Electrical Interface Specification EMS2.3_47706487_EN

Installation

I 1(1)

Electrical Interface Specification

EMS 2.3

Industrial Engines

© 2015 AB VOLVO PENTA Volvo reserves the right to make changes Printed on environmentally friendly paper

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

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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 compatibility with the EMS and properly implement datalink-based vehicle functions.

OEM control system OEM designed control systems must apply SAE J1939 standards with additional Volvo Penta proprietary messages. IMPORTANT! If non-Volvo Penta equipment is connected to the communication 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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General Information

Abbreviations ACM BAM BB1 BB2 BBM DM1 DTC EATS ECM EMS ES IDTC HMI NFPA N/A NC NO NVM OBD OC OEM PEA2+ PGN Rx SA SPN SRM Tx VP

= = = = = = = = = = = = = = = = = = = = = = = = = = = = =

After Treatment Control Module Broadcast Announce Message CAN J1939 Backbone 1 - 250 kbit CAN Backbone 2 - 500 kbit Body Builder Module Diagnostic Message Diagnostic Trouble Code Engine Aftertreatment System Engine Control Module Engine Management System CAN Proprietary Engine Subnet - 250kbit Diagnostic Trouble Code Human Machine Interface National Fire Protection Association Not Available Normally Closed Normally Open Non Volatile Memory Onboard diagnostics Open Circuit Original Equipment Manufacturer Penta Electrical Architecture, version 2+ Parameter Group Number Receive Source Address Suspect Parameter Number Smart Relay Module Transmit Volvo Proprietary

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Power supply interface

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.

2

8-pin Engine connector

16-pin EATS connector

4

EMS 3

4 Engine harness

5

11

11

7

8

Fuse harness

EATS 25 A fuse

2 16-pin EATS connector

5

11

4-pin power connector 6 Engine 15 A fuse

8-pin Engine connector

EATS

11

4-pin power connector 6 Machine fuse box

13

12

Starter motor

Starter motor

9

9

Engine 15 A fuse

EATS 25 A fuse

7

8

Fuse harness

EMS 3

OEM control system or DCU 1

EATS

Engine harness

OEM control system or DCU 1

12

Battery 24V

Battery 24V

10

10

P0020841

Power supply overview

1 OEM control system or DCU 2 EATS 3 EMS 4 8-pin engine connector 5 16-pin EATS connector 6 4-pin power connector 7 Engine 15A fuse

4

8 EATS 25A fuse 9 Starter motor 10 Battery 24V 11 Engine harness 12 Fuse harness 13 Machine fuse box

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Power supply interface

Power connector interface Engine 4-pin Deutsch male connector

1 2

4 3

P0020969

Pin

Description

1

Battery –

2

Battery + EATS

3

Battery + EMS

4

Reserved

OEM fuse harness female pin connector.

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.

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Consumer

Fuse

Current

ACM

25A

0.5mA

SRM/EMS

10A

0.5mA

SRM/EMS with External stop switch activated

10A

13.5mA

5

Engine control interface, CAN bus interface

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

5

6-pin diagnostic connector

OEM control system or DCU 1

8-pin engine connector

3 EMS 2.3

2

6 16-pin EATS connector

4

ACM2 7 NOx sensor 8

P0020970

Actuators 9

CAN communication overview

1 OEM control system or DCU 2 8-pin engine connector 3 6-pin diagnostic connector 4 16-pin EATS connector 5 Aftermarket tools

6 EMS 2.3 7 ACM2 8 NOx sensor 9 Actuators

OEM control system OEM designed control systems must apply to SAE J1939 standards with additional Volvo proprietary messages.

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Engine control interface, OEM interface

OEM interface Electrical interface Engine 8-pin Deutsch connector Pin

Description

1

BB1 CAN H

3

8 7

2

BB1 CAN L

4

6

3

Battery –

5

4

Battery +

5

Ignition

6

Stop

7

BB2 CAN H

8

BB2 CAN L

1

2

P0020846

OEM machine harness female pin connector.

