legislation

Information about the aftertreatment system is availa-ble to the operator on CAN. The following signals are available to provide the operator with information regarding EATS status:

•

'Time left to torque reduction' (severity 3) (refer to Table 1: SCR inducement severity)

•

'Time left to severe torque reduction' (severity 5)

(refer to Table 1: SCR inducement severity)

•

'SCR inducement severity'

(refer to Table 1: SCR inducement severity)

•

'SCR inducement reason'

(refer to Table 2: SCR inducement reason)

2014 Japanese legislation

In the event of active heavy inducement due to detec-tion of poor UREA quality, it is possible to temporarily override the engine derate to regain full engine power. This can be achieved by refilling the tank with proper quality UREA.

1 Switch engine ignition OFF. 2 Empty the tank.

3 Switch engine ignition ON to detect the emptied tank.

4 Switch engine ignition OFF.

5 Refill the tank with proper quality UREA.

6 Switch engine ignition ON to detect the refilled tank. A temporary override has a duration of four hours and a maximum of three consecutive overrides are allowed. If maximum number of overrides has been utilized and the issue of poor UREA quality still is unre-solved, the engine will be stuck in heavy inducement state.

Engine control interface, Inducement

(36)

Table 1: SCR inducement severity

Value Indicated severity AdBlue / DEF

icon Warning indication color 'Time left to torque reduction' 'Time left to severe torque reduction'

0 No inducement active N/A N/A N/A N/A

1 Inducement warning Steady Yellow Active N/A

2 Not available N/A N/A N/A N/A

3 Derate active Flashing Red N/A Active

4 Pre severe derate warning Flashing Red N/A Active

5 Severe derate Flashing Red N/A N/A

6 Temporary override of derate Flashing Red N/A N/A

7 Not available N/A N/A N/A N/A

Table 2: SCR inducement reason

Value Indicated reason

0 OK

1 Reagent tank level low

2 Incorrect reagent quality

3 Absence of reagent dosing

4 Tampering 5 Not available 6 Not available 7 Not available

Bus interface

Associated signals:

BB1: Tx: VP191 'Time left to torque reduction' VP191 'Time left to severe torque reduction' VP191 'SCR inducement severity'

VP191 'SCR inducement reason'

BB1 ACM: AT1T1I 'AT1 SCR Catalyst tank level' (Urea) Engine control interface, Inducement

(37)

Associated hardware and indication

symbols

The following images show examples of displaying inducement faults.

NOTICE! Similar solution must be implemented by the

OEM in the operator interface used.

•

The ‘Indicated reason’ and/or the fault code related to the fault must be shown to the operator.

•

When the inducement is caused by ‘Reagent tank level low’, the warning must also include urea level.

•

If ‘SCR Operator inducement reason‘ is ‘Reagent tank level low’ and ‘SCR Operator inducement severity‘ is changing state to 3, 4 or 5, it must not be possible to remove the warning information.

P 2109300 AdBlue/DEF icon. P 2109400 Yellow warning. P 2109500 Red alarm P 2109600

Warning with Urea level information.

P 2109700

Example of SCROperatorInducementSeverity state 6.

Engine control interface, Inducement

(38)

Stop/Start

The Stop/Start function lowers fuel consumption and reduces emissions by stopping the engine when it is idling. The Stop/Start function is an option and requires specific dataset configuration.

Stop/Start control

The Stop/Start function is only available when the nec-essary machine, engine and aftertreatment system (when applicable) conditions are fulfilled.

The function is controlled by the OEM management system. The functionality must consider required machine parameters and information available on CAN transmitted by the EMS.

(39)

Stop/Start overview

Coolant temperature Oil temperature Battery voltage Engine torque Ambient temperature Accelerator pedal position Engine speed

Vehicle speed Gear position Brake switch etc. Engine/EATS

preconditions Stop requestStart request

ACM DTC

EATS status _ACM2 EMS2.3 EMS DTC OEM machine controller Starter motor Exhaust temperature NOx sensors Urea tank temperature

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 P0021115

1 OEM machine controller 12 Engine speed

2 EMS 2.3 13 Engine/EATS preconditions

3 EMS DTC 14 Vehicle speed

4 Starter motor 15 Gear position

5 ACM2 16 Brake switch etc.

6 Coolant temperature 17 Stop request, Start request

7 Oil temperature 18 EATS status

8 Battery voltage 19 ACM DTC

9 Engine torque 20 Exhaust temperature

10 Ambient temperature 21 NOx sensors

11 Accelerator pedal position 22 Urea tank temperature

Engine control interface, Stop/Start

(40)

OEM machine conditions

The EMS Stop/Start function is unaware of machine status and the OEM must consider safety aspects when designing the control system.