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Engine control interface, CAN bus termination

CAN bus termination Requirement for BB1 and BB2 CAN CAN Device CAN_H Device A

CAN Device A

B

120Ω

A

CAN Device A

120Ω CAN_L C

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 farthest away. The EMS 2.3 has built-in terminations.

P0021001

CAN bus termination

8

A

CAN device

B

CAN_H

C

CAN_L

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Engine control interface, Source addresses

Source addresses Applies to PEA2+ electrical architecture Refer to table below for used source addresses: BB1 dec

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

230 E6 h

230 E6 h

BBM Engine brake (Rx)

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hex

BB2

15 0F h

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Engine control interface, Power-up sequence

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 finished. 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 communicating on CAN when ignition is turned on.

Bus interface Associated input: OEM interface connector pin 5 – ignition.

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Engine control interface, Start

Start A start request is addressed by the 'Start request' signal 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:

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BB1:

Rx: Tx:

VP70 'Start request' EEC1 'Engine starter mode' VP71 'Preheat indication'

BB2:

Rx:

VP70 'Start request' (Redundancy message)

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Engine control interface, Stop

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, parameter '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

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Engine control interface, Power-down sequence

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.

Operator

Machine system

1

Key switch OFF

EMS

2

ACM EMS

3

4

Engine Subnet nodes NOx, VGT, EGR

6

EMS ignition signal low (bus interface pin 5) 7

CAN key position = 0 8

After-run activities: -Throttle calibration -Close EGR valve -VGT clean sweep -Fuel system draining -Store log data Engine power 9 down ack = 1

EMS main relay 10 released

ACM ignition signal low 11

12 After-run activities: -Urea draining -Store log data

ACM System power down ack = 0

Power down completed Main battery switch OFF 16 allowed

(Complete system power down)

14

13

ACM controlled power cut

15

17

P0021023

Schematic overview of the complete system power-down sequence.

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Engine control interface, Power-down sequence

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

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Engine control interface, Power-down sequence

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 powerdown will be initiated as well. A completed EMS afterrun 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 maintain power supply for at least 120 seconds. NOTICE! The main power must not be switched off before the power-down sequence of the complete system 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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Engine control interface, Speed control

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.

BB1::VP70 BB2::VP70

Pedal evaluation

3

1

TSC1 evaluation BB1::TSC1::SA 0x03 speed control BB1::TSC1::SA 0x11 BB1::TSC1::SA 2 BB2::TSC1::SA

Source selector

Pedal target engine speed

A valid TSC1 engine speed control request will override VP70 'Accelerator pedal position'.

Source selector

5

4

4 Target engine speed/torque

Target engine speed/torque

If several TSC1 messages request control simultaneously, 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.

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

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.

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Engine control interface, Speed control

START

More than one message in queue?

NO

Complete message validation and execute message.

YES Different Source Address?

NO

Use the last commanded value.

NO

The lowest requested speed limit and the lowest requested torque limit wins limit arbitration.

YES Control request exist?

YES NO

More than one control request?

YES All control request priorities same?

NO

Discard lower priority control requests.

More than one control request remaining?

NO

YES YES Control requests of the same override control mode?

NO

Select speed control over torque control and discard losers.

YES More than one control request remaining?

YES

Oldest control request wins. Discard losers.

NO Winner of control chosen

Limit requests exist?

Discard limit requests with lower priority than the winning control request.

NO Control wins, no limits

Limit requests exist?

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

NO

Return to start.

P0021087_US

TSC1 arbitration.

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Engine control interface, Speed control

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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Engine control interface, Speed control

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 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. Other properties are according to the Versatile configuration. 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.

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Engine control interface, Speed control

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 accelerator 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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Engine control interface, Speed control

Idle speed select Potentiometer input

The 'Idle speed select' signal is an optional input connected 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.

A VP70 Accelerator pedal position (%)

B

max.

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 position where the pedal position on CAN starts ramping up.

100

0

D

min.

max. Physical pedal position

C

1

VP70 Idle speed select

E

Physical switch P0020851

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'.

Idle speed select. A

Potentiometer input

B

VP70 'Accelerator pedal position' (%)

C

VP70 'Idle speed select'

D

Physical pedal position

E

Physical switch

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.

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Engine control interface, TSC1 control

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 specifications, 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 counter 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 dec TECU (transmission) OEM (controller) BBM

hex

3 03 h

BB2 dec

hex

24 18 h

17 11 h 230 E6 h

Transmission rate and TSC1 timeout The 'Transmission rate' indicates how often the transmitting device will broadcast the TSC1 message. The EMS will adjust the expected reception rate of the TSC1 message accordingly. If the actual TSC1 message update rate is lower than the specified transmission rate by more than 10ms, the 'Accelerator pedal position' signal in VP70 will control the engine speed.

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Engine control interface, TSC1 control

Road speed limit It may be necessary to limit maximum vehicle speed in some applications. This is done by sending an engine speed limit corresponding to the desired road speed limit, based on the current driveline ratio. When the EMS receives a TSC1 message with 'Control 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 hardware and corresponding dataset configuration.

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Engine control interface, TSC1 control

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'

BB2:

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'

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

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Engine control interface, Governor mode select

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, 'Torque 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 available'.

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] Engine speed (rpm)

GovGradient is a fixed value that can be set using an aftermarket tool.

A

ndem

} ndelta = 1 rpm

ntarget

0

B

C Engine torque (Nm)

Trqoutput = 100

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 average engine speed will drop slightly, and the demanded speed may need to be adjusted.

P0020852

Example: GovGradient for Versatile engines. A

Engine speed (rpm)

B

Torque output

C

Engine torque (Nm)

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Engine control interface, Governor mode select

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) Engine speed (rpm)

(2), (3) in (1) => ntarget = nnominal + nnominal * droop ( 1 - Trqoutput / Trqrated )

A

ntarget

ndroop

} droop

} ndelta

nnominal

0

B

Trqoutput

D

C Engine torque (Nm)

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.

P0020853

Droop for Genset engines A

Engine speed (rpm)

B

Torque output

C

Engine torque (Nm)

D

Torque output Rated

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

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Engine control interface, Preheat

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 automatically 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 activated. 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: Tx:

VP70 'Preheat request' VP71 'Preheat indication'

BB2:

Rx:

VP70 'Preheat request' (Redundancy message)

Parameters P1LGU - Always preheat

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Engine control interface, Restored operation

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:

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BB1:

Rx: Tx:

VP70 'Engine restored operation' VP71 'Restored operation'

BB2:

Rx:

VP70 'Engine restored operation' (Redundancy message)

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Engine control interface, Genset frequency select

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:

30

BB1:

Rx:

VP70 'Frequency select'

BB2:

Rx:

VP70 'Frequency select' (Redundancy message)

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Engine control interface, Disable fuel request

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:

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BB1:

Rx:

'Disable fuel'

BB2:

Rx:

'Disable fuel' (Redundancy message)

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Engine control interface, Fan speed

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:

32

BB1:

Rx: Tx:

'Requested percent fan speed'’ FD 'Fan speed'

BB1:

Tx:

VP71 'OEM fan speed request'

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Engine control interface, Inducement

Inducement IMPORTANT! HMI legal requirements For engines equipped with EATS (exhaust aftertreatment system), fully functional display information is required in order to meet mandatory emission requirements. 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 available 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 detection 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 unresolved, the engine will be stuck in heavy inducement state.

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33

Engine control interface, Inducement

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'

N/A

N/A

N/A

N/A

Steady

Yellow

Active

N/A

0

No inducement active

1

Inducement warning

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:

BB1 ACM:

34

Tx: VP191 'Time left to torque reduction' VP191 'Time left to severe torque reduction' VP191 'SCR inducement severity' VP191 'SCR inducement reason' AT1T1I 'AT1 SCR Catalyst tank level' (Urea)

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Engine control interface, Inducement

Associated hardware and indication symbols P0021093

The following images show examples of displaying inducement faults.

AdBlue/DEF icon.

NOTICE! Similar solution must be implemented by the OEM in the operator interface used.

P0021094

Yellow warning.