Machine conditions worth considering are:

For automatic stop

•

Operations that could result in personal injury if engine is auto stopped.

•

Load in raised position.

•

Hydraulic pressure.

•

Vehicle speed.

•

Parking brake.

•

Gear position.

•

Operator position.

•

Cabin door position.

•

Active DTC in the machine room.

For automatic start

•

Operations that could result in personal injury if engine is auto started.

•

Operator position.

•

Engine hatch position.

•

Hydraulic pressure.

•

Ongoing machine maintenance work.

•

Active DTC in the machine system. Engine control interface, Stop/Start

(41)

Engine/EATS conditions

The EMS considers several sensor values and input parameters to determine inhibit conditions for trans-mission on CAN. All available signals should be used as preconditions by the OEM controller.

Usage

To enable the Stop/Start function, the machine system must initiate the first engine start. The function is inhib-ited as long as any inhibit condition is active. When the function is enabled and no inhibit condition is active, the machine system can evaluate whether or not to stop the engine. When the engine is stopped by the machine system, the function enters ‘standby’ mode ready to be restarted.

Stop conditions

The machine system may use one or more triggers to auto stop the engine:

•

Machine speed.

•

Parking brake.

•

Service brake.

•

Gear shift indication.

In order to auto start the engine, a demand for engine start needs to be given by the machine system. If the machine is left too long in standby, a timeout will occur and the 'Stop start standby time limit reached' signal will be set to active. A machine system initiated restart request is then recommended.

Start conditions

The machine system may use one or more triggers to auto start the engine from a standby mode:

•

Accelerator pedal.

•

Parking brake.

•

Service brake.

•

Gear shift indication.

(42)

General recommendations

Environmental conditions may inhibit the function by preventing automatic Stop/Start in the case of:

•

Hot climate with large demand for air conditioning.

•

Cold climate with large demand for cab heating. Ability to activate/deactivate Stop/Start system:

•

Could be incorporated in the driver display menu

system or by a switch on the dashboard.

Bus interface

Associated signals:

BB1: Rx: VP70 'Start request'

VP70 'Stop request'

Tx: VP219 'Engine coolant temp low inhibit' VP219 'Engine oil temp low inhibit' VP219 'Turbo cool down inhibit' VP219 'System malfunction'

VP219 'UREA tank temp low inhibit' VP219 'EATS not ready for stop start' VP219 'Exhaust temp high'

VP219 'Stop start standby time limit reached' VP219 'Max number of stop starts reached' VP219 'Battery charge low inhibit'

VP219 'Battery full recharge inhibit' VP219 'Ambient air temp low inhibit' VP219 'Engine in use'

(43)

(44)

EMS

Machine

system

All vehicle conditions for auto stop OK

Engine automatically stopped and in standby

Engine start request

No operator usage

VP70 Start request

No VP219 Active inhibits

Operator demand restart

All vehicle conditions for safe auto start OK VP70 Stop request

Engine automatically started and operational

VP219 Time limit reached EMS-initiated request

from standby, A

Engine automatically started and operational

Vehicle usage needed?

Operator demand restart

All vehicle conditions for safe auto start OK All vehicle conditions for safe auto start OK All vehicle conditions for safe auto start OK

VP70 Start request

EMS-initiated request from standby, B

Vehicle usage needed? No operator usage

Vehicle demand ignition OFF

Operator

Operator-initiated request from standby VP70 Start request Engine running 1 2 3 4 5 6 7 8 10 11 12 13 14 5 15

VP219 Time limit reached 18 16 17 18 13 14 5 15 19 17 8 20 9 P 2098500

Schematic overview of the Stop/Start sequence. Engine control interface, Stop/Start

(45)

1 Operator 2 Machine system 3 EMS

4 Engine start request 5 VP70 Start request 6 Engine running 7 No operator usage 8 No VP219 Active inhibits

9 All vehicle conditions for auto stop OK 10 VP Stop request

11 Engine automatically stopped and in standby 12 Operator-initiated request from standby 13 Operator demand restart

14 All vehicle conditions for safe autostart OK 15 Engine automatically started and operational 16 EMS-initiated request from standby, A 17 Vehicle usage needed?