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

P0021095

Red alarm

• When the inducement is caused by ‘Reagent tank

level low’, the warning must also include urea level.

P0021096

Warning with Urea level information.

• 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.

P0021097

Example of SCROperatorInducementSeverity state 6.

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Engine control interface, Stop/Start

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 necessary 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.

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Engine control interface, Stop/Start

Stop/Start overview

OEM machine controller 1 13 Engine/EATS preconditions Coolant temperature 6 Oil temperature 7 Battery voltage 8 Engine torque 9 Ambient temperature 10 Accelerator pedal position 11 Engine speed 12

Vehicle speed 15 Gear position 16 Brake switch etc.

14

Stop request 17 Start request

EMS2.3 2

EATS status 18 ACM DTC

19

ACM2 5

20 Exhaust temperature 21 NOx sensors 22 Urea tank temperature

EMS DTC 3 Starter motor 4

P0021115

1 OEM machine controller 2 EMS 2.3 3 EMS DTC 4 Starter motor 5 ACM2 6 Coolant temperature 7 Oil temperature 8 Battery voltage 9 Engine torque 10 Ambient temperature 11 Accelerator pedal position

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12 Engine speed 13 Engine/EATS preconditions 14 Vehicle speed 15 Gear position 16 Brake switch etc. 17 Stop request, Start request 18 EATS status 19 ACM DTC 20 Exhaust temperature 21 NOx sensors 22 Urea tank temperature

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Engine control interface, Stop/Start

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.

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Engine control interface, Stop/Start

Engine/EATS conditions The EMS considers several sensor values and input parameters to determine inhibit conditions for transmission 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 inhibited 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.

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Engine control interface, Stop/Start

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'

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Engine control interface, Stop/Start

Operator

Machine system

1

Engine start request

4

No operator usage

7

EMS

2

VP70 Start request

5

Engine running 6

8 No VP219 Active inhibits

All vehicle conditions for auto stop OK

9

VP70 Stop request

10

Engine automatically stopped and in standby Operator-initiated request from 12 standby

3

11

Operator demand restart 13 All vehicle conditions for safe auto start OK 14 VP70 Start request

5

Engine automatically started and operational EMS-initiated request from standby, A 16

15

18 VP219 Time limit reached 17 Vehicle usage needed? Operator demand restart 13 All vehicle conditions for safe auto start OK 14 VP70 Start request

5

Engine automatically started and operational EMS-initiated request from standby, B 19

15

18 VP219 Time limit reached 17 Vehicle usage needed? No operator usage

8

Vehicle demand ignition OFF 20

P0020985

Schematic overview of the Stop/Start sequence.

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Engine control interface, Stop/Start

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

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Communication, J1939 Backbone 1 (BB1) - EMS

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

0x18FDA100

64929

SPN Frame Name / Signal name

Update period Tx = transmit Rx = receive

AT1FC1 - Aftertreatment 1 fuel control 1

Tx 500ms

3483 Aftertreatment 1 regeneration status 0x18E00011

57344

CM1 - Cab message 1 986

0x18FECA00

0x18FEE300

0x0CF00400

Rx 1000ms

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. DM1 - Active Diagnostic trouble codes Tx 1000ms Description: The message contains the active diagnostic trouble codes. If more than one DTC is active, the J1939 transport protocol (TP.CM_BAM/TP.DT) is used.

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

541

Engine percent torque at P3

530

Engine speed at P4

542

Engine percent torque at P4

531

Engine speed at P5

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

61444

EEC1 - Electronic engine controller 1 512

Drivers demand engine - percent torque

513

Actual engine - percent torque

190

Engine speed

Tx 20ms

1675 Engine starter mode 899 0x0CF00300

44

61443

Engine torque mode EEC2 - Electronic engine controller 2

91

Accelerator pedal position 1

92

Engine percent load at current speed

Tx 50ms

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Communication, J1939 Backbone 1 (BB1) - EMS 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 3 514

0x 18FD9400

64916

0x18FEEF00

0x18F0000F

0x18FEEE00

0x18FEBD00

Nominal friction - percent torque EEC7 - Electronic engine controller 7

27 65263 94

Engine fuel delivery pressure

100

Engine oil pressure

109

Engine coolant pressure (1)

111

Engine coolant level ERC1 - Electronic retarder controller 1

571

Retarder enable - brake assist switch

900

Retarder torque mode (1)

520

Actual retarder - percent torque (1)

65262 110

Engine coolant temperature

175

Engine oil temperature 1

Tx 500ms

Tx 500ms

(1)

ET1 - Engine temperature 1

65213

Tx 100ms

Engine exhaust gas recirculation 1 valve position EFL/P1 - Engine fluid level/pressure 1

61440

Tx 250ms

FD - Fan drive

Tx 1000ms

Tx 1000ms

1639 Fan speed1) 0x18FEE500

65253

HOURS - Engine hours, revolutions Tx 10000ms NOTICE! Deviation from SAE J1939 standards (Tx on request). 247

0x18FEF600

0x18FEE900

0x18FEF200

65270

IC1 - Intake/exhaust conditions 1 102

Engine intake manifold 1 pressure

106

Engine air intake pressure

105

Engine intake manifold 1 temperature

173

Engine exhaust gas temperature

65257

LFC - Fuel consumption (liquid) 182

Engine trip fuel

250

Engine total fuel used

65266

LFE - Fuel economy (liquid) 183

0x18FEE10F

Engine total hours of operation

65249

Tx 500ms

Tx 100ms

Tx 100ms

Engine fuel rate RC - Retarder configuration

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

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Tx 5000ms

45

Communication, J1939 Backbone 1 (BB1) - EMS Identifier

PGN

SPN Frame Name / Signal name

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 0x18FD6E00

Update period Tx = transmit Rx = receive

Request PGN

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)

695

Engine override control mode

897

Override control mode priority

898

Engine requested speed/speed limit

518

Engine requested torque/torque limit

Rx rate defined in SPN 3349

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 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 checksum set to 'Not available'. 0x0C000F11 or 0x0C000FE6

46

TSC1 - Torque/speed control 1 (RET)

695

Engine override control mode. Set to 'Torque control' to activate retarder.

897

Override control mode priority

Rx 50ms

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Communication, J1939 Backbone 1 (BB1) - EMS Identifier

PGN

SPN Frame Name / Signal name

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.

Update period Tx = transmit Rx = receive

Control purpose (SPN 3350) 3349 Transmission rate. The recommended transmission rate is 50ms. 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 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 checksum set to 'Not available'. 0x18ECFF00

TP.CM (EMS) The TP.CM message is used to communicate the data associated with a Parameter Group.

0x18EBFF00

TP.DT (EMS) According to The TP.DT message is used to communicate the data associ- transmitted ated with a Parameter Group. The TP.DT message is an indi- PGN. 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.

0x18FEF700

65271

VEP1 - Vehicle electrical power 1 158

1)

According to transmitted PGN.

Tx 1000ms

Keyswitch battery potential

Not available in all configurations

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Communication, J1939 Backbone 1 (BB1) - EMS

VP70 - VP Status Identifier

PGN

PDU format PDU spe(dec) cific (dec)

0x0CFF4611 65350 255

70

Data length Priority Description

Update period Tx = transmit Rx = receive

8 bytes

Rx 20ms

3

Engine control status.

NOTICE! All unused signals must be set to ‘Not available’. All unused bits in the messages used must be set to 1. 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 Idle speed select Start position: 1.7 Length: 2 bits Factor: 1 Offset: 0 Frequency select Start position: 2.1 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. 0 = Normal running speed request 1 = Idle speed request 2 = Error indication 3 = Not available 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

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Communication, J1939 Backbone 1 (BB1) - EMS

Accelerator pedal position Start position: 3.1 Length: 2 bytes Factor: 0.097752 (100/1023)%/bit Offset: 0 Disable fuel (Genset) Start position: 5.1 Length: 2 bits Factor: 1 Offset: 0 Accelerator pedal counter Start position: 6.1 Length: 4 bits Factor: 1 Offset: 0