18 VP219 Time limit reached

19 EMS-initiated request from standby, B 20 Vehicle demand ignition off

(46)

Communication

J1939 Backbone 1 (BB1) - EMS

NOTICE! All unused signals must be set to ‘Not available’.

All unused bits in the messages used must be set to 1.

Identifier PGN SPN Frame Name / Signal name Update

period Tx = transmit Rx = receive

0x18FDA100 64929 AT1FC1 - Aftertreatment 1 fuel control 1 Tx 500ms 3483 Aftertreatment 1 regeneration status

0x18E00011 57344 CM1 - Cab message 1 Rx 1000ms

986 Requested percent fan speed

Description: 'Requested percent fan speed' allows the OEM to increase the fan speed. The higher of the CAN demand and the EMS internal request will set the fan speed.

0x18FECA00 DM1 - Active Diagnostic trouble codes

Description: The message contains the active diagnostic trouble codes. If more than one DTC is active, the J1939 transport pro-tocol (TP.CM_BAM/TP.DT) is used.

Tx 1000ms

0x18FEE300 65251 EC1 - Engine configuration Tx 5000ms

or on request 188 Engine speed at idle P1

539 Engine percent torque at idle P1 528 Engine speed at P2

540 Engine percent torque at P2 529 Engine speed at P3

543 Engine percent torque at P5 532 Engine speed at high idle P6 544 Engine reference torque

533 Engine maximum momentary override speed P7 534 Engine maximum momentary override time limit

0x0CF00400 61444 EEC1 - Electronic engine controller 1 Tx 20ms 512 Drivers demand engine - percent torque

513 Actual engine - percent torque 190 Engine speed

1675 Engine starter mode 899 Engine torque mode

0x0CF00300 61443 EEC2 - Electronic engine controller 2 Tx 50ms 91 Accelerator pedal position 1

92 Engine percent load at current speed Communication, J1939 Backbone 1 (BB1) - EMS

(47)

Identifier PGN SPN Frame Name / Signal name Update period Tx = transmit Rx = receive

1437 Road speed limit status (1)

Description: EEC2 'Road speed limit status' is a confirmation of an active TSC1 request with 'TSC1 Control purpose' = 'Road speed governor' (3) and winning 'Control mode priority'. SAE J1939 states: 0 = Active 1 = Inactive

0x18FEDF00 65247 EEC3 - Electronic engine controller 3 Tx 250ms 514 Nominal friction - percent torque

0x 18FD9400 64916 EEC7 - Electronic engine controller 7 Tx 100ms 27 Engine exhaust gas recirculation 1 valve position

0x18FEEF00 65263 EFL/P1 - Engine fluid level/pressure 1 Tx 500ms 94 Engine fuel delivery pressure

100 Engine oil pressure

109 _{Engine coolant pressure}(1) 111 Engine coolant level

0x18F0000F 61440 ERC1 - Electronic retarder controller 1 Tx 500ms 571 Retarder enable - brake assist switch (1)

900 Retarder torque mode (1)

520 _{Actual retarder - percent torque}(1)

0x18FEEE00 65262 ET1 - Engine temperature 1 Tx 1000ms

110 Engine coolant temperature 175 Engine oil temperature 1

0x18FEBD00 65213 FD - Fan drive Tx 1000ms

1639 Fan speed1)

0x18FEE500 65253 HOURS - Engine hours, revolutions

NOTICE! Deviation from SAE J1939 standards (Tx on request).