0x0000-0x03FF = 0-100% 0x0400-0xFDFF = Not valid range 0xFE00-0x0FFE = Error indication 0xFFFF = Not available

0 = Inactive 1 = Active 2 = Error indication 3 = Not available 0-7 = Numeric counter 8-14 = Reserved 15 = Not available

Accelerator pedal checksum Start position: 6.5 0-7 = Valid checksum range (crc-3) Length: 4 bits 8-14 = Reserved Factor: 1 15 = Not available Offset: 0

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Communication, J1939 Backbone 1 (BB1) - EMS

VP71 - VP Engine industry Identifier

PGN

PDU format (dec)

0x0CFF4700 65351 255

PDU specific (dec)

Data length Priority Description

Update period Tx = transmit Rx = receive

71

8 bytes

Tx 50ms

3

Engine information.

NOTICE! All unused signals must be set to ‘Not available’. All unused bits in the messages used must be set to 1. 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 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error state Offset: 0 3 = Not available OEM Fan Speed Request Description: External fan speed request from OEM to EMS. Start position: 7.1 0 = Inactive Length: 8bits 1 = Active Factor: 1.4 2 = Error state Offset: 0 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. Start position: 8.3 0 = Power off not allowed Length: 2 bits 1 = Power off allowed Factor: 1 2 = Error state Offset: 0 3 = Not available 1)

50

Not available in all configurations

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Communication, J1939 Backbone 1 (BB1) - EMS

VP191 - OBD information Identifier

PGN

PDU format (dec)

0x1CFFBF00 65471 255

PDU specific (dec)

Data length

Priority Description

191

8 bytes

7

Update period Tx = transmit Rx = receive

Signals used for emis- Tx 1000 ms sion regulations.

NOTICE! All unused signals must be set to ‘Not available’. All unused bits in the messages used must be set to 1. Frame Name / Signal name Time left to torque reduction Start position: 1.1 Length: 9 bits Factor: 12 Offset: 0

SCR inducement severity Start position: 2.2 Length: 3 bits Factor: 1 Offset: 0

SCR inducement reason Start position: 3.5 Length: 3 bits Factor: 1 Offset: 0

Quantity: Time (6) Unit: min (1) Raw min: 0 Raw min: 500 Scaled min: 0 min Scaled max: 6000 min 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 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 Quantity: Time (6) Length: 9 bits Unit: min: (1) Factor: 15 Raw min: 0 Offset: 0 Raw max: 500 Scaled min: 0 min Scaled max: 7500 min

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Communication, J1939 Backbone 1 (BB1) - EMS

VP219 - Stop/Start status Identifier

PGN

PDU format PDU spe(dec) cific (dec)

18FFDB00 65499 255

219

Data length Priority Description

Update period Tx = transmit Rx = receive

8 bytes

Tx 100 ms

7

Stop/start status message.

NOTICE! All unused signals must be set to ‘Not available’. All unused bits in the messages used must be set to 1. Frame Name / Signal name Engine coolant temp low inhibit (1) Start position: 1.1 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 3 = Not available Engine oil temp low inhibit (1) Description: Active when engine temperature is outside working temperature. Start position: 1.3 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 3 = Not available Turbo cool down inhibit (1) Description: Active when the turbo temperature is too high. Start position: 1.5 0 = Inactive Length: 2bits 1 = Active Factor: 1 2 = Error indication Offset: 0 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 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 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 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 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 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 3 = Not available Exhaust temp high (1) Description: Active as long as the exhaust temperature is too high. Start position: 2.5 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 3 = Not available

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Communication, J1939 Backbone 1 (BB1) - EMS 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. Start position: 3.5 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 3 = Not available Max number of stop starts reached (1) Description: Activated when too many automatic engine starts have occurred. Start position: 3.7 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 3 = Not available Battery charge low inhibit (1) Description: Active when the battery charge is too low. Start position:4.1 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 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. Start position: 4.3 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 3 = Not available Ambient air temp low inhibit (1) Description: Active as long as the ambient temperature is too low. Start position: 4.5 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 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 0 = Inactive Length: 2 bits 1 = Active Factor: 1 2 = Error indication Offset: 0 3 = Not available 1)

Not available in all configurations

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Communication, J1939 Backbone 1 (BB1) - ACM

J1939 Backbone 1 (BB1) - ACM NOTICE! All unused signals must be set to ‘Not available’. All unused bits in the messages used must be set to 1. Identifier

SPN Frame Name / Signal name

Update period Tx = transmit Rx = receive

0x18E8FF3D

ACK - Acknowledgement (ACM) Tx as Description: The Acknowledgement message is used to provide a hand- response shake between transmitting and receiving nodes.

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 Start position: 8.1 0: OK to power down Length: 2 bits 1: Not OK to power down Factor: 1 2: Error Offset: 0 3: Not available

Tx 1000ms

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

Tx 1000ms 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.

0x18ECFF3D

TP.CM (ACM) According to Description: The TP.CM message is used to communicate the data asso- transmitted ciated with a Parameter Group. PGN.

0x18EBFF3D

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

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Communication, J1939 Backbone 2 (BB2) - EMS

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- PDU spe- Data mat (dec) cific (dec) length

Priority

Description

0x0CFF4611

65350

255

3

Engine control Rx 20ms status.

70

8 bytes

Update period Tx = transmit Rx = receive

NOTICE! All unused signals must be set to ‘Not available’. All unused bits in the messages used must be set to 1. 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 Idle speed select Start position: 1.7 Length: 2 bits Factor: 1 Offset: 0 Frequency select Start position: 2.1 Length: 2 bits Factor: 1 Offset: 0 Preheat request Start position: 2.5 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. 0 = Normal running speed request 1 = Idle speed request 2 = Error indication 3 = Not available 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. 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

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Communication, J1939 Backbone 2 (BB2) - EMS Frame Name / Signal name Engine restored operation Start position: 2.7 Length: 2 bits Factor: 1 Offset: 0 Accelerator pedal position Start position: 3.1 Length: 2 bytes Factor: 0.097752 (100/1023)%/bit Offset: 0 Disable fuel (Genset) Start position: 5.1 Length: 2 bits Factor: 1 Offset: 0 Accelerator pedal counter Start position: 6.1 Length: 4 bits Factor: 1 Offset: 0

0 = Inactive 1 = Active 2 = Error indication 3 = Not available 0x0000-0x03FF = 0-100 % 0x0400-0xFDFF = Not valid range 0xFE00-0x0FFE = Error indication 0xFFFF = Not available

0 = Inactive 1 = Active 2 = Error indication 3 = Not available 0-7 = Numeric counter 8-14 = Reserved 15 = Not available

Accelerator pedal checksum Start position: 6.5 0-7 = Valid checksum range (crc-3) Length: 4 bits 8-14 = Reserved Factor: 1 15 = Not available Offset: 0

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Alphabetical index C CAN bus interface...................................................... 6 CAN bus termination.................................................. 8 Communication........................................................ 44 D Disable fuel request.................................................. 31 E Engine control interface.............................................. 6 F Fan speed................................................................ 32 G General Information.................................................... 2 Genset frequency select........................................... 30 Governor mode select.............................................. 26 I Inducement............................................................... 33 J J1939 Backbone 1 (BB1) - ACM.............................. 54 J1939 Backbone 1 (BB1) - EMS.............................. 44 J1939 Backbone 2 (BB2) - EMS.............................. 55 O OEM interface............................................................ 7 P Power consumption.................................................... 5 Power supply interface............................................... 4 Power-down sequence............................................. 14 Power-up sequence................................................. 10 Preheat..................................................................... 28 R Restored operation................................................... 29 S Source addresses...................................................... 9 Speed control........................................................... 17 Start.......................................................................... 11 Stop/Start................................................................. 36 T TSC1 control............................................................ 23 V VP191 - OBD information......................................... 51 VP219 - Stop/Start status......................................... 52 VP70 - VP Status............................................... 48, 55 VP71 - VP Engine industry....................................... 50

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47706487 English 06-2015