Tx 10000ms

247 Engine total hours of operation

0x18FEF600 65270 IC1 - Intake/exhaust conditions 1 Tx 500ms

102 Engine intake manifold 1 pressure 106 Engine air intake pressure

105 Engine intake manifold 1 temperature 173 Engine exhaust gas temperature

0x18FEE900 65257 LFC - Fuel consumption (liquid) Tx 100ms

182 Engine trip fuel 250 Engine total fuel used

0x18FEF200 65266 LFE - Fuel economy (liquid) Tx 100ms

183 Engine fuel rate

0x18FEE10F 65249 RC - Retarder configuration Tx 5000ms

901 Retarder type 902 Retarder location 557 Retarder control method 546 Retarder speed at idle, point 1 551 Percent torque at idle, point 1 548 Maximum retarder speed, point 2

552 Percent torque at maximum speed, point 2

Communication, J1939 Backbone 1 (BB1) - EMS

(48)

549 Retarder speed at point 3 553 Percent torque at point 3 550 Retarder speed at point 4 554 Percent torque at point 4 547 Retarder speed at peak torque 556 Reference retarder torque 555 Percent torque at peak torque 0x18EA0003, 0x18EA0011, 0x18EA00E6 or 0x18EA00EA Request PGN

0x18FD6E00 64878 SCR1 - Aftertreatment 1 SCR service information

NOTICE! Deviation from SAE J1939 standard (Tx on request).

Tx 1000ms

3826 Aftertreatment 1 SCR average catalyst reagent consumption

0x18FEE400 65252 SHUTDN - Shutdown Tx 1000ms

1110 Engine protection system has shutdown engine 1109 Engine protection system approaching shutdown 0xC000003,

0xC000011, 0xC0000E6 or 0xC0000EA

0 TSC1 - Torque/speed control 1 (EMS) Rx rate

defined in SPN 3349

695 Engine override control mode 897 Override control mode priority 898 Engine requested speed/speed limit 518 Engine requested torque/torque limit 3350 Control purpose

3349 Transmission rate.

The recommended transmission rates are: Speed/torque request: 10 or 20ms

(higher rates are not advisable) Speed/torque limit: 10, 20 or 100ms (higher rates are not advisable) 4206 Message counter

NOTICE! Must be set to 'Not available' or sent according to SAE

standards. For safety reasons speed/torque control requests can only be static for a limited time when counter set to

'Not available'. 4207 Message checksum

standards. For safety reasons speed/torque control requests can only be static for a limited time when checksum set to

'Not available'. 0x0C000F11

or

0x0C000FE6

TSC1 - Torque/speed control 1 (RET) Rx 50ms

695 Engine override control mode.

Set to 'Torque control' to activate retarder. 897 Override control mode priority

(49)

898 Engine requested speed/speed limit. Not used for engine brake control. 518 Engine requested torque/torque limit.

Set to a negative value to activate retarder. Control purpose (SPN 3350)

3349 Transmission rate.

The recommended transmission rate is 50ms. 4206 Message counter

standards. For safety reasons speed/torque control requests can only be static for a limited time when counter set to

'Not available'. 4207 Message checksum

standards. For safety reasons speed/torque control requests can only be static for a limited time when checksum set to

'Not available'.

0x18ECFF00 TP.CM (EMS)

The TP.CM message is used to communicate the data associ-ated with a Parameter Group.

According to transmitted PGN.

0x18EBFF00 TP.DT (EMS)

The TP.DT message is used to communicate the data associ-ated with a Parameter Group. The TP.DT message is an indi-vidual packet of a multipacket message transfer (see J1939-21 [2] figure 16 for details). For example if a large message had to be divided into 5 packets in order to be communicate, then there would be 5 TP.DT messages.

According to transmitted PGN.

0x18FEF700 65271 VEP1 - Vehicle electrical power 1 Tx 1000ms

158 Keyswitch battery potential 1)_{Not available in all configurations}

(50)

VP70 - VP Status

Identifier PGN PDU format

(dec)

PDU spe-cific (dec)

Data length Priority Description Update

period

Tx = transmit Rx = receive

0x0CFF4611 65350 255 70 8 bytes 3 Engine control

sta-tus.

Rx 20ms

Frame Name / Signal name Start request Start position: 1.1 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Stop request Start position: 1.3 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Governor mode select

Start position: 1.5 Length: 2 bits Factor: 1 Offset: 0

0 = Engine speed mode request 1 = Torque mode request 2 = Error indication 3 = Not available

Note: Possible to set with parameter P1JJ4 - PTO Governor gradient used.

Idle speed select

0 = Normal running speed request 1 = Idle speed request

2 = Error indication 3 = Not available Frequency select Start position: 2.1 Length: 2 bits Factor: 1 Offset: 0

0 = Primary engine speed request (1500rpm) 1 = Secondary engine speed request (1800rpm) 2 = Error indication

3 = Not available

Note: Only used on dual speed Genset engines.

Preheat request Start position: 2.5 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Engine restored operation

Start position: 2.7 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Communication, J1939 Backbone 1 (BB1) - EMS

(51)

Accelerator pedal position Start position: 3.1 Length: 2 bytes Factor: 0.097752 (100/1023)%/bit Offset: 0 0x0000-0x03FF = 0-100%

0x0400-0xFDFF = Not valid range 0xFE00-0x0FFE = Error indication 0xFFFF = Not available

Disable fuel (Genset)

Start position: 5.1 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Accelerator pedal counter

Start position: 6.1 Length: 4 bits Factor: 1 Offset: 0 0-7 = Numeric counter 8-14 = Reserved 15 = Not available

Accelerator pedal checksum

0-7 = Valid checksum range (crc-3) 8-14 = Reserved

15 = Not available

(52)

VP71 - VP Engine industry

(dec)

period

0x0CFF4700 65351 255 71 8 bytes 3 Engine

informa-tion.

Tx 50ms

Frame Name / Signal name Preheat indication (1) Start position: 1.11 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error state 3 = Not available Running indication Start position: 1.3 Length: 2 bits Factor: 1 Offset: 0 0 = Stopped 1 = Running 2 = Reserved 3 = Not available Buzzer Start position: 3.1 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive

1 = Torque mode request 2 = Error indication 3 = Not available

Note: Possible to set with parameter P1JJ4 - PTO Governor gradient used

Restored operation

Description: 'Restored operation' includes 'Engine protection override' and 'Inducement override'. Start position: 3.7 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error state 3 = Not available

OEM Fan Speed Request

Description: External fan speed request from OEM to EMS. Start position: 7.1 Length: 8bits Factor: 1.4 Offset: 0 0 = Inactive 1 = Active 2 = Error state 3 = Not available

Engine power down ack

Description: When 'Engine power down ack' =1, EMS afterrun is completed. If EATS is used, wait for 'ACM System power down ack' =0.

0 = Power off not allowed 1 = Power off allowed 2 = Error state 3 = Not available 1)_{Not available in all configurations}

(53)

VP191 - OBD information

Identifier PGN PDU

for-mat (dec)

Data length

Priority Description Update

period

Tx = transmit Rx = receive 0x1CFFBF00 65471 255 191 8 bytes 7 Signals used for

emis-sion regulations.

Tx 1000 ms

Frame Name / Signal name Time left to torque reduction

Start position: 1.1 Length: 9 bits Factor: 12 Offset: 0 Quantity: Time (6) Unit: min (1) Raw min: 0 Raw min: 500 Scaled min: 0 min Scaled max: 6000 min

SCR inducement severity Start position: 2.2 Length: 3 bits Factor: 1 Offset: 0 0 = No inducement active 1 = Inducement warning 2 = Not available 3 = Derate active

4 = Pre severe derate warning 5 = Severe derate

6 = Temporary override of derate 7 = Not available SCR inducement reason Start position: 3.5 Length: 3 bits Factor: 1 Offset: 0 0 = OK

1 = Reagent tank level low 2 = Incorrect reagent quality 3 = Absence of reagent dosing 4 = Tampering

5 = Not available 6 = Not available 7 = Not available

Time left to severe torque reduction

Start position: 3.8 Length: 9 bits Factor: 15 Offset: 0 Quantity: Time (6) Unit: min: (1) Raw min: 0 Raw max: 500 Scaled min: 0 min Scaled max: 7500 min

(54)

VP219 - Stop/Start status

(dec)

period

18FFDB00 65499 255 219 8 bytes 7 Stop/start status

message.

Tx 100 ms

Frame Name / Signal name Engine coolant temp low inhibit (1)

Engine oil temp low inhibit (1)

Description: Active when engine temperature is outside working temperature. Start position: 1.3 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Turbo cool down inhibit (1)

Description: Active when the turbo temperature is too high. Start position: 1.5 Length: 2bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available System malfunction (1)

Description: Active when starter control is malfunctioning, fuel pressure is too low or inducement is active. Start position: 1.7 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

UREA tank temp low inhibit (1)

Description: Active as long as the temperature in the UREA tank is too low. Start position: 2.1 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

EATS not ready for stop start (1)

Description: Active as long as the aftertreatment system is not ready. Start position: 2.3 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Exhaust temp high (1)

Description: Active as long as the exhaust temperature is too high. Start position: 2.5 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Communication, J1939 Backbone 1 (BB1) - EMS

(55)

Frame Name / Signal name Start stop standby time limit reached (1)

Description: Activated when engine has been in standby too long and remains active until the engine is restarted and batteries recharged to a certain charge.

Max number of stop starts reached (1)

Description: Activated when too many automatic engine starts have occurred. Start position: 3.7 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Battery charge low inhibit (1)

Description: Active when the battery charge is too low. Start position:4.1 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Battery full recharge inhibit (1)

Description: Activated when the battery needs a full recharge and remains active until battery has reached a certain charge level.

Ambient air temp low inhibit (1)

Description: Active as long as the ambient temperature is too low. Start position: 4.5 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Engine in use (1)

Description: Active when engine is running and will inhibit stop/start function until the engine speed and load are below a certain limit.

Start position: 5.1 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available 1)_{Not available in all configurations}

(56)

J1939 Backbone 1 (BB1) - ACM

Identifier SPN Frame Name / Signal name Update

period

Tx = transmit Rx = receive 0x18E8FF3D ACK - Acknowledgement (ACM)

Description: The Acknowledgement message is used to provide a hand-shake between transmitting and receiving nodes.

Tx as response

0x18EEFF3D ACLAIM - Address claimed (ACM)

Description: Transport protocol data transfer from EMS.

Tx on request

0x18FFAA3D ACM_BB1_01P - ACM Power down ack ACM System power down ack

Tx 1000ms Start position: 8.1 Length: 2 bits Factor: 1 Offset: 0 0: OK to power down 1: Not OK to power down 2: Error

3: Not available

0x18FE563D AT1T1I - Aftertreatment 1 SCR reagent tank 1 information Tx 1000ms 1761 AT1 SCR Catalyst tank level

3031 AT1 SCR Catalyst tank temperature 5245 AT1 AdBlue/DEF Tank low level indicator 0x18FECA3D DM1 - Active diagnostic trouble codes (ACM)

Description: The message contains the first active diagnostic trouble code, but requires the multipacket transport TP.CM when more than one active DTC exists.

Tx 1000ms

0x18ECFF3D TP.CM (ACM)

Description: The TP.CM message is used to communicate the data asso-ciated with a Parameter Group.

According to transmitted PGN. 0x18EBFF3D TP.DT (ACM)

Description: The TP.DT message is used to communicate the data asso-ciated with a Parameter Group. The TP.DT message is an individual packet of a multipacket message transfer (see J1939-21 [2] figure 16 for details).

According to transmitted PGN. Communication, J1939 Backbone 1 (BB1) - ACM

(57)

J1939 Backbone 2 (BB2) - EMS

VP70 - VP Status

NOTICE! The EMS does not support the address claim procedure and will always have source address 0x00.

The EMS will however respond to an address claim request.

Identifier PGN PDU

for-mat (dec)

Data length

Priority Description Update

period

0x0CFF4611 65350 255 70 8 bytes 3 Engine control

status.

Rx 20ms

Frame Name / Signal name Start request Start position: 1.1 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Stop request Start position: 1.3 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Governor mode select

0 = Engine speed mode request 1 = Torque mode request 2 = Error indication 3 = Not available

Note: Possible to set with parameter P1JJ4 - PTO Governor gradient used.

Idle speed select

0 = Normal running speed request 1 = Idle speed request

2 = Error indication 3 = Not available Frequency select Start position: 2.1 Length: 2 bits Factor: 1 Offset: 0

0 = Primary engine speed request (1500rpm) 1 = Secondary engine speed request (1800rpm) 2 = Error indication

3 = Not available

Note: Only used on dual speed Genset engines.

Preheat request Start position: 2.5 Length: 2 bits Factor: 1 Offset: 0 0 = Inactive 1 = Active 2 = Error indication 3 = Not